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MATHEMATICAL MODELLING AND SIMULATION OF ELECTRIC VEHICLE

USING MATLAB-SIMULINK

Conference Paper · August 2014

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 MATHEMATICAL MODELLING AND SIMULATION OF
ELECTRIC VEHICLE USING MATLAB-SIMULINK

TA. T. Mohd1, M. K. Hassan1,2 and WMK. A. Aziz1

1Department of Electrical and Electronic Engineering
Faculty of Engineering, Universiti Putra Malaysia
43400 Serdang, Selangor, Malaysia
Email: tengkuazman78@gmail.com
Phone : +603-89464367; Fax : +603-89466327
2
Institut Teknologi Maju, Universiti Putra Malaysia
43400 Serdang, Selangor, Malaysia
Email: khair@upm.edu.my

ABSTRACT

As Electric Vehicle becomes a promising alternative for sustainable and cleaner energy
emission in transportation, modeling and simulation of Electric Vehicle has attracts
increasing attentions to the researchers. This paper presents a simulation model of Full
Electric Vehicle in Matlab-Simulink platform to examine power flow during motoring
and regeneration. Every components of the key system drive train consist of motor,
battery, motor controller and battery controller were acknowledged and modeled from
their mathematical equations. All simulation results were plotted and discussed. The
torque and speed conditions during motoring and regeneration were used to determine
the energy flow, performance and efficiency of the drive. This study forms the
foundation for further research and developments.

Keywords: Mathematical modeling; Simulation; Electric Vehicle; Matlab-Simulink.

INTRODUCTION

Environmental concerns and energy issues have lead to the mass transitional effort in
automotive industry from the consumption of Internal Combustion Engine (ICE) vehicle
to Electrical Vehicle (EV) as the prime source of transportation. The issues of air
pollution in urban area, and as the second highest contributor in global warming with
approximately 21% green house gasses emission from ICE (IEA & EVI, 2013), together
with the depletion of fossil fuels and the increasing in prices, have significantly
amplified interest on EV. This is due to the advantages of EV as clean and silent
technology, moreover offers better efficiency than ICE vehicle and cheaper energy
source than fuel.

Numerous simulation and modelling package have been developed to study the
operation of electric and hybrid power trains, such as CarSim from AeroVironment Inc.,
SIMPLEV from DOE’s Idaho National Laboratory, MARVEL (Argonne National
Laboratory), V-Elph (Texas A&M University) and ADVISOR (DOE’s National
Renewable Energy Laboratory, US). Butler, Ehsani, & Kamath (1999) in his study
presented four vehicle drive trains; an EV, parallel hybrid EV (HEV), series HEV, and
conventional ICE vehicle modeling, simulation, and analysis package using Matlab-
Simulink to investigate fuel economy, efficiency and emissions. The use of visual

1
programming allows the user to quickly modify parameters, architectures and
graphically examine the output data.

Many efforts have been done by past researchers in modelling an EV. Model by
Husain & Islam (1999) focused on the electric propulsion unit and the drive evaluation
to meet the performance desires using switched reluctance motor (SRM). The study had
shown the effective use of computer tools in the preliminary design stage of an EV. A
popular vehicle modeling package written in Matlab-Simulink, ADVISOR was
promoted by Markel et al. (2002) in his study, clarified that ADVISOR is a tool for
evaluating and quantifying the vehicle level impacts of advanced technologies applied
to vehicles. Simulations and analysis of series hybrid EV (SHEV) using correct
matching of vehicle powertrain were done by Jiang-Wen & Liang (2010) on the
ADVISOR platform. The revealed results had satisfied the vehicle performance
requirements and improved the vehicle driving range. A study by Kaloko, Soebagio, &
Purnomo (2011) examined the performance and analyzed the power flow of electrical
energy required by small EV. A Matlab-Simulink, model was developed in order to
identify the best power flow for EV. The driving range and battery usage were
determined from the required battery capacity and EV specifications.

