2009 International Conference on Engineering Education (ICEED 2009),December 7-8,2009,Kuala Lumpur,Malaysia

An EV-Simulator for Electric Vehicle Education

G. N. Reddy
Drayer Department of Electrical Engineering,Lamar University
Beaumont,TX,USA
reddygn@ee.lamar.edu

Abstract-This paper presents an Electric Vehicle simulator to aid

in Electric Vehicle Education. There has been an exponential II. VEHICLE-SIMULATORS
surge in demand for developing new generation of vehicles using
There are several vehicle simulators in the market today,
electric-technology. That has caused rapid shift in design
these can be divided into the following three categories:
paradigm from mechanical to electrical. Such a paradigm shift
requires developing new technology educational programs in 1. Mechanical vehicle simulators [1-2]
electric vehicles. The EV-simulator presented in this paper will 2. HEV (Hybrid Electric Vehicle) simulators [3-6]
be helpful for such programs. The simulator is written in Visual 3. EV (Electric Vehicle) simulators [7]
C++IMS Visual Studio .NET 2007. It is called LAMAR-EVSiml
after Lamar's first Electric Vehicle Lamar-EVI. The tool is Left-TIre
primarily tailored for educational use. Input data to the
wheel-assembly ""--"-",--'
simulator is presented through a set of input data files including
specifications of: the vehicle, the electric-elements, and the Left-drive-axel "" cv-joint
environment. The simulator estimates output parameters .-'-tt----7'1 u-joint
hierarchically from the tire, gear-box, motor, battery-pack, and
finally at vehicle-level. The estimated output parameters include:
various drag forces, torques, currents, voltages, RPMs, powers,
To couple motor & gearbox differential
top speeds, and mileages. Unlike other ev-simulators, this break pedal )-------HI
simulator embeds dynamic equations & algorithms context­
Feed-backward EV-simulation:
sensitively so that the output simulation trace are self­ <= Pm, Vm, 1m, Rm: Motor <= (Nd, Gk) Drive_train <= Pt, Tt, F, W: Tire

instructive. ( Nc, Nm) => Battery: Vbp, Ibp, Pbp: => Vehicle: Umax, Mileage ,-..LL-'----,
Rig ht-Tire
Keywords-Electric Vehicle Education; EV-Simulator; EV Design
Software; Lamar-EVSiml Figure I. Basic Electric Vehicle Configuration: Lamar-EV I.

The first category of tools includes CarSim [I] and Cartest

I. BASIC EV-HARDWARE
"Fig. I" shows a basic configuration of an Electric
Vehicle (EV). It essentially consists of standard drive-train
with electric propulsion replacing an internal combustion
engine. It requires a tailor made adapter-set to couple the
electric traction motor to a vehicle-specific drive-train.
Specific elements used with our Lamar-EVI are:
1. Vehicle: VW-Rabbit 1980;
2. Motor: advanced DC-motor: 203-06-4001;
3. Controller: dc-motor controller: Curtis-pmc 1221
4. Batteries: 9 pba,12-volt,60 lb,series-connected,Interstate
batteries,one 12-volt auxiliary battery for main contact
5. Charger: 96-120 vdc charger: evc40lc to run from 115 vac
6. sr-adapter-set: to couple adv-dc-motor to vw-rabbit-1980
7. Throttle: foot-pedal-5k pot wi micro-switch to cutoff in idle
Familiarity with EV-hardware is essential to better understand
the simulation results.
2000 [2]. CarSim is used to study the mechanical stability of a
vehicle in response to braking, steering, and acceleration.
Cartest on the other hand, is used to compare such things as
acceleration-profiles of different existing-vehicles.
The second category tools are essentially used to do
performance analysis of hybrid-power-trains for optimal fuel
economy and minimal pollution. That is, to determine
percentage of power-share between mechanical-propulsion to
the electrical propulsion. It also involves in determining
optimal control strategies for HEV operation. Some of these
HEV simulators are written by themselves [3]. The other tools
are already developed include: PSAT 6.1 [4] developed and
sponsored by DOE's Vehicle Technologies Program. The
most complex of HEV-simulators is the Advisor [5]. It is
currently maintained and distributed by AVL. Majority of the
current HEV-simulators are written in Matlab/Simulink.
The third category of tools [6-7] is pure EV-simulators.
The EV-simulator presented in this paper is similar to [6-7]. It
is, however, heavily tailored for educational use. Here the
entire set of dynamic equations and algorithms used are

