Performance Enhanced Multi-Source Inverter for

Hybrid Energy Storage Systems in Electric Vehicle Application

A Major Project Phase-1 Report

submitted in the partial fulfillment of the requirement for the award of
the degree of
Bachelor of Technology
in

“ELECTRICAL & ELECTRONICS ENGINEERING”

By
1. D.RUSHIRAJ (ROLL NO: B20EE102)
2. M.SATHWIK RAJ (ROLL NO: B20EE096)
3. S. SRUTHI KEERTHIKA (ROLL NO: B20EE061)
4. L. VAMSHI KRISHNA (ROLL NO: B20EE084)

Under the guidance of

Dr. G. SUDHEER KUMAR
Associate Professor, Dept. of EEE

Department of Electrical & Electronics Engineering

KAKATIYA INSTITUTE OF TECHNOLOGY & SCIENCE,
WARANGAL
(An Autonomous Institute under Kakatiya University,
Warangal) (2022-2023)
 Department of Electrical & Electronics Engineering
KAKATIYA INSTITUTE OF TECHNOLOGY & SCIENCE,
WARANGAL
(An Autonomous Institute under Kakatiya University, Warangal)
(2022-2023)

CERTIFICATE

This is to certify that, this is the bonafide record of major project work entitled
“PERFORMANCE ENHANCED MULTI-SOURCE INVERTER FOR HYBRID
ENERGY STORAGE SYSTEM IN ELECTRIC VECHIL APPLICATION” carried out by
Major project Batch-V consisting of D. RUSHIRAJ bearing Roll No. B20EE102,
M.SATHWIK RAJ bearing RollNo.B20EE096, S.SRUTHI KEERTHIKA bearing Roll No.
B20EE061, L.VAMSHI KRISHNA bearing Roll no.B20EE084 students of B.Tech EEE, VII
Semester in partial fulfillment for the degree of Bachelor of Technology in “ELECTRICAL&
ELECTRONICS ENGINEERING”.

Dr. G. Sudheer kumar Dr. G. Rajender

Associate Prof, Dept. of EEE Head, Dept. Of EEE
 I. ACKNOWLEDGEMENT

We wish to express the sense of gratitude to our guide Dr. G. SUDHEER KUMAR
Associatet. Professor, Electrical & Electronics Engineering Department, Kakatiya
institute of Technology & Science, Warangal, who guided us at every moment
during our entire thesis giving us valuable suggestions. His continuous
encouragement at each of work and effort to push the work through are gratefully
acknowledged.

We are indebted to Dr. G. RAJENDER, Head of the Department,

Electrical& Electronics Engineering. We also extend our gratitude to all the faculty
members of the department without whose support at various stages this report will
not be materialized.

We wish to express our sincere thanks to Dr. D. RAKESH CHANDRA,

Assistant Professor, EEE department for his inspiration and being our
project co-ordinator.

Also, we offer our sincere admiration to Prof. K. ASHOKA REDDY,

Principal, Kakatiya institute of Technology & Science, Warangal for his kind
patronage and permission to utilize the resource of institute to carry out the work.

Last but not the least we wish to thank our friends, seniors who helped us
directly or indirectly in the successful completion of this work.

D.RUSHIRAJ (B20EE102)
M.SATHWIK RAJ (B20EE096)
S.SRUTHI KEERTHIKA (B20EE061)
L.VAMSHI KRISHNA (B20EE084)
 TABLE OF CONTENTS
PAGE
CHAPTER TITLE
NO
ABSTRACT 1
1. INTRODUCTION
1.1. General Introduction 2
1.2. Project Objectives 6
1.3. Problem Statement 6
2. SYSTEM PROPOSAL
2.1. Existing System 6
2.1.1 Disadvantages
2.2. Proposed System 7
2.2.1 Advantages 7
2.3. Literature Survey 8
3. SYSTEM DIAGRAMS
3.1. Architecture Diagram 11
3.2. Flow Diagram 12
4. IMPLEMENTATION
4.1. Modules 12
4.2. Modules Description 13
5. SYSTEM REQUIREMENTS
5.1. Software Requirements 18
5.2. Software Description 19
6. CONCLUSION 20
7. FUTURE ENHANCEMENT 21
9. SAMPLE SCREENSHOT 22
10. REFERENCES 23
 1

