Documente Academic
Documente Profesional
Documente Cultură
Volume 10, Issue 03, March 2019, pp. 1117-1126. Article ID: IJMET_10_03_114
Available online at http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=10&IType=3
ISSN Print: 0976-6340 and ISSN Online: 0976-6359
Sahitya. P
Department of Computer Science and Engineering, SRM Institute of Science and Technology,
Chennai, India
Swathi. S
Department of Computer Science and Engineering, SRM Institute of Science and Technology,
Chennai, India
Chethan. T. S
Department of Computer Science and Engineering, SRM Institute of Science and Technology,
Chennai, India
Shivani. L
Department of Computer Science and Engineering, SRM Institute of Science and Technology,
Chennai, India
ABSTRACT
In this paper, we propose a mechanism to optimize range of EV by integrating some
of the best methods to estimate rotor position, efficient temperature control modules and
machine learning algorithms that analyze the vehicle’s environment and driving
pattern. A simulation of an EV model with the above-mentioned modules is presented
through Simulink. The result of this simulation is compared with the result of simulation
with the same modules but with Machine Learning Algorithms integrated. A
comprehensive comparison analysis is then presented to show how range of an EV
improves as the machine learns.
Keywords: Simulink, Reinforced Learning, Electric Vehicle, Q Learning,
TD(λ)Learning.
1. INTRODUCTION
The exponential depletion of petroleum and natural gas has prompted an aggressive research
and development to manufacture electric vehicles (EV). A major concern in EVs is to optimize
range because of the following reasons 1. Infrastructure to charge batteries is insufficient. 2. It
takes 30-40mins to charge a vehicle. 3. Resources required to manufacture the battery unit are
also limited. Hence the need to optimize range is required to ensure longevity of the EV’s
battery.
Several methods have been proposed to estimate rotor position, thus, eliminating the need
to have heavy mechanical sensors. One of the methods implements Machine Learning to
estimate position of rotors in EV by using phase current and voltage as their data points [3].
Other methods concentrate on carrier signal injection based sensorless control techniques at
zero and low speeds or on improved dynamic models of Permanent Magnet Synchronous Motor
(PMSM) drives. The former methods are hindered by saturation effects and signal injection
leads to unwelcomed torque ripples. In latter methods, the dependency on back-emf results in
inaccurate estimation of rotor position at very low and zero speeds.
The influence of environment temperature on battery of EVs has been extensively studied
through a number of tests like Electrochemical Impedance Spectroscopy test and Dynamic
Driving test thus, reaching a conclusion that at low temperature, a number of events like DC
internal resistance and polarization effect are the main factors that limits the battery
performance [4]. Experiments on 50A.h Lithium-iron phosphate batteries under temperature
range of minus 40°C - 40°C have been carried out to analyze the influence of environment
temperatures on voltages, internal resistance, efficiency and life cycle of battery while charging
and discharging [5].
Research has also been conducted to dynamically equalize the temperature of all battery
cells (especially Li-ion batteries) in a package because focusing on average temperature of the
battery package rather than each battery cell in the package has resulted in wear-out, uneven
temperature distribution and has affected the safety standards of the battery cells [6].
Furthermore, temperature variation degrades torque accuracy and efficiency of IPMSM
machines and hence, compensation control algorithm is shown to save energy and improve
efficiency.
In this paper, we propose a mechanism to optimize range of Electric Vehicle by integrating
some of the best methods that focus on controlling battery temperature and ML algorithms that
analyze the road conditions, driving pattern, ambient temperature and wind speed to estimate
an accurate torque for the EV. ML algorithm is also proposed to estimate the power required to
cool down the battery, which further increases the range in EVs. A simulation of an EV model
that integrates battery temperature control module is presented through Simulink. The result of
this simulation is compared with the result of that with ML algorithms integrated. A
comprehensive comparison analysis is then presented to show how range of an EV improves as
the machine learns.
2. SYSTEM ARCHITECTURE
2.1. Input
The Input module includes the following parameters: Inclination (Degree), Wind Speed(m/s),
Brake Pedal(on/off), Throttle ([0,1]), Cruise Enable(on/off), Cruise Disable(on/off),
Environment Temperature(˚C). These signals are generated by the Signal builder Block in
Matlab Simulink. Of these parameters, Inclination, Wind Speed and Brake Pedal are joined to
form a single bus unit called TD (Test Data) which is then sent to the Vehicle Dynamics module.
Finally, the signals other than Inclination and Wind Speed are sent to the Vehicle Control Unit.
extremes, so the moment the temperature strays from the working range, it will stop working;
in order to avoid that, we need cooling system. Cooling systems need to be able to keep the
battery pack in the temperature range, i.e. between the max and min battery temperature. Other
than this it also needs to keep the temperature difference within the battery pack to a minimum
(no more than 5 degrees Celsius). The output from this module, which is the battery
temperature, is then given to the PMSM(DC) drive to cool down the motor.
