IOT BASED BATTERY MANAGEMENT

SYSTEM IN HYBRID ELECTRIC VEHICLE

BY

SRIMAN S (41130535)
 v

TABLE OF CONTENTS

CHAPTER TITLE PAGE

NO. NO.

iii

ACKNOWLEDGEMENTS
iv
ABSTRACT vii

LIST OF FIGURES
1
1 INTRODUCTION
1.1 ELECTRIC VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1.1 History of Electric Vehicles . . . . . . . . . . . . . . . . . 1
1.1.2 Components of Electric Vehicle . . . . . . . . . . . . . . . 2
1.2 BATTERY MANAGEMENT SYSTEM . . . . . . . . . . . . . . . 3
1.2.1 Battery Monitoring System Design Considerations . . . . . 4
1.3 BATTERY SWAPPING STATION . . . . . . . . . . . . . . . . . . 8
1.3.1 Advantages of Battery Swapping Station . . . . . . . . . . 8
1.3.2 Concerns . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2 LITERATURE REVIEW 10

3 PROPOSED METHOD 13
3.1 Aim- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2 Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.3 PMDC Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.4 Battery Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.5 Current Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.6 Voltage Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.7 Temerature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.8 NodeMCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.9 Arduino IDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

vi
4 SIMULATION 19
4.1 DC MOTOR SIMULATION . . . . . . . . . . . . . . . . . . . . . 19
4.2 BLDC Motor Simulation . . . . . . . . . . . . . . . . . . . . . . . 22
5 HARDWARE and Results 24
5.1 Hardware Implementation . . . . . . . . . . . . . . . . . . . . . . 24
5.2 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
6 CONCLUSION 27
7 REFERENCES 28
vii
 LIST OF FIGURES
Figure No. Title Page No
1.1 Block Diagram for BSS . . . . . . . . . . . . . . . . . . . . . . . . 9

3.1 Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

3.2 PMDC Chain Motor . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.3 Battery Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.4 Current Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.5 Voltage Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.6 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.7 NodeMCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.8 Arduino IDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

4.1 DC Motor Simulation . . . . . . . . . . . . . . . . . . . . . . . . . 19

4.2 State of Charge Output in Percentage . . . . . . . . . . . . . . . . . 20
4.3 Current Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.4 Voltage Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.5 Actual vs. Relative Speed . . . . . . . . . . . . . . . . . . . . . . . 22
4.6 BLDC Motor Simulation . . . . . . . . . . . . . . . . . . . . . . . 22
4.7 SOC Current and Voltage . . . . . . . . . . . . . . . . . . . . . . . 23

5.1 Working Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

5.2 Temperature and Humidity . . . . . . . . . . . . . . . . . . . . . . 25
5.3 Battery Voltage and Percentage . . . . . . . . . . . . . . . . . . . . 26
 5.4 Battery Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

CHAPTER 1

INTRODUCTION

1.1 ELECTRIC VEHICLE

Electric vehicle (EV) is one that is made to run by an electric motor rather
than an internal-combustion engine(IC) . It generates energy by burning a
mixture of Petroleum and its other products. Due to Which , these vehicle are
found out to be a one of the replacement for current-generation of vehicles in
order to address challenges such as rising pollution, global warming, and natural
resource depletion. Electrical vehicles are attracting customers due to its
environment-friendly nature as it does not have an internal-combustion engine
which creates harmful gases for the planet, also they have less cost of
maintenance and they are potential to a tax credit as the customer is cutting
down the impact on the environment by choosing a zero-emission system.
Countries like the United States, China and Japan had updated its policies and
standards to support the development of EVs.

1.1.1 History of Electric Vehicles

Electric vehicles, which run on batteries rather than gas engines, are
becoming more common. Electric vehicles are preferred by those who want to
safeguard the environment and maybe go greener. However, many people are
astonished to hear that electric vehicles are not a new technology. While it is
unclear who invented the first electric car, electric motors were clearly in use as
early as the 1800s. Around 1828, Anyos Jedlik invented the very first electric
motor [1]. Using a small electric engine, he developed a self-moving tiny model
automobile. A bigger electric motor designed by Scottish inventor Robert
Anderson has been used to run a carriage between 1832 and 1839 [2].
 American innovators returned to the electric car in the 20th century. William
Morrison created what many consider to be the first practical electric car around this
period, however it lacked range. During this period, hybrid vehicles were also
developed to address a variety of concerns with electric vehicles.