ABSTRACT
Using multi-input converters (MICs) in hybrid energy storage systems
(HESSs) presents several advantages, such as, low component count, control
simplicity and fully control of source energies. The power levels of sources in
these systems need to be determined wisely by an energy management strategy
(EMS). This paper presents an EMS for a battery/ultra-capacitor (UC) HESS
including a bidirectional MIC for electric vehicles (EVs). Thanks to the fact that
energy flow between battery and UC is free in this MIC, the proposed EMS not
only regulates the state-of-charge of UC but also smooth’s the battery power
profile by using a fuzzy logic controller and a rate-limiter. Therefore, it results in a
sustainable HESS with longer battery life. Through a simulation study and an
experimental setup including a real EV, the performance of the proposed system is
evaluated comprehensively. Then, based on experimental results, battery cycle life
improvement due to the battery/UC hybridization is explored.

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CHAPTER 1
1.1 General Introduction:
Power electronic devices may be used as switches, or as amplifiers. An ideal
switch is either open or closed and so dissipates no power; it withstands an applied
voltage and passes no current, or passes any amount of current with no voltage
drop. Semiconductor devices used as switches can approximate this ideal property
and so most power electronic applications rely on switching devices on and off,
which makes systems very efficient as very little power is wasted in the switch. By
contrast, in the case of the amplifier, the current through the device varies
continuously according to a controlled input. The voltage and current at the device
terminals follow a load line, and the power dissipation inside the device is large
compared with the power delivered to the load. Several attributes dictate how
devices are used. Devices such as diodes conduct when a forward voltage is
applied and have no external control of the start of conduction. Power devices such
as silicon controlled rectifiers and thyristors (as well as the mercury valve and
thyratron) allow control of the start of conduction, but rely on periodic reversal of
current flow to turn them off. Devices such as gate turn-off thyristors, BJT and
MOSFET transistors provide full switching control and can be turned on or off
without regard to the current flow through them. Transistor devices also allow
proportional amplification, but this is rarely used for systems rated more than a few
hundred watts. The control input characteristics of a device also greatly affect
design; sometimes the control input is at a very high voltage with respect to ground
and must be driven by an isolated source. As efficiency is at a premium in a power
electronic converter, the losses that a power electronic device generates should be
as low as possible. Devices vary in switching speed. Some diodes and thyristors

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are suited for relatively slow speed and are useful for power frequency switching
and control; certain thyristors are useful at a few kilohertz. Devices such as
MOSFETS and BJTs can switch at tens of kilohertz up to a few megahertz in
power applications, but with decreasing power levels. Vacuum tube devices
dominate high power (hundreds of kilowatts) at very high frequency (hundreds or
thousands of megahertz) applications. Faster switching devices minimize energy
lost in the transitions from on to off and back, but may create problems with
radiated electromagnetic interference. Gate drive (or equivalent) circuits must be
designed to supply sufficient drive current to achieve the full switching speed
possible with a device. A device without sufficient drive to switch rapidly may be
destroyed by excess heating. Practical devices have non-zero voltage drop and
dissipate power when on, and take some time to pass through an active region until
they reach the "on" or "off" state. These losses are a significant part of the total lost
power in a converter. Power handling and dissipation of devices is also a critical
factor in design. Power electronic devices may have to dissipate tens or hundreds
of watts of waste heat, even switching as efficiently as possible between
conducting and non-conducting states. In the switching mode, the power controlled
is much larger than the power dissipated in the switch. The forward voltage drop in
the conducting state translates into heat that must be dissipated. High power
semiconductors require specialized heat sinks or active cooling systems to manage
their junction temperature; exotic semiconductors such as silicon carbide have an
advantage over straight silicon in this respect, and germanium, once the main-stay
of solid-state electronics is now little used due to its unfavorable high temperature
properties.

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DC/AC converters (inverters):

DC to AC converters produce an AC output waveform from a DC source.