978-1-4244-4844-9/09/$25.00 ©2009 IEEE 131

 2009 International Conference on Engineering Education (lCEED 2009),December 7-8,2009,Kuala Lumpur,Malaysia
context-sensitively embedded into the output simulation trace
so one can fully understand how an individual output
parameter is estimated. In an educational setting one want
know what the outputs are but more importantly to want to
know how those outputs are computed. Furthermore, this
paper in itself comprehensively covers entire EV-simulation
in one place. The combination of this document with the
simulator should provide good material for EV-education.
Vehicle simulators can also be categorized as "feed­
forward" and "feed-backward" based where computation
starts and where it ends. The feed-forward-simulators
simulate real-life scenarios: here computations start with the
driver's pedal position and ends with computing torque
delivered at the wheels. In the feed-backward simulators, it
starts with the required torque at the tire and ends with in
finding driver's pedal position (the amount of fuel or pot­
throttle position for EVs). Some of the feed-forward
simulators are: CarSim, Cartest-2000, and the ADVISOR;
whereas Uve's and Halstead's EV-Calculators are feed­
backward simulators. The EV-simulator presented in this
paper, Lamar-EVSiml, is a feed-backward simulator. The
following sections describe Lamar-EVSiml.
III. LAMAR ELETRIC VEHICLE SIMULATOR 1
The output listing of this simulator, Lamar-EVSiml, can
be divided into two sections: Listing of Input Data & Listing
of the computed values.
3.1 INPUT DA TA:
Input to the simulator is specified using three input data files:
a. vehicle-data; b. electric-elements-data; and c. environment­
data.
A. Vehicle Data Input File
The frrst input file includes: al - vehicle information such as:
drag-coefficient, frontal area, drive efficiency, and gear ratios
of the gear box; a2 - the tire specification: width, aspect ratio,
and rim-diameter; a3 - other vehicle parameters such as:
rolling resistance, break and steering, weight removed and
weight added when converted into an electric vehicle.
B. Electric Elements Input Data File
The second input file contains: bI - Electric motor's specs
such as: its max volts, max weight, hp, and motor constants -
a, b, c,d,k, and n; b2 - Battery pack specs such as: individual
battery - voltage, weight, Puekert number, Peukert amps, dc­
resistance, number of batteries connected in series and
number of such strings connected in parallel; b3 - Motor
controller specs: minimax voltages, max current, its weight,
and overall efficiency; b4 - the charger specs: minimax
voltages,max current,and its weight.
C. Environment Input Data File
The third input file contains environment in which vehicle is
going to be driven such as: c1 - percentage of incline; c2 -
wind-speed and relative-wind-factor; and c3 - the tire­
inflation-factor.
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3.2 OU TPUT SIMULA TI ON TRACE
The output simulation trace is generated using "feed-
backward" simulation executive. The computed output
parameters can be divided into the following categories:
Part-A: Computing Overall Vehicle Net Weight
Part-B: Computing Static Drag Forces
Part-C: Computing Tire-Torque Multiplication Factor
Part-D: Computing Dynamic Drag-forces,Torques,Powers
Part-E: Computing Gear Results
Part-F: Computing Top-Speeds in Different Gears Top-Speed
Algorithm
For the formulas used in this simulation refer to [8].
Part-A: Computing Overall Vehicle Net Weight
In this section, overall vehicle weight is determined from
the known ev-element-weights. This includes the weight of:
vehicle, battery-pack, motor, controller, and charger. It also
accounts for overall weight removed and any miscellaneous
weight added. Overall net weight of the vehicle is given by
(1)
where Wcw is the original vehicle curb weight; Wa and Wr are
the weights added and removed while converting the vehicle
into electric. The weights added is given by
(2)
where Wbp is the battery pack weight,Wm is the motor weight,
We is the controller weight, Weh is the charger weight, and
Wms is any miscellaneous weight added to the vehicle. The
battery pack weight Wbp depends on n-number of batteries
connected in series and m-number of such battery-strings
connected in parallel. The battery pack weight is given by
(3)
where Wb is the weight of an individual battery. The weights
removed Wr is given by
where Weng is the weight of the ice, Wfs is the weight of the
fuel system, Wex-ec is the combined weight of the exhaust and
emission control systems, W sl is the weight of the starter
system, and WeI-hI is the combined weight of the cooling and
heating systems. All weights used in this simulator are in lbs.
Part-B: Computing Static Drag Forces ?????
Here the simulator estimates the static drag-forces
encountered by the EV which are independent of the vehicle
speed. This includes weight-drag-force, incline-drag-force,
hill-climb-drag-force. The weight-drag-force is due to the
overall net weight of the vehicle and incline-drag-force is due
to road's percentage of incline. The static drag force due to
vehicle weight is given by
 2009 International Conference on Engineering Education (lCEED 2009),December 7-8,2009,Kuala Lumpur,Malaysia