A comprehensive study of modeling full EV (FEV) or battery EV (BEV) was

performed by Schaltz (2011) and Luigi & Tarsitano (2012). Schaltz (2011) have
modeled and designed BEV which fulfilled both the power and energy for a given
driving cycle while Luigi & Tarsitano (2012) developed a simulation model comprised
of multidisciplinary domains such as electric, mechanical, thermal, power electronic,
electrochemical and control. Both studies used iterative process in design procedures
and all component losses were included to attain realistic energy calculation of the
vehicle.

The modeling and simulation of EV performed in this study is to prove a

concept of alternate power flow during motoring and regeneration operation in EV
operation. The employment of motor controller and battery controller will demonstrate
the robustness of the designed system performing error correction in order to meet the
speed and torque demands.

ELECTRIC VEHICLE MODELLING

For modelling purposes, the recommended EV drive train is as shown in Figure 1. The
drive train basically consists of six components; electrical motor, power electronics,
battery, motor controller, battery controller and vehicle interface. The vehicle interface
provides interface for sensors and controls which communicates with the motor
controller and battery controller. The motor controller normally controls the power
supplied to the motor, while the battery controller controls the power from the battery.
The battery is for the energy storage, usually a Lithium Ion cells which provides more
than 200 V and high current to the power electronics. The power electronics
manipulates the voltage, current and frequency provided to suit the motor requirement.

By considering both directions of operation (clockwise and anti clockwise) and

both modes (acceleration and deceleration), motor operation could be described in four

2
quadrants of operation. This can be visualised by plotting the motor speed and the
applied torque on the x-y axis as shown in Figure 2. From the figure, the drive train is in
motoring mode when the speed and torque values having the same polarity (1st
Quadrant & 3rd Quadrant), and in regenerating mode when the speed and torque value is
differ in polarity (2nd Quadrant & 4th Quadrant). In the 1st Quadrant, with both positive
polarities, the motor moves forward, but in the 3rd Quadrant, the motor moves
backward. In the 2nd Quadrant, when torque is positive and speed is negative, the motor
is decelerating returning energy to the battery in reverse braking, while in the 4 th
Quadrant, the energy returns to the battery during forward braking. The battery energy
is decreased during motoring mode, but is increased in regenerating mode during
regenerative braking when motor is operated as a generator.

Power
Battery Electronics Motor

Battery Motor
Controller Controller

Vehicle Interface

Figure 1. EV Drive Train (McDonald, 2012).

Torque, T

Quadrant 2 Quadrant 1

Reverse Forward
T (+ve) T (+ve)
Regeneration Motoring
N (–ve) N (+ve)
Speed, N
T (–ve) T (–ve)
Reverse Forward
N (–ve) N (+ve)
Motoring Regeneration
Quadrant 3 Quadrant 4

Figure 2. Four Quadrants drive operation.

To model an EV, all mathematical equations to represent each component in the

EV drive train were determined. The motor, battery, motor controller and P-I controller
were modelled in Matlab-Simulink platform into individual block diagram to form an
EV drive system using the following equations.

3
For a DC motor, the torque developed in the motor, Td is proportional to armature
current, Ia ;
Td = Km · Ia (1)

where, Km is the motor constant depending on winding construction

Voltage developed in the motor, Vd is proportional to armature speed, ωd;

Vd = Km · ωd (2)

Voltage at high side of the motor (terminal voltage), VH is given by;

VH = IH · Ra + LH · di(t)/dt + Vd (3)

where, IH is the current at high side (terminal current),

Ra is the armature resistance value,
LH is the inductor value at high side.

By assuming no friction loss and no inertia loss, thus electrical torque developed, Td is
equal to output mechanical torque, Tmech. Hence, developed electrical power is equal to
developed mechanical power.

Simple motor controller is used to maintain the input power equal to the output power.
The controller is assumed ideal with zero loss and no time lag.

High side voltage (input),

VH = K · VL (4)
High side current (input),
IH = (1/K) · IL (5)

where K is the controller gain value,

VL is voltage at low side (output),
IL is current at low side (output).

The battery is modelled as voltage source, EB and internal power loss in the battery
resistance, RA.
VL = IL · RA + EB (6)

The required battery’s internal voltage is calculated using the current and voltage from
the motor controller. The difference between calculated EB (EB (calculated)) and actual EB
(EB (actual)) represents the battery voltage error, BErr to be used by P-I controller for gain
adjustment.