Applications include adjustable speed drives (ASD), [[uninterruptible power
supply]|uninterruptible power supplies]] (UPS), Flexible AC transmission systems
(FACTS), voltage compensators, and photovoltaic inverters. Topologies for these
converters can be separated into two distinct categories: voltage source inverters
and current source inverters. Voltage source inverters (VSIs) are named so because
the independently controlled output is a voltage waveform. Similarly, current
source inverters (CSIs) are distinct in that the controlled AC output is a current
waveform.

Current source inverters:

Current source inverters convert DC current into an AC current waveform. In

applications requiring sinusoidal AC waveforms, magnitude, frequency, and phase
should all be controlled. CSIs have high changes in current overtime, so capacitors
are commonly employed on the AC side, while inductors are commonly employed
on the DC side. Due to the absence of freewheeling diodes, the power circuit is
reduced in size and weight, and tends to be more reliable than VSIs. Although
single-phase topologies are possible, three-phase CSIs are more practical. In its
most generalized form, a three-phase CSI employs the same conduction sequence
as a six-pulse rectifier. At any time, only one common-cathode switch and one
common-anode switch are on. As a result, line currents take discrete values of –ii,
0 and ii. States are chosen such that a desired waveform is output and only valid
states are used. This selection is based on modulating techniques, which include
carrier-based PWM, selective harmonic elimination, and space-vector techniques.

Power Electronics is the application of solid-state electronics to control and

conversion of electric power. It also refers a subject of research in electronic and

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electrical engineering which deals with the design, control, computation and
integration of nonlinear, time-varying energy-processing electronic systems with
fast dynamics. The capabilities and economy of power electronics system are
determined by the active devices that are available. Their characteristics and
limitations are a key element in the design of power electronics systems.

In fuzzy logic controller (FLC) based EMSs are proposed. FLC offers the
advantage that it does not require any mathematical model or a prior knowledge of
the system. As shown in FLC can be solely utilized in an EMS or combined with
other methods such as wavelet decomposition, neural networks as A battery/UC
HESS through a novel MIC topology for EVs is proposed; in this work, a rule-
based EMS is utilized to limit the battery power during propulsion and charge UC
during regenerative braking. Although this method is quite effective, it has two
serious drawbacks: it does not take state of-charge (SOC) of UC into account and it
does not limit the rate-of-change of battery power. Therefore, it is reasonable to
anticipate that battery/UC HESS may be nonoperational because of too low
SOCUC , UC may be over-charged, and battery current may be too high during
output power peaks. In order to suppress associated problems of EMS this paper
offers a FLC based EMS for a battery/UC HESS and tests it through a simulation
study and an experimental setup including a real EV. The offered EMS aims to
regulate the SOCUC thanks to the developed FLC and reduce the battery power
peaks using a rate-limiter. This paper also goals to evaluate the effect of the
battery/UC hybridization on the battery cycle life based on experimental results.

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1.2 Objectives:

The operation modes of the proposed inverter, a simple modulation strategy,

as well as the design guidelines are analyzed in detail.
The power levels of sources in these systems need to be determined wisely by
an energy management strategy (EMS).
1.3 Problem Statement:
Finally, based on a battery cycle life model and experimental results, it has
been shown that the battery life extension of about 90% due to the battery/UC
HESS can be achieved.
It is clear that these acquirements increase the life spans of the battery, and
ensures the feasibility of the hybrid system considering the defined input
voltage range of the converter
EMS not only regulates the state-of-charge of UC but also smooth's the battery
power profile by using a fuzzy logic controller and a rate-limiter.

CHAPTER 2
SYSTEM
PROPOSAL

2.1 EXISTING SYSTEM:

A battery/UC HESS through a novel MIC topology for EVs is proposed; in
this work, a rule-based EMS is utilized to limit the battery power during
propulsion and charge UC during regenerative braking. Although this
method is quite effective, it has two serious drawbacks: it does not take state
of-charge (SOC) of UC into account and it does not limit the rate-of-change
of battery power. Therefore, it is reasonable to anticipate that battery/UC
HESS may be non-operational because of too low SOCUC, UC may be

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over-charged, and battery current may be too high during output power
peaks. In order to suppress associated problems of EMS], This paper offers a
FLC based EMS for a battery/UC HESS and tests it through a simulation
study and an experimental setup including a real EV. The offered EMS aims
to regulate the SOCUC thanks to the developed FLC and reduce the battery
power peaks using a rate-limiter. This paper also goals to evaluate the effect
of the battery/UC hybridization on the battery cycle life based on
experimental results.