2.5. Battery
The battery unit consists of the BattSoc, BattVol, BattCurr, BattAH, BattPwr, BattCrnt and
BattTemp. The BattVol and BattCurr refers to the Battery Voltage and Battery Current.
BatteryAH refers to the amount of power residing inside the battery which is the stored energy.
The percentage representation of this value is referred to as BattSoc. The BattPwr is the amount
of power that is consumed by the vehicle at that instance. The BattCrnt is the current passed
onto the battery unit by the PMSM Drive. A thermometer is used to estimate the BattTemp
which is the battery temperature in terms of kelvin. The above described terms are further sent
to the BatteryStats which displays the BattSoc, BattTemp and BattPwr values onto the screen.
2.8. ML Module
2.8.1. Reinforcement Learning
In reinforcement learning, the decision is made by the agent. Everything other than the
agent is called the environment. The agent-environment interaction takes place at discrete time
steps t = 0,1,2,. At each time t, the agent observes the environment’s state st ∈ S, with respect
to which it takes an action at ∈ A, Where S and A are the sets of possible states and actions
respectively. In the next step, the agent receives a numerical reward rt+1 as a consequence
of the action taken.
A policy π of the agent is a mapping from each state s ∈ S to an action a ∈ A that specifies
the action a = π(s) that the agent will choose when the environment is in state s. The ultimate
goal of an agent is to find the optimal policy, such that is maximized for each state s ∈ S.
V π(s) = E𝜋 {∑ ∞ k
𝑘=0 γ · r𝑡+k+1 | s𝑡 = s }
The value function Vπ (s) is the expected return when the environment starts in state s at
time step t and follows policy π thereafter. γ (0 < γ < 1) is called the discount rate. It ensures
that the infinite sum (i.e., ∑ ∞ k
𝑘=0 γ · r𝑡+k+1 ) converges into a finite value. More importantly, γ
reflects the uncertainty in the future. rt+k+1 is the reward received at time step t+k+1.
2.8.1.3. Reward
The reward should be related to change in SoC (∆𝐵𝑠𝑜𝑐 ) over a distance (∆𝐷) in difference in
time step (∆𝑇), as we need the ML to optimise range. So we define reward the agent receives
for a action state pair (s,a) as increase in range (∆𝑅), which is given as
∆𝑅 = 𝑅𝑟𝑐 + 𝑅𝑙 + ∆𝐷 − 𝑅𝑟
where 𝑅𝑟𝑐 is the estimated range at time t after controlling the temperature of the battery
and 𝑅𝑙 is the loss of range in controlling temperature of battery, ∆𝐷 is the distance travelled in
1 unit time and 𝑅𝑟 is the estimated range at time t-1. Reward for a particular (s,a) is higher if
the range is increased and reward is negative (lower) if the range is decreased. Estimation of
range is done from multiple factors like wind speed, driver pattern, Battery Soc, total battery
power and current [7].
3. RESULTS
The whole system is simulated using Mathwork’s Simulink with and without our Range
optimization mechanism integrated. The results derived are then compared here. As for the test
the following inputs were used as given in the graph below.
4. CONCLUSION
TCSROEV features an ML based mechanism for optimizing the Electric Vehicle’s range by
controlling it’s battery temperature. The system proposed in this paper derives the most optimal
battery temperature control strategy that integrates reinforced learning to improve the Electric
Vehicle’s range. One of the major advantages of this approach is that, it does not demand any
prior drive cycle data. The results from the comprehensive comparison generated using
Simulink that simulated a normal EV and one with range optimization mechanism integrated
shows that the range of an EV increases substantially by controlling the temperature of the EV’s
motor and battery, approximately about 15%-20% during the first drive cycle, which is bound
to increase as more data is processed.
REFERENCES
Journal Articles
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Interests and Limits of Machine Learning-Based Neural Networks for Rotor Position
Estimation in EV Traction Drives. IEEE Transactions on Industrial Informatics, 14(5), May
2018, pp. 1942-1951.
[2] Xue Lin, Yanzhi Wang, Paul Bogdan, Naehyuck Chang, and Massoud Pedram,
Reinforcement Learning Based Power Management for Hybrid Electric Vehicles. IEEE
Transactions on Industrial Electronics, 2014, 62(12), pp.32-38.
Conference Proceedings
[3] Silong Li, Di Han, Bulent Sarlioglu, Impact of Temperature Variation on Fuel Economy of
Electric Vehicles and Energy Saving by using Compensation Control. 2018 IEEE
Transportation Electrification Conference and Expo (ITEC), 2018, pp.702-707.
[4] Xianzhi Gong and Chunting Chris Mi, Temperature-Dependent Performance of Lithium
Ion Batteries in Electric Vehicles. 2015 IEEE Applied Power Electronics Conference and
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