BErr = EB (actual) - EB (calculated) (7)

The proportional-integral (P-I) controller employs the value of proportional gain, KP

and integral gain, KI to compute motor controller, K value.

K = ( KP + s·KI ) · BErr (8)

4
 Drive cycle modelled the road into computer simulation to help reduced the
expensive on-road test (McDonald, 2012). For driving test and simulation purposes, a
drive cycle comprises of 100 sec vehicle speed values were established. Normally,
torque can be calculated from the speed value and the vehicle dynamics. Since the
vehicle dynamics is not included into the model, it is assumed that the torque values are
known for the simulation. The speed and torque data were respectively added into the
model using look-up tables. The developed drive cycle consist of speed and torque
values are as shown in Figure 3.

Required Road Speed

Road Speed (rpm)

3000

2000
1000

0
0 10 20 30 40 50 60 70 80 90 100
Time(sec)
Required Road Torque
400
RoadTrq(Nm)

200

-200

0 10 20 30 40 50 60 70 80 90 100
Time(sec)
5
Required Road Power
2
x 10
Figure 3. Speed and Torque values for simulation.
Road Power(Watts)

(+T)*(+S)= +P = 1st Quadrant = Motoring (-T)*(+S)= -P = 4th Quadrant = Regeneration

1
The required speed is set positive for the whole simulation time, while the
0
required torque is set halvely positive and halvely negative. The purpose is to observe
the power flow-1
0during
10 motoring
20 30 and40 regeneration,
50 60 which
70 80later 90on were
100 used to
Time(sec)
determine the energy flow, performance and efficiency of the drive.

RESULTS AND DISCUSSION

Figure 4. EV Drive simulation model.

5
Figure 4 illustrates the EV Drive simulation model produced from mathematical Eq.
(1)–(8) represented by each block diagram. From the model, five simulation points were
selected and added to scope to determine and illustrate the energy flow, performance
and efficiency towards two important elements of the EV drive train; (i) motor, (ii)
battery, label as below.

1. Road speed, torque and power

Required Road Speed
2. Motor voltage, current and power
Road Speed (rpm)

3000
3. Required battery voltage, current and power
2000
4. Battery error
1000
5. Gain value
0
0 10
The required power20is calculated
30 40
over 50 60
the range
Time(sec)
of70100 sec
80 90
simulation100
time from
the road speed and road torque data and plotted as
Required Road Torquein Figure 5. From the figure, when
400
the speed and torque are positive, the power is positive; the motor operates in forward
RoadTrq(Nm)

motoring200 (1st Quadrant operation). When torque is negative and speed is positive, motor
operates in0 4th quadrant region where motor acts as a generator. This operation could be
identified-200either by the negative y-axis region on the power curve or the negative power
sign. 0 10 20 30 40 50 60 70 80 90 100
Time(sec)
5
x 10 Required Road Power
2
Road Power(Watts)

(+T)*(+S)= +P = 1st Quadrant = Motoring (-T)*(+S)= -P = 4th Quadrant = Regeneration

1

-1
0 10 20 30 40 50 60 70 80 90 100
Time(sec)

Figure 5. Required Power.

Motor Voltage
Motor Voltage (Volts)

600
400

200

-200
0 10 20 30 40 50 60 70 80 90 100
Time(sec)
Motor Current
Motor Current (Amps)

400

200

-200

-400
0 10 20 30 40 50 60 70 80 90 100
Time(sec)
5
x 10 Motor Power
2
Motor Power (Watts)

(+V)*(+I)= +P Motoring (+V)*(-I)= -P Regeneration

1

-1
0 10 20 30 40 50 60 70 80 90 100
Time(sec)

Figure 6. Motor Voltage, Current and Power.

6
 Figure 6 illustrates the voltage, current and power developed in the motor. The
figure is very similar to the previous figure of speed, torque and power. The voltage
curve follows the speed curve while the current follows the torque. This is obvious due
to their relationship as in Eq. (1) and (2). The power curve again confirms the motor
operation in motoring and regeneration modes. The power flows from battery to motor
during motoring operation, while returns back to the battery during regenerative
braking.