Electric vehicles in the entire history have never been so in news, and a lot of
them can drive many miles just by charging only once. In 2008, Tesla introduced
the Roadster. Due to many hindrance and faults, it was being able to travel which
was more than 200 km just by charging once. It was quickly followed by the
Mitsubishi kilometres in Japan. The creation and introduction of these two cars,
particularly Tesla, signalled the start of the modern era of electric vehicles. Other
major automakers rapidly followed behind, developing evs of their own. A vast
number of people had already created hybrids, suggesting that the method was well-
established. The Chevrolet Volt was made by General Motors, and the Nissan Leaf
was presented by Nissan. Smaller companies, such as Tesla, are pushing significant
advancements in electric vehicles [3].

An electric car can be purchased for a variety of reasons. The motors are
whisper quiet, and the trip is wonderfully relaxing. Since the power is sent directly
to the wheels, the torque is higher than most people believe. There’s no need to stop
at a gas station, and while drivers must pay for the electricity needed to charge the
car, it’s less expensive than gasoline.

1.1.2 Components of Electric Vehicle

In all-electric cars (EVs), an electric motor replaces the internal combustion

engine. The electric motor in the car is powered by a large traction battery pack that
must be hooked into a wall outlet or an EVSE. Because it operates on electricity, the
automobile has no emissions and no traditional liquid fuel components like a fuel
pump, fuel line, or gasoline tank [4].

• Battery (all-electric auxiliary): Auxiliary batteries in electric vehicles

provide power to operate vehicle accessories.
 • Charge port: The charging port allows you to connect the vehicle to an
external
power source to charge the traction battery pack.

• DC/DC converter:This device converts the high voltage DC power from the
traction battery pack into the low voltage DC power needed to run vehicle
accessories and charge the auxiliary battery..

• DC/DC converter: This motor uses energy from the traction battery pack to
move the wheels of the vehicle. Engine generators are used to power and
rejuvenate various vehicles.

• On-board charger: Charges the traction battery by converting the input AC

voltage from the charging port to DC. Connected to the charger, it analyzes
battery parameters such as voltage, current, temperature and charge status
during the charging process.

• Power electronics controller: This unit controls the speed of the electric
traction motor and the torque produced by controlling the flow of electrical
energy supplied by the traction battery.

• Thermal system (cooling):This system maintains a safe operating

temperature range for motors, electric motors, power electronics, and other
components.

• Traction battery pack: The electric traction motor consumes the power
stored here.

• Transmission (electric): The transmission is responsible for transferring

mechanical energy from the traction motor to the wheels.

1.2 BATTERY MANAGEMENT

SYSTEM
 A battery pack is an arrangement of battery cells electronically arranged in a row
x column matrix format to be able to produce a specified range of current and
voltage for a given amount of time in response to projected load conditions. The
following are common BMS responsibilities:

• Battery Monitoring
• Battery protection
• Estimating the operational state of the battery
• Constantly improving battery performance
• Reporting operational status to other devices

In this situation, the term "battery" refers to the entire pack; nevertheless, in the
overall battery pack assembly, individual cells or clusters of cells known as modules
are subjected to monitoring and control activities. Rechargeable lithium-ion cells
have the highest energy density and are used in computer and electric car battery
packs. They operate well, but if used outside of a relatively small safe operating
area, they can be harsh, resulting in everything from battery degeneration to outright
danger. The BMS does have a difficult job profile, and the complete complexity and
oversight it requires may include digital, control, electrical, hydraulic, and thermal
domains.

1.2.1 Battery Monitoring System Design

Considerations

When constructing a BMS, a number of aspects must be taken into account. The
entire set of concerns is dependent on the BMS’s intended end application. Apart
from electric vehicles, BMSs are utilised wherever a lithium battery pack is present,
such as in solar panels, windmills, and power walls. A BMS design should take into
account all or many of the following characteristics, regardless of the application
[5].
• Controlling Discharge: : A BMS main goal is to keep lithium cells within
their safe operating range. A normal Lithium 18650 cell, for example, will
have an undervoltage rating of roughly 3V. The BMS is responsible for
ensuring that none of the cells in the pack are discharged below 3V.