DISADVANTAGES

 Less operation
 Low stability
2.2 PROPOSED SYSTEM:
This proposed EMS not only regulates the state-of-charge of UC but also
smooth’s the battery power profile by using a fuzzy logic controller and a rate-
limiter. Therefore, it results in a sustainable HESS with longer battery life.
Through a simulation study and an experimental setup including a real EV, the
performance of the proposed system is evaluated comprehensively. Then, based on
experimental results, battery cycle life improvement due to the battery/UC
hybridization is explored

ADVANTAGES

 High efficiency
 High performance

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2.3 LITERATURE SURVEY:

TITLE 1: Energy consumption and battery aging minimization using a Q-

learning strategy for a battery/ultracapacitor electric vehicle

AUTHOR & YEAR: M. Islam, S. Mekhilef, and M. Hasan, & 2015

Propulsion system electrification revolution has been undergoing in the automotive

industry. The electrified propulsion system improves energy efficiency and reduces
the dependence on fossil fuel. However, the batteries of electric vehicles
experience degradation Process during vehicle operation. Research considering
both battery degradation and energy consumption in battery/ultra capacitor electric
vehicles is still lacking. This study proposes a Q-learning-based strategy to
minimize battery degradation and energy consumption. Besides Q-learning, two
rule-based energy management methods are also proposed and optimized using
PSO algorithm. A vehicle propulsion system model is first presented, where the
severity factor battery degradation model is considered and experimentally
validated with the help of Genetic Algorithm. In the results analysis, Q-learning is
first explained with the optimal policy map after learning. Then, the result from a
vehicle without ultra capacitor is used as the baseline, which is compared with the
results from the vehicle with ultra capacitor using Q-learning, and two rule-based
methods as the energy management strategies. At the learning and validation
driving cycles, the results indicate that the Q-learning strategy slows down the
battery degradation by 13–20% and increases the vehicle range by 1.5–2%
compared with the baseline vehicle without ultracapacitor.

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ADVANTAGES

 It is easy to implement.
 Applicable for cases where the battery voltage is higher than the PV
module voltage

DISADVANTAGES

 It has some limitations, like oscillations around the MPP in steady

state operation

TITLE 2: Electric vehicle battery-ultra capacitor hybrid energy storage

system and drivetrain optimization for a real-world urban driving scenario

AUTHOR & YEAR: Ludmila C. A. Silva Jony J. Eckert 2021

A battery has normally a high energy density with low power density, while an
ultracapacitor has a high power density but a low energy density. Therefore, this
paper has been proposed to associate more than one storage technology generating
a hybrid energy storage system (HESS), which has battery and ultracapacitor,
whose objective is to improve the electric vehicle (EV) driving range. The HESS
parameters have been evaluated in a configuration of EV powered by two in-wheel
electric motors, coupled straight into the front wheels, and by a unique EM,
connected to a differential transmission to drive the rear wheels. Moreover, this
paper considers a real-world drive cycle based on the urban driving behavior of
Campinas city, one of the most populous cities in Brazil. Aiming to minimize the
HESS size and enhance the EV driving range, an optimization problem was
formulated and solved using a genetic algorithm technique, in which the EV
drivetrain parameters and HESS components and control are optimized. Finally,
the obtained Pareto frontier defines the optimum EV configurations, in which the

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best-selected configurations were able to perform up to 188 km with a 418 kg

HESS (maximum drive range solution), or 82.75 km with a 146.58 kg HESS
(minimum HESS solution) and 319 km with a 188.43 kg HESS (best trade-off
solution), without presenting performance losses.

ADVANTAGES

 To obtain better energy efficiency

 It is possible to supply electrical loads directly with dc power
DISADVANTAGES
 It has complex structure
 Ruggedness implementation and more required parameters.