where Cr is the coefficient of rolling resistance, Cb is the
coefficient of breaking and steering resistance of the vehicle,
and h is the percentage of incline or hill climbing in the drive­
cycle. The static drag force due to hill is given by
Part-C: Computing Tire-Torque Constant Cite
The tire torque multiplication factor Tt1mf is used to
compute torque at the tire from the drag-force as:
T = Cttc * F (7)
where T is the torque at the tire in ft-Ibs, Ctte is in ft, and F is
the overall static-drag-force in lbs. Cttc is a constant for a
given vehicle and is computed from the vehicle's tire
specifications as shown in Appendix A and B. It's value is
given by:
(8)
where Rl is the vehicle tire's revolutions per mile. It is
computed from the tire-size specifications as shown in
Appendix B. To some extent it varies with tire-inflation­
coefficient Clif•
Part-D: Dynamic Drag-forces, Torques, powers
Dynamic-drag Forces:
In this section, dynamic drag-forces are computed for
varying vehicle speeds. Dynamic drag forces involved are
area-drag-forces and wind-drag-forces. The area-drag-force is
a function of vehicle drag-coefficient, vehicle frontal area,
and the vehicle speed and is given by:
(9)
where Cd is the drag coefficient, A is the frontal area of the
car in sq-ft, Vi is the vehicle speed in mph. The drag
coefficient of the vehicle depends on the aero-dynamic-shape
of the vehicle. Its value may varye from 0.25 for a best shaped
sedan to 0.45 for a worst dynamic vehicle such as a truck.
The wind-dynamic-drag-force is function of wind-speed
and vehicle speed ratio. It is computed as the product of the
area-drag force and a wind-factor. The wind factor in turn is
proportional to the wind-speed and inversely proportional to
the vehicle speed in a very complex way. It's effect will be
highest at lower vehicle speeds and becomes minimal at
higher vehicle speeds. The dynamic-wind-drag-force is given
by:
(10)
Where Cwfi is the wind-factor at wind-speed Wi and vehicle
speed Vi. The relative wind factor Cwfi is given by
133
Cwfj = {09. 8 (�:)2 + 06. 3 (�:)}Crw 0.40 (�:) -
(11)
where Wi is the average wind speed in mph, Vi is the vehicle
speed in mph, Crw is the relative wind factor. The relative
wind factor depends on the atmospheric humidity,
temperature, and how vehicles are driven such as driving with
open windows. Its value varies between 1.2 to 1.6 depending
on the vehicle type and how it is driven. As it can be seen
from (11), the effect wind-speed decreases at higher vehicle
speeds. The total sum of all the drag forces Fti at vehicle
speed Vi and wind speed Wi is given by:
Ftotl = Fw + Fh + Fal + FWI (12)
where Fw is the drag force due to vehicle weight, Fh is the
drag force due to hill-climbing, Fa; is the dynamic area drag
force,and FWi is the dynamic wind drag force.
Dynamic torques:
Knowing the cumulative drag forces Ftoti at varying
vehicle speeds, the corresponding rotational torques, at the
tire, are then computed using the vehicle's torque
multiplication factor as
Ttirel = Tttmf * Ftotl (13)
where Tttmf is the tire torque multiplication factor given by
(8), Ftot is the total static and dynamic drag forces on the
vehicle given by (12).
Dynamic power:
The power requirements are then estimated from the
known torques. The factors involved in computing the power
are: the tire torque,the vehicle speed, tire's rotations per mile,
and overall drive-train-efficiency.
(Ttirel * VI * R1)
Ptirel = (1 )
4
(5252 * 60)
where Ptirei is the power at the tire in hp, Ttirei is torque at
the tire in ft-Ibs, Vi is the vehicle speed in mph, and
revPerMile is the tires's revolutions per mile.
Part-E: Computing Gear Results
In this section, the dynamic performance requirements of
the motor and the battery are computed; which are then used
in predicting the overall vehicle performance in different
gears.
To supply the required torque and power at the tire, the
motor requirements are computed including: torque, rpm,
amps, volts, and power; the requirements at the battery-pack
are then computed including: power, amps, volts; and fmally,
the overall vehicle performance in terms of its expected
mileage and the attainable top-speeds in each gear are
estimated. The top-speed algorithm is listed in part F.
Computation ofMotor Requirements:
The required motor torque Tmotorj,in ft-Ibs,is given by:
 2009 International Conference on Engineering Education (lCEED 2009), December 7-8, 2009, Kuala Lumpur,Malaysia
Vbpi = Vbpmax - (Ibpi * R bp) (22)
(15)
where Vbpmax battery-pack voltage, in volts; Rbp is the battery­
pack resistance, in ohms. �p in turn is computed as,
where Ttirei is the tire-torque at i-mph, Gi is the gear-ratio, (� * n)/m; where � is the individual battery resistance, n the
and TJd is the overall drive-train efficiency. number of batteries connected in-series, and m the number of
The required motor rpm R.m, in rpm,is given by: such series connected battery strings connected in parallel.
(Ui * Gk * R l)
R mi
= (16) Computing vehicle parameters:
60 The vehicle range in miles, at different vehicle speeds, Rvrl,
where Ui is the vehicle speed in mph, Gk is the gear-ratio, Rl
in miles,is given by:
is the tire's revolutions per mile.
The required motor amps Imh in amps,is given by:
(23)
1
Tmi ) N
(-
I·
ml -
_