• Charging Control: The BMS should also monitor the charging process in
addition to the discharging. When batteries are charged incorrectly, they are
more likely to be damaged or have a shorter lifespan. A two-stage charger is

used to charge lithium batteries. The charger outputs a consistent current to

charge the battery in the first stage, which is known as Constant Current (CC).
When the battery is nearly full, the second stage, known as the Constant
Voltage (CV) stage, is activated, in which the battery is fed with a constant
voltage at a very low current. To avoid overcharging or fast charging the
batteries, the BMS should ensure that both the voltage and current during
charging do not exceed set limitations. The datasheet for the battery will tell
you what the maximum charging voltage and current are.

• Determination of State-of-Charge (SOC): SOC can be thought of as the

electric vehicle’s fuel gauge. It truly informs us the percentage of the pack’s
battery capacity. Exactly like the one in our phone. However, it is not as
simple as it appears. To anticipate the capacity of the battery, the voltage and
charge/discharge current of the pack should continually be monitored. There
are a variety of algorithms that may be used to compute the SOC of the
Battery pack once the voltage and current have been measured. The coulomb
counting approach is the most often used method; we will go over this in
more detail later in the essay. A BMS is also in charge of measuring the
readings and determining the SOC.

• State-of-Health (SOH) Determination: The capacity of a battery is

determined by its age and operating temperature, as well as its voltage and
current profile. Based on the battery’s usage history, the SOH measurement
 informs us about the battery’s age and predicted life cycle. This allows us to
determine how much the

EV’s mileage (distance travelled after a full charge) decreases as the battery
ages, as well as when the battery pack needs be changed. The SOH should be
calculated and tracked by the BMS as well.

• Cell Balancing: A BMS’s other important job is to keep cells balanced. In a

pack of four cells connected in series, for example, the voltage of all four cells
should always be the same. If one cell has a lower or higher voltage than the

others, the entire pack will suffer. For example, if one cell has 3.5V while the
other three have 4V, the entire pack will suffer. These three cells will reach
4.2V during charging while the other has only reached 3.7V, and this cell will
be the first to discharge to 3V before the other three. As a result of this
solitary cell, all of the other cells in the pack are unable to reach their full
potential, compromising efficiency. To address this issue, the BMS must
perform a process known as cell balancing. There are many different types of
cell balancing strategies, but the active and passive cell balancing approaches
are the most popular. The notion behind passive balancing is that cells with
excess voltage are forced to discharge through a load, such as a resistor, in
order to attain the voltage value of the other cells. The stronger cells will be
employed to charge the weaker cells to equalise their potentials while active
balancing is in progress. In a later piece, we’ll go over cell balance in further
detail.

• Controlling the temperature: The operating temperature of a Lithium

battery pack has a considerable impact on its life and efficiency. In warmer
climates, the battery discharges faster than in normal room temperatures.
Adding to this, the use of high current would raise the temperature even more.
In a battery pack, this necessitates the use of a thermal system (usually oil).
This thermal system should not only be able to lower temperatures, but also
 be able to raise them in cold climes if necessary. The BMS is in charge of
monitoring individual cell temperatures and controlling the thermal system to
keep the battery pack at a consistent temperature.

• Powered from the Battery itself: The battery is the only source of power in
the electric vehicle. As a result, a BMS should be built to run on the same
battery that it is supposed to preserve and maintain. This may appear easy, but
it adds to the complexity of the BMS design.

• Less Ideal Power: Even if the car is operating, charging, or in optimal mode,
the
BMS should be active and functioning. As a result, the BMS circuit must be
operated continually, and the BMS must consume very little power in order to
avoid overcharging the battery. When an electric vehicle (EV) is left uncharged
for weeks or months, the BMS and associated electronics tend to drain the
battery on their own, requiring it to be cranked or charged before usage. Even
popular automobiles like Tesla are not immune to this challenge.

• Galvanic Isolation: The BMS serves as a link between the EV’s battery pack
and its ECU. The ECU must receive all of the data collected by the BMS in
order for it to be presented on the instrument cluster or dashboard. As a result,
the BMS and the ECU should be in constant communication, preferably using
a standard protocol such as CAN communication or the LIN bus. Between the
battery pack and the ECU, the BMS should be able to provide galvanic
isolation.