TITLE 3: Photovoltaic - Battery Operated Electric Vehicle with an Energy

Management Strategy

AUTHOR & YEAR: S. Gomathy1, M. Sabarimuthu1, S. Krithika Sree2, J. Radha3,

R. Vennila2 and M.P. Krishna2

This paper Hybrid energy storage systems have many advantages, including
the use of multi-input converters, such as reduced part count, flexibility power, and
absolute control of energy sources. In these systems, an Energy Management
Strategy must wisely determine the power levels of the sources. Energy
management strategy for photovoltaic/ battery including a bidirectional multiple -
input converter electric vehicle is presented in this article. The proposed Energy
management strategy not only regulates the state-of-charge of photovoltaic. The
battery power profile is also smoothed by using a fuzzy controller and a rate limiter.
Since the energy transfer between battery and Photovoltaic is free in this multi-
input converter. This results in a hybrid energy storage system that is sustainable

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and has improved battery life. The feasibility of the proposed system is
systematically tested by a simulation study and an observational framework
involving an actual electric vehicle.
ADVANTAGES
 A simple structure and low cost
 High power density
DISADVANTAGES
 The system does not always work in the optimal condition to convert the
available solar energy
 Low system performance
CHAPTER 3
SYSTEM
DIAGRAMS

3.1 SYSTEM ARCHITECTURE:

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Flow Diagram

Irradiance level

DC-DC
bidirectional Capacitor Scope
PV Panel

Boost DC-DC DC-DC

MPPT
bidirectional battery

CHAPTER 4
IMPLEMENTATION

4.1 MODULES:

 PV panel
 Maximum power point Tracking(MPPT)
 DC-DC Boost converter
 DC-DC bidirectional Capacitor
 DC-DC bidirectional Battery
 Scope

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4.2 MODULES DESCRIPTION:

PV PANEL

Standard PV, Inc. recently completed one of the first solar micro grid
systems with a grid interactive battery bank in the country. Being a first was a
challenge– it took months of dedication, innovative engineering and coordination
with key partners, utilities and government offices to make this project a reality.
The first half of this paper will set the stage by explaining how the micro grid is
setup, its functionality and what makes it special. Then I will explore what it takes
to design and install a solar micro grid system, the lessons learned from this
groundbreaking project and what technical considerations should be made when
implementing this new technology.

MPPT ALGORITHM

Maximum power point tracking (MPPT) is an algorithm implemented in

photovoltaic (PV) inverters to continuously adjust the impedance seen by the solar
array to keep the PV system operating at, or close to, the peak power point of the
PV panel under varying conditions, like changing solar irradiance, temperature,
and load. Engineers developing solar inverters implement MPPT algorithms to
maximize the power generated by PV systems. The algorithms control the voltage
to ensure that the system operates at “maximum power point” (or peak voltage) on
the power voltage curve, as shown below. MPPT algorithms are typically used in
the controller designs for PV systems. The algorithms account for factors such as
variable irradiance (sunlight) and temperature to ensure that the PV system
generates maximum power at all times. Maximum power point tracking is a

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technique used commonly with wind turbines and photovoltaic (PV) solar systems
to maximize power extraction under all conditions. Although solar power is mainly
covered, the principle applies generally to sources with variable power: for
example, optical power transmission and thermo photo voltaics. PV solar systems
exist in many different configurations with regard to their relationship to inverter
systems, external grids, battery banks, or other electrical loads. Regardless of the
ultimate destination of the solar power, though, the central problem addressed by
MPPT is that the efficiency of power transfer from the solar cell depends on both
the amount of sunlight falling on the solar panels and the electrical characteristics
of the load. As the amount of sunlight varies, the load characteristic that gives the
highest power transfer efficiency changes, so that the efficiency of the system is
optimized when the load characteristic changes to keep the power transfer at
highest efficiency. This load characteristic is called the maximum power point and
MPPT is the process of finding this point and keeping the load characteristic there.

• Solar inverters convert the DC power to AC power and may incorporate

MPPT: such inverters sample the output power (I-V curve) from the solar modules
and apply the proper resistance (load) so as to obtain maximum power.

• The power at the MPP (Pmpp) is the product of the MPP voltage(Vmpp) and
MPP current(Impp).