(17)
K where IbPk is the individual battery Peukert amps, in amps;
Ibpk is the battery-pack current, in amps, at vehicle speed i­
where Tmi is the required motor torque at vehicle speed of i­ mph; n is the individual battery's Peukert-exponent.
mph,K and N are motor constants.
The required motor volts Vmotorh in volts,is given by: Part-F: Computing Top-Speeds - in Different Gears
The Top-speed Algorithm

Vmi =
{-}(R mi
A
* D)
+C
= (18)
The top-speeds, in each gear, that the vehicle can attain is
limited by: a. the capabilities of the battery-pack - if it can
provide sufficient voltage and current required for the motor;
TmlB and if the motor in itself can rotate at the rpm required at the
top-speed. The procedure used to compute the top-speed in
where Tmi is the required motor torque,in ft-Ibs,and Rmi is the the form a psedo-code listed in Part-F of the output simulation
motor rpm at vehicle speed of i-mph; and fmally A, B, C, D trace. It is top-speed algorithm. To determine the top-speed
are motor constants. and corresponding limiting factor in each gear: First find the
The required motor power Pmi,in kw,is given by: required motor voltages, amps, and the RPMs for the entire
speed-range at an interval of one mile. The top-speed is the
(19) minimal speed at which one of the following three limiting
factors is reached: battery-pack max voltage, battery-pack
where lmi is the motor current at vehicle speed of i-mph,Vmi is max current,or the max of motor RPM.
the corresponding motor volts.
IV. THE LAMAR-EVSiml SOFTWARE
Computation ofBattery-Pack Requirements:
The required battery-pack Pbph in kw, is given by: The software is implemented in Visual C++ under MS
Visual Studio .NET 2005. The executable is stand-alone. It
Pml has three input files and generates one output file. Appendix
-
Pb PI - (20)
(l1c >l1m) C shows a small section of the output simulation trace. The
software is available for interested readers.
where Pmi is the motor power at vehicle speed of i-mph. The
V. CONCLUSIONS
TJm is the overall efficiency of the motor in converting
electrical energy into mechanical energy; and fmally,TJc is the This software was to teach a graduate course on
overall controller efficiency in converting the DC battery pack "Modeling and simulation of Electric Vehicles" and found to
voltage into Pulse Width Modulated PWM-signal to the DC­ very valuable. It is essential that the EE-programs recognize
motor in case of a DC-drive; and into 3-phase Variable this huge paradigm shift in the auto design and alter their
Frequency Drive VFD-signal to the AC-motor in case of an curriculum to include the study, design, and simulation of
AC-Drive. electric vehicles & hybrid-electric vehicles. Current version of
The required battery-pack Ibph in amps,is given by: the EV-simulation software that we have developed, Lamar­
EVsiml, is text-based; the next version, which is currently in
Pbpl
progress,is a GUI-based.
Ibpi -
- (21)
(Vbpl > m)
ACKNOWLEDGMENTS

where Pbph Pbpi are the battery pack power and voltage at This work in part funded through the project: Lamar-EVl,
vehicle speed of i-mph; m is the number of series-connected Green Foundation,Port Arthur,Texas,2006-2007.
battery strings configured in parallel.
The battery-pack voltage Vbph in volts,is then given by:

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 2009 International Conference on Engineering Education (lCEED 2009),December 7-8,2009,Kuala Lumpur,Malaysia
REFERENCES
[ I] CarSim (2009), carsim.com.

[2] CarTest software (2009), cartestsoftware.com

[3] Center for Automotive Research (2009). Modeling, Simulation &

Control of HEV, Ohio State University, Columbus, Ohio 