• Data Logging: Because the BMS must store a huge amount of data, it
requires a large memory bank. Only if the battery’s charging history is known
can values like the Sate-of-health SOH be determined. As a result, the BMS
must keep track of the battery pack’s charge cycles and charge time from the
time it was installed, and interrupt this data as needed. This also assists
engineers in offering after-sales service or identifying a problem with the EV.
 • Accuracy: The voltage across a cell steadily increases or lowers as it is
charged or discharged. Unfortunately, a lithium battery’s discharge curve
(Voltage vs time) has flat portions, resulting in very little voltage change. To
determine the value of SOC or use it for cell balance, this change must be
correctly measured. The precision of a well-designed BMS could be as high
as 0.2mV, but it should be at least 1mV-2mV. A 16-bit ADC is typically
employed in the procedure.

• Processing Speed: To determine the value of SOC, SOH, and other

parameters, an EV’s BMS must conduct a lot of numerical crunching. There
are a variety of techniques for this, and some even employ machine learning
to do the work. As a result, the BMS is a processor-intensive device. Aside
from that, it must measure cell voltage across hundreds of cells and detect
minor changes.

1.3 BATTERY SWAPPING STATION

Electric vehicles majorly face the problem of range anxiety and long charging
period time which can be overcome by implementing a Battery Swapping Station.
In this concept, when the vehicle is scheduled to come to a station, then the
discharged battery pack is replaced by the charged one. The battery can be replaced
in one of two ways:

i. Automated Robots- This is a method of replacing the battery pack that does not
require the use of human workers [6].

ii. Manually- In this procedure, a battery which is not charged i.e. a discharged
battery is removed and a new charged battery is placed with the help of man
available at station. This process will take longer than the previous one, and because
manpower is involved, the cost will go up.
 1.3.1 Advantages of Battery Swapping
Station

The owners of the EV, the Station, and the Power System are all linked, and this
process benefits them all.

1. Because the Electric Vehicle is owned by the Station, it decreases the cost of the
Electric Vehicle, which is the most expensive part of the EV.

2. While refuelling the gasoline car, the discharged battery can be replaced and
swapped with a charged battery.

3. The owner is not obligated to install the power charger for battery on his or her
premises.

4. The owner’s concerns about charging time when travelling large distances were
solved.

Figure 1.1: Block Diagram for BSS

1.3.2 Concerns

In electric vehicle, when we swap the battery at the swapping stations there is no
way to monitor the health card of battery and how much battery is drained and what
is the condition of battery. In this way, pricing of the battery will also be
compromised as someone could pay more price for less efficient battery than the
more efficient battery. To avoid this, proper system and information centre has to be
developed. To maintain complete transparency within the operations, all data linked
to batteries must be secured on cloud storage and made accessible to both
authorities and customers.Following the swap,the battery of the vehicle are going to
be immediately monitored for its state of charge, state of health (SOH), remaining
charge, battery age, battery life, and number of charging and discharging cycles
completed, and therefore the owner are going to be informed of the costs incurred
likewise because the estimated time it will regard him to receive his fully charged
battery. Therefore, customer adoption of electric vehicles will play a significant part
in reducing the amount of harmful gases in the environment. In order to attract
clients to it, swapping technology is in high demand in many parts of the world
right now. BSS methods are emerging as a possible alternative to the standard
battery charging station approach since they give dedicated stakeholders with a
broader set of revenue options.

CHAPTER 2
LITERATURE REVIEW

1. Title: “Battery Health Monitoring for Commercialized Electric Vehicle

Batteries: Lithium-Ion"

Author: Fawad Ali Shah, Shehzad Shahzad Sheikh, Umar Iftikhar

Description: Batteries are widely utilised to power electric vehicles, hybrid

electric vehicles (HEVs), and many other high-power applications. The battery is
critical to their efficiency, safety, and reliability. Reliability. Initially, numerous
types of batteries are discussed in this paper. According to the research, utilised in
EVs and HEVs are explored. The most recent battery management methods (BMS).
Lithium- ion batteries due of their extended life, a preferred source of EVs and
HEVs high power density density, and good charging and charging efficiency
performance discharge However, there are still some concerns. Li-ion batteries are
used in a variety of applications, including complicated electrochemistry, battery
deterioration, and battery accuracy health assessment. Vehicle electrification is a
global trend that includes Asia and Pakistan. Following that, the article considers the
economic, environmental, and energy efficiency implications of increased use of
electric vehicles [7].
 2. Title: “Battery Swapping Technology”