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DC-DC BOOST CONVERTER

The circuit diagram of a step up operation of DC-DC converter. When the

switch 1 S is closed for time duration 1t, the inductor current rises and the energy
is stored in the inductor. If the switch 1 S is opened for time duration 2t, the energy
stored in the inductor is transferred to the load via the diode D1 and the inductor
current falls. The waveform of the inductor current

A boost converter (step-up converter) is a DC-to-DC power converter that

steps up voltage (while stepping down current) from its input (supply) to its output
(load). It is a class of switched-mode power supply (SMPS) containing at least two
semiconductors (a diode and a transistor) and at least one energy storage element: a
capacitor, inductor, or the two in combination. To reduce voltage ripple, filters
made of capacitors (sometimes in combination with inductors) are normally added
to such a converter's output (load-side filter) and input (supply-side filter).

The key principle that drives the boost converter is the tendency of an
inductor to resist changes in current by creating and destroying a magnetic field. In
a boost converter, the output voltage is always higher than the input voltage.

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Battery or solar in power systems often stack cells in series to achieve higher
voltage. However, sufficient stacking of cells is not possible in many high voltage
applications due to lack of space. Boost converters can increase the voltage and
reduce the number of cells. Two battery-powered applications that use boost
converters are used in hybrid electric vehicles (HEV) and lighting systems. The
NHW20 model Toyota Prius HEV uses a 500 V motor. Without a boost converter,
the Prius would need nearly 417 cells to power the motor. However, a Prius
actually uses only 168 cells [citation needed] and boosts the battery voltage from
202 V to 500 V. Boost converters also power devices at smaller scale applications,
such as portable lighting systems. A white LED typically requires 3.3 V to emit
light, and a boost converter can step up the voltage from a single 1.5 V alkaline
cell to power the lamp. An unregulated boost converter is used as the voltage
increase mechanism in the circuit known as the 'Joule thief'. This circuit topology
is used with low power battery applications, and is aimed at the ability of a boost
converter to 'steal' the remaining energy in a battery.

DC-DC BIDIRECTIONAL CAPACITOR

Bidirectional dc to dc converter is used as a key device for interfacing the storage

devices between source and load in renewable energy system for continuous flow
of power because the output of the renewable energy system fluctuates due to
change in weather conditions. In electric vehicles also, bidirectional converter is
used between energy source and motor for power supply from battery to motor.
Thus, bidirectional dc to dc converters are getting more and more attention in
academic research and in industrial applications. Bidirectional dc to dc converters
work in both buck and boost mode and can manage the flow of power in both the
direction between two dc sources and load by using specific switching scheme and
phase shifted control strategy and hence generated excess energy can be stored in

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batter-ies/super capacitors., the comparison between their voltage conversion ratio

and output current ripple along with various Finally, zero current and zero voltage
soft switching schemes and phase shifted controlling techniques are also
highlighted

DC-DC BIDIRECTIONAL BATTERY

Bidirectional power flow may be required. A typical system consists of a full-

bridge power stage on the high-voltage (HV) side which is isolated from a full-
bridge or a current-fed push-pull stage on the low- voltage (LV) side It can transfer
power in both directions. Normally used for connecting battery to DC bus

HYBRID ENERGY STORAGE SYSTEMS

Hybrid energy storage systems (HESS) are used to optimize the energy
management for electric vehicles. These solutions use separate energy and power
sources in order to use their characteristics at their best, what allows a reduction of
the size, efficiency or cost of the embedded source. In addition, one of the most
important advantages of this novel approach is the improvement of the thermal
battery behavior. As a result of this development, significant reductions in the cost
and optimizing the performance of electric vehicles can be achieved.the hybrid
embedded power supply with EMS3 offers a lower weight over the entire vehicle
operating range. We can distinguish two main phases of the weight evolution for
all proposed configurations. Firstly, when the weight is constant over vehicle
operating range, and the second, when the weight increases rapidly according to
vehicle operating range. This can explain the fact that the hybrid embedded power
supply is sized in the first phase under the discharge power constraint, which is
constant and more stringent than energy and charge ones. However, in the second
phase, the energy constraint is heavily dependent on the vehicle operating range.

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As a result, this constraint of the energy consumption imposes the final size of the
hybrid embedded power supply. The RMS power stress applied to one battery cell
for all proposed configurations. This test allows us to set up a first evaluation of
the battery aging. In our case, we consider that the battery management system
BMS prevents the imbalanced cell voltage in a series-connected battery pack. As a
result, it is also assumed that the maintenance of the voltage balance at the
charging and discharging phases is completely ensured by the BMS. As it can be
seen clearly from the hybrid power supply with EMS3 provides a high RMS power
stress in the first phase of constant weight when the discharge power constraint is
more stringent than others. Thereafter, for high values of the vehicle operating
range, this solution became much more interesting against the configuration of the
single HP battery. The hybrid embedded power supply with EMS1 and EMS2,
offer a low RMS power stress over vehicle operating range. This is owing to the
fact that the battery pack contains a large number of cells.

CHAPTER 5

SYSTEM REQUIREMENTS

SOFTWARE REQUIREMENTS:
 OS : Windows
 Software : Matlab R2023b

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SOFTWARE DESCRIPTION
MATLAB® is a high-level technical computing language and
interactive environment for algorithm development, data visualization, data
analysis, and numerical computation. Using MATLAB, you can solve technical
computing problems faster than with traditional programming languages, such as C,
C++, and FORTRAN.
MATLAB is a data analysis and visualization tool which has been
designed with powerful support for matrices and matrix operations. As well as this,
MATLAB has excellent graphics capabilities, and its own powerful programming
language. One of the reasons that MATLAB has become such an important tool is
through the use of sets of MATLAB programs designed to support a particular task.
These sets of programs are called toolboxes, and the particular toolbox of interest
to us is the image processing toolbox. Rather than give a description of all of
MATLAB’s capabilities, we shall restrict ourselves to just those aspects concerned
with handling of images. We shall introduce functions, commands and techniques
as required. A MATLAB function is a keyword which accepts various parameters,
and produces some sort of output: for example a matrix, a string, a graph.
Examples of such functions are sin, im-read, im-close. There are many functions in
MATLAB, and as we shall see, it is very easy (and sometimes necessary) to write
our own.
MATLAB's standard data type is the matrix all data are considered to
be matrices of some sort. Images, of course, are matrices whose elements are the
grey values (or possibly the RGB values) of its pixels. Single values are considered
by MATLAB to be matrices, while a string is merely a matrix of characters; being
the string's length. In this chapter we will look at the more generic MATLAB
commands, and discuss images in further chapters.

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CHAPTER 6

CONCLUSION
This project is a fuzzy logic based energy management strategy (EMS) for a
battery/ultracapacitor hybrid energy storage system (HESS) has been presented in
this work. The HESS is composed of a bidirectional non-isolated multi-input dc-dc
converter which can achieve power flow between each input source and output
port. An EMS has been designed for controlling the SOC of UC while smoothing
the battery power profile. By applying this EMS, it is aimed to ensure the
practicability of the hybrid system and to decrease the battery power peaks thus
extending the battery cycle life. After analysing the proposed system, first of all, its
performance has been tested via a simulation study based on UDDS. Then, an
experimental setup has been created by utilizing a concept electric vehicle in order
to compare the proposed EMS and a rule-based control strategy and evaluate them
on real road conditions. Both simulation and experimental results have shown that
the developed EMS works as intended. Finally, based on a battery cycle life model
and experimental results, it has been shown that the battery life extension of about
55% due to the battery/UC HESS can be achieved. It is clear that these
acquirements increase the life spans of the battery, and ensures the feasibility of
the hybrid system considering the defined input voltage range of the converter.

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CHAPTER 7

FUTURE ENHANCEMENT

Finally, based on a battery cycle life model and experimental results, it has been
shown that the battery life extension of about 90% due to the battery/UC HESS
can be achieved. It is clear that these acquirements increase the life spans of the
battery, and ensures the feasibility of the hybrid system considering the defined
input voltage range of the converter.

CHAPTER 8

SAMPLE SCREENSHOTS

MSI operation modes

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Motor Characteristics

CHAPTER 9

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