MATHEMATICAL

MODELLING AND
SIMULATION OF AN
ELECTRIC CAR

• SUBMITTED BY:
• ADITYA PRATAP GUPTA (2K18/PS/005)
• PIYUSH YADAV (2K18/PS/031)

This Photo by Unknown author is licensed under CC BY-NC.

 • Environmental concerns and energy issues have led to the mass
transfer in the automotive industry from the internal combustion
engine (ICE) vehicle to an electrical vehicle (EV) as the prime
source of transportation.
• As electric vehicles become promising alternatives for sustainable
and cleaner energy emissions in transportation, the modeling
and simulation of electric vehicles has attracted increasing
attention from researchers. 

INTRODUCTI • This is a simulation model of a full electric vehicle on the Matlab-

Simulink platform to examine  1)Power flow during motoring and
ON regeneration, 2) Stabilization of electric vehicle, 3) Optimization of
ICE and fuel cell hybrid engine.
• A Matlab-Simulink model was developed in order to identify the
best power flow for the EV. The driving range and battery usage
are determined from the required battery capacity and EV
specifications.
• All simulation results are plotted and discussed. The torque
and speed conditions during motoring and regeneration were used
to determine the energy flow, and performance of the drive. 
 POWER FLOW: MOTORING
AND REGENERATION
• For modeling purposes, the EV drive train is as shown here. The drive
train consists of six components: The electrical motor, 
power electronics, battery, motor controller, battery controller
and vehicle interface.
• The vehicle interface provides the interface for the sensors
and controls which communicate with the motor controller and
battery controller. 
• The motor controller normally controls the power supplied to
the motor.
• The battery controller controls the power from the battery. 
• The battery manages energy storage, usually lithium-ion cells
which provide more than 200 V and high current to the
power electronics. 
• The power electronics manipulate the voltage, current and
frequency provided to suit the motor requirements.
• By considering both directions of operation (clockwise and
anti-clockwise) and both modes (acceleration and
deceleration), the motor’s operation can be described in
four quadrants of operation.
• 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 the torque is positive and
speed is negative, the motor is decelerating, returning
energy to the battery in reverse braking, while in the 4th
Quadrant, the energy returns to the battery in forward
braking.
• The battery energy is decreased during motoring mode,
but is increased in regenerating mode during regenerative
braking when the motor is operating as a generator.
 Results

• Finally, the power curve in the third plot, once again confirms the motor’s operation in the motoring and
regeneration modes. The power flows from the battery to the motor during motoring operation, but returns
back to the battery during regenerative braking. 
• The rise in battery current is subsequently due to the increase in torque demand. From the battery power
curve, power is drawn from the battery to the load during motoring and returns to the battery during
regeneration. 
• When the polarity of the voltage and current are equal, the motor operates in regular motoring mode.
• The operation mode of the motor is determined either by the road speed and torque requirements or by the
polarity of the motor current and voltage.
• In this modeling we investigated the energy flow, performance and efficiency of the EV drive train. In
this study, the simulation was performed and analyzed in both motoring and regeneration mode.
 STABILIZATION:
ELECTRIC VEHICLE
• Stabilization systems are used in many electrical devices.
They are used to maintain the vehicle's direction or to
stabilize the platform. For example, the force, which acts on
a platform deflects it from equilibrium.
• To stabilize we need to know the angle of inclination of the
platform against the horizontal axis and what motion the
vehicle is doing. 
• It can be detected by several ways, such as with the mercury
tube, which was used in the tilt sensor technologies in
motor vehicles. 
• Today, accelerometers and gyroscopes are used. They are
small, accurate and energy-saving. They provide analog or
digital output.
• The output signal can’t be used without filtering because
the signal is weak. Therefore, it is necessary to use a
amplifier, a separator, a low pass filter and a multiplexer. 
• It is also necessary to convert the signal to the 
digital form to get the data from the accelerometer and
gyroscope as shown here.
• The classic gyroscope is defined as a symmetrical rotating
object around one axis. These are very large for use in
electronics. The output signal of the gyroscope is digital
and it is dependent on the system rotation speed in
degree per second.
• A complementary filter has been designed to evaluate
the data, which includes all signal process requirements
for control. The complementary filter is one of the filter
techniques in the frequency domain. 
• Two or more variables enter to the complementary filter.
Only part of the spectrum is used from each sensor and
all sensors cover the entire spectrum.
 OPTIMIZATION: ICE AND FUEL
CELL HYBRID ENGINE

• This is done to increase the driving range limitation without

increasing battery size, a possible solution can be the addition
of an on-board generator.
• A hybrid battery-fuel cell power train could be the best
compromise for ensuring zero-emission mobility. This work is
mainly focused comparing in term of efficiency and fuel economy
of the two hybrid solutions.
• The hybrid power unit models used were constructed in the
Matlab-Simulink environment.
• In order to evaluate the various power units, several cycles have
been taken into account, representative of the typical
operative conditions of a vehicle.
• For the purpose of fuel economy estimation and power unit design, quasistatic models, i.e. based on
efficiency maps or curves measured under stationary operation, are sufficient.
• In the fuel cell sub-model the fuel consumption is only function of the ratio between the power and the
rated power.
• The ICE is assumed to be spark ignited and is simulated under the assumption that the requested power
output is delivered in the torque and speed that allow for highest efficiency. 
• This was done starting from an efficiency map for a gasoline internal combustion engine  and finding for
every point with the highest efficiency. 
• As for the battery pack, only the power losses during the
discharge phase have been considered since low C-rate is
expected during charge. The discharge efficiency was assumed
constant and equal to 0.95.
• The fuel converter can operate the load or producing constant
power. If the fuel converter operates at constant power, it has to
provide at least the average power needed by the electric motor,
or the battery SOC would constantly drop until the vehicle has to
stop compromising the driving range.
• On the other hand, a load following control strategy allows for a
higher design flexibility, since battery pack capacity and fuel
converter rated power can be decided independently. 
• A possibility to increase the overall system efficiency without
giving up the design flexibility is to design the power unit for the
load following operation, while operating the fuel converter at
constant power when the battery SOC is higher than a certain
threshold. 
 • The average efficiency of the fuel converter is the main
parameter that allows to determine the fuel efficiency of
the power unit, since the battery pack in this scenario has
only the function of being a power buffer.
• The maximum average efficiency grows with the capacity of
the battery pack for almost all tested cycles. This happens
because a bigger battery pack allows  the fuel cell to
operate at constant and partial power for a longer time. 
Results • This is true until the fuel cell is forced to operate at very
low relative power, where its efficiency decreases.
• The fuel cell average efficiency is equal to the maximum
efficiency when it can operate at constant power for the
whole duration of the cycle in the maximum efficiency
point.
 • Modeling and simulation in Matlab-Simulink has been
shown to be of great value in investigating the energy flow,
performance, efficiency and stabilization of electric vehicle.
• The mathematical model is able to compare in term
of overall efficiency the performances of the electric
vehicle. 
CONCLUSIO • Modeling and simulation are very important for automotive
N designers in order to find the best energy control strategy,
exact component size, and to minimize the use of energy,
because prototyping and testing are expensive and
complex operations. 
• Good design leads to a good compromise among flexibility,
model simplicity, computational load and detailed
representation of the components. 
THANK YOU