Author: Shubham Jain, Azures Ahmad, Mohammad Saad Allam

Description: The transportation industry contributes significantly to carbon

emissions and pollutes the environment globally. Electric vehicles (EVs) have a
significant promise for reducing carbon emissions. A Battery Swapping Station
(BSS) is a promising mechanism for providing power to EVs while reducing long
charging times at a Battery Charging Station. Swapping Technology is an excellent
option for completing a long-distance interstate journey. This study investigates the
advantages of establishing the BSS from many perspectives, and as a result, a
methodology for swapping out batteries in significantly less time is given, taking
into account the position of the battery to be fixed. This new approach can be used
as a source of inspiration for a future framework that provides EVs with sensible
and dependable charging [8].

3. Title: “Scalable and De-centralized Battery Management System for

Parallel

Operation Multiple Battery Packs”

Author: Shreyas Maitreyan, Himani Jain, Priyanka Pallial

Description: Multiple lithium-ion battery packs operating in parallel are

required for large-scale energy storage applications. Renewable energy storage
systems, battery packs for large-scale automobiles such as electric trucks, tanks,
armoured vehicles, diesel-electric submarines, and so on are examples of such uses.
The existing method for parallel operation of numerous battery packs is highly
hardware intensive. It necessitates a distinct pack management system acting as a
master, as well as battery management systems in each of the battery packs
deployed as slaves. This has a huge impact on the scalability of such systems
because the number of battery packs that can be connected in parallel is entirely
reliant on the capacity of the master. A decentralised pack management system is
presented as an alternative in this study. The suggested technique eliminates the
need for master-slave battery pack configurations and eliminates the need for
centralised hardware to manage the battery packs. Instead, this system allows
individual Battery packs to communicate with one another on their own, allowing
for decentralised pack administration [9].

4. Title: Battery Management System in Electric Vehicle

Author: Ananthraj C R, Arnab Ghosh

Description: The most crucial component of any electric vehicle (EV) is battery
storage, which stores the energy required for the vehicle’s operation. So, in order to
get the most out of a battery while also ensuring its safety, it is vital to have an
effective battery management system in place. It monitors the parameters, calculates
SOC, and provides the services required to ensure the battery’s safe functioning. As
a result, BMS are a crucial component of any electric vehicle, and more research is
being done in the field to build more capable BMS. System for Managing Batteries
[10]
 CHAPTER 3

PROPOSED METHOD

3.1 Aim-

The purpose of this system is to monitor Current ,Voltage and Temperature and
humidity of the battery at Battery swapping station .

3.2 Methodology
 Figure 3.1: Block Diagram

In the proposed system we are going to monitor Battery voltage ,Battery

temperature and current. By doing this we would be able to see voltage ,current and
temperature of the battery every very hour or every minute or whenever we would
like. When we replace the battery in an electric vehicle at a swapping station, there
is no method to check the battery’s health card, including how much battery is
depleted andhow bad the battery is. In this way, anyone can offer us a used or
defective battery, and we’ll have to accept it without knowing much about it. Since
a result, battery prices will be compromised, as someone might pay more for a less
efficient battery with a shorter life cycle than a more efficient battery with a longer
life cycle. In this project we are going to use current sensor ,voltage sensor and
temperature sensor.We are going to connect the current sensor to the battery which
would be eventually connected to the PMDC motor .we will do the same thing for
temperature sensor and voltage sensor respectively. Then we will send the data to
Arduino Cloud .Now when we will put the throttle on the all the three parameters
will be sent to the Arduino cloud from where we will be able to read the data and
get the various information .
3.3 PMDC Motor

Figure 3.2: PMDC Motor

Electrical energy is being converted into mechanical energy by a motor.

Permanent Magnet DC motors (PMDC) are among these, with great efficiency and
controllability, and are widely utilised in a variety of applications. In comparison to
other motor types, the PMDC motor saves energy. In out Project we are using
PMDC Chain Motor. The PMDC motor which we took has rated capacity of 250
watt.

3.4 Battery Pack

 Figure 3.3: Battery Pack

We made a Battery pack from lithium ion battery pack of 24 Volt and 10.6 Amp.
We took each cell of 3.7 Volt and 2600 mA .We took 7 Lithium Ion cells in series
and we clamped it together. We made 4 sets like this and then we clamped it
together to get desired voltage and current.