Figure 7 shows the voltage, current and power draws from the battery. From the
figure, battery current curve follows shapes of the motor current and required torque
curves. The raise in battery current is subsequently due to the increased in torque
demand. From the battery power curve, power draws from battery to the load during
motoring and returns to the battery during regeneration. When the polarity of voltage is
the same to the polarity of current, the motor operates in regular motoring mode.
Conversely, when the current polarity goes negative, motor switched into regenerative
braking mode where the motor acts as a generator and the power flows in the opposite
way. The battery energy consumed during motoring and regeneration are 745 Watt-hour
and -413 Watt-hour respectively.

Battery Voltage
Motor Voltage (Volts)

300

200

100

0 10 20 30 40 50 60 70 80 90 100
Time(sec)
Battery Current
Motor Current (Amps)

400

200

-200

-400
0 10 20 30 40 50 60 70 80 90 100
Time(sec)
5
x 10 Battery Power
3
Motor Power (Watts)

Batt Energy Motoring = 745WattHour Batt Energy ReGeneration = -413WattHour

2
(+V)*(+I)= +P Motoring (+V)*(-I)= -P Regeneration
1

-1
0 10 20 30 40 50 60 70 80 90 100
Time(sec)

Figure 7. Battery Voltage, Current and Power.

Figure 8 shows battery voltage error; the difference between the actual battery
internal voltage and the one calculated from motor voltage and current values. This
error output was employed as the input to the P-I controller. From the figure, the
maximum negative error of -200 V appears at 0 sec. This huge starting simulation error
is normal. The controller promptly recovers and compensates the error of 23.5 V during
motor starting.

7
 The controller gain, K is presented in Figure 9. From the figure, K value varies
accordingly to the demand in speed where the rise in speed demand increases the value
of K. Integrator in the PI controller block is preset with 0.1 initial conditions to avoid an
algebraic loop error during simulation. PI controller compensates the error through the
selected proportional and integral constants of Kp and Ki to keep the system healthy. The
value of the constants were established from manually tuning process, providing the
respective minimum and maximum K value of 0.1 and 2.93.

Battery Voltage Error

100
Battery Voltage Error (Volts)

50
Max Positive Battery Error = 23.5
0

-50

-100

-150
Max Negative Battery Error = -200
-200
0 20 40 60 80 100
Time(sec)
Figure 8. Battery Voltage Error.

Controller Gain (K)

3.5
Max K value = 2.93
3
2.5
2
Gain

1.5
1
0.5
Min K value = 0.1 Set by PI
0
-0.5
0 20 40 60 80 100
Time(sec)

Figure 9. Controller gain, K.

CONCLUSION

Modeling and simulation in Matlab-Simulink has shown to be of great value in

investigating energy flow, performance and efficiency of the EV drive system. In this
study, the simulation was performed and analyzed in both motoring and regeneration
mode. The operation mode of the motor is determined by the road speed and torque
requirements and subsequently by the polarity of motor current and voltage. The energy
flows from battery to load during motoring but in opposite direction during
regeneration. This work utilized simple controller to maintain the identical input-output
power of battery and PI controller to compensate the voltage error. The designed EV
model is a basic model to be augmented which forms the foundation for further research
and developments.

8
 Modeling and simulation is very important to the automotive designers in order
to find best energy control strategy, exact components size, and to minimize the use of
energy, because prototyping and testing are expensive and complex operations. Good
design refers to a good compromise among flexibility, model simplicity, computational
load and detail representation of components.

ACKNOWLEDGEMENTS

The authors would like to thank the Faculty of Engineering, Universiti Putra Malaysia
(UPM) for providing the facilities and conducive learning environment in conducting
the research. The research is supported by the research grant of 03-01-13-1245FR from
Ministry of Higher Education, Malaysia.

REFERENCES

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10.1109/25.806769
Husain, I., & Islam, M. S. (1999). Design, Modeling and Simulation of an Electric
Vehicle System SAE Technical Paper 1999-01-1149.
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