3.5 Current Sensor

Figure 3.4: Current Sensor

A current sensor is a device that detects and transforms current into a voltage
that can be easily measured and is proportionate to the current flowing through the
measured. Voltage drop happens when a current travels over a wire or in a circuit. A
magnetic field is also produced around the current-carrying wire. Current

sensors take advantage of both of these phenomena. A The voltage drop associated
with current travelling through passive electrical components is measured using
direct sensing. Indirect sensing is the measurement of the magnetic field
surrounding a current-carrying wire.
3.6 Voltage Sensor

Figure 3.5: Voltage Sensor

A voltage sensor could be a device that computes and detects the amount of
voltage in an object. The sensor’s input is voltage, and its output is switches,
analogue voltage signal, current signal, or audio signal. Voltage sensors are wireless
tools that may be attached to any number of assets, machinery or equipment. They
provide 24/7 monitoring, constantly looking forward to voltage data that might
indicate a controversy

.There shouldn’t be incoming voltage greater than 24V. Low voltage may signal a
possible issue, while other assets could also be at risk when voltage is just too high.
This sensor can determine whether the voltage is AC or DC.

3.7 Temperature Sensor

A temperature sensor is a type of electronic device that measures the

temperature of its surroundings and converts the input data into electronic data in
order to record, monitor, or signal temperature changes. Temperature sensors come
in a variety of configurations. Some temperature sensors require direct contact with
the physical object

being monitored (contact temperature sensors), while others measure an

 Figure 3.6: Temperature Sensor

object’s temperature indirectly (non-contact temperature sensors).

3.8 NodeMCU

Figure 3.7: NodeMCU

NodeMCU is a pairing of firmware and hardware based around esp8266-12 e

module which is a low-cost Wi-Fi microchip with a full top-up stack and
microcontroller capabilities.
3.9 Arduino IDE

Figure 3.8: Arduino IDE

The Arduino IDE (Integrated Development Environment) is a piece of official

Arduino.cc software that allows you to code and write accordingly on an Arduino
environment. This open source programme is very simple to install, understand
learning syntax and is suitable with almost all Arduino modules.
 CHAPTER 4

SIMULATION

4.1 DC MOTOR SIMULATION

Figure 4.1: DC Motor Simulation

Here in this simulation Figure 4.1 a real vehicle like environment is created by
the use of MATLAB Simulink to test the battery condition under different
circumstances. Here we can see we have used a normal dc motor to show the
functioning of the electric vehicle based on dc motors. A simulated signal is sent to
simulate acceleration and breaking in the vehicle model. Parameters like kerb
weight, vehicle type, number of tyres, are mentioned and are kept in knowledge
while performing the simulation so that real life like accurate results can be
obtained further the battery which is source of power for the electric vehicle is
connected by the scope which measure current voltage temperature and SOC (state
of charge) of the battery. These scopes are connected via think speak so that all of
the data can be live monitored.

Figure 4.2: State of Charge Output in Percentage

The graph in Figure 4.2 shows how SOC of the battery is changing when
different type of signal is given to vehicle model to simulate acceleration and
deceleration. When vehicle is accelerating the SOC graph of the vehicle battery
drops non linearly but when the vehicle touch top speed there is no acceleration so
the graph then goes down linearly but when brakes are applied the battery gets
feedback and SOC graph goes up as SOC of battery increases then the graph makes
straight line as nothing happens.
 Figure 4.3: Current Output

The graph in Figure 4.3 shows how current of the battery reacts when the
simulated signal of model vehicle is applied. When model accelerates, we can see
increment in current and at the moment brakes are applied there is sudden drop in
current as motor stops using the battery and when again vehicle model accelerates.
quick rise of current and distortion is seen afterwards because of sudden
acceleration after braking then again when acceleration stops, we can see same kind
of graph but in less time span because there is no input after sudden acceleration.

Figure 4.4: Voltage Output

This graph in Figure 4.4 shows how voltage of the battery reacts when simulated
signal of model vehicle is applied when model accelerates we can see nonlinear
drop in voltage and then linear drop of voltage when top speed is achieved by
vehicle. When brakes are applied it is observed that there is sudden spike in the
voltage of battery this is because when brakes are applied motor slow down and
load of the battery is reduced then again when acceleration is applied there is
decrease in voltage with distortion this is because of the sudden braking and
acceleration of the vehicle. Same kind of graph is further obtained but in shorter
time span because of quick acceleration and then stopping it.

Figure 4.5: Actual vs. Relative Speed

This graph in Figure 4.5 shows us the comparison between the simulation signal
and the actual output gained in the whole process the yellow line shows us what is
the simulation signal we have given as the input to the vehicle model and the red
line shows what is the real time output achieved by the model vehicles when it
receives the signal.

4.2 BLDC Motor Simulation

 Figure 4.6: BLDC Motor Simulation

This simulation mode shown in Figure 4.6 is the same as the one shown above
there is just one slight change is made that is we have switched the DC motor with
the BLDC motor and to fit BLDC motor in our simulation we have used a controller
and phase convertor.

Figure 4.7: SOC Current and Voltage

These graph in Figure 4.7 shows result of the simulation when DC motor is
switched BLDC motor here we can see that graphs are similar to what we are
getting when DC motor is used in SOC in current and voltage we can see increment
and decrement when acceleration and brakes are applied respectively we cannot see
distortion as we were seeing in DC motor because in BLDC motor brushes are
absent in stator which cand cause current and voltage distortion when sudden
acceleration is done after braking or vice versa.

CHAPTER 5

HARDWARE AND RESULTS

5.1 Hardware Implementation

Figure 5.1: Working Model

We took a conventional bicycle. After this we took BLDC chain motor of 250
W.We fixed that BLDC motor into our bicycle to make it an electric bicycle. We
make a battery pack of 24 V and 10.4 A. We took Lb27 Controller box for
controlling the motor. After mounting it to our bicycle had to make a battery health
card where we can see the various aspects of the battery. For monitoring different as
aspects we took a current sensor (ACS 712), voltage sensor ,Temperature
sensor(DH11) and NodeMCU (ESP8266). We made 3 different modules for
measuring each component. In current module we used ACS712 current sensor that
can measure maximum 30 Am. We connected it to Arduino IOT cloud to monitor it
live. Now we made separate module for measuring voltage and we can determine
voltage less than 25 V.In the same way we are sending data to Arduino IOT cloud to
determine voltage .We are also monitoring Battery percentage. For the last part we
are using temperature sensor DH11 to monitor battery Temperature. We can monitor
battery voltage up to 50 degree

Celsius and we are also monitoring humidity. We are connecting it to Arduino IOT
cloud to monitor same.

5.2 Results

We build a small rectifier circuit for connecting out IOT module.We took a 12 V
transformer and two power boards.From the power boards we are getting 5 V as
output which we are giving to the NodeMCU which is further connected to the
respective sensors for monitoring the current,voltage,temperature and humidity.Here
are Putting our output graphs .

Figure 5.2: Temperature and Humidity

In this graph Figure 5.2 we are Monitoring Battery Temperature . We can

monitor from 0 degree Celsius to 50 degree Celsius.
 Figure 5.3: Battery Voltage and Percentage

We are monitoring battery voltage and percentage under no load .We are taking
a 12V battery .We can monitor From 0 Volts to 25 Volts.

Figure 5.4: Battery Current

The system consisting of arduino and sensors senses the transformer health
parameters. The data are collected and a node MCU unit communicates with Arduino
IoT The received real time data is processed by it. This data is send using HTTP
protocol. The accessed readings can be visualized in Arduino IoT platform..
 CHAPTER 6

CONCLUSION

The proposed system is useful in monitoring and tracking the properties of the
battery in real time. The battery plays a vital role in an Electric vehicle .Therefore
monitoring of the Battery is very important. The project proposed a new way
monitoring the battery with the help IOT. The sensors incorporated in the proposed
system can collect the data of battery such as voltage, temperature and current, these
data is then sent to Arduino IOT Cloud . Thus the real time data collection, storage
and monitoring of the battery of an electric vehicle is possible with the system. By
tracking these variables, it will be easier to determine the battery’s health or
longevity, and pricing will be adjusted accordingly, as a less efficient battery with a
shorter life cycle will cost more than a more efficient battery with a longer life
cycle. This helps in identifying and solving a problem before a failure without
human dependency. In addition measured data helps to develop a battery swapping
station and its price fixing.
 CHAPTER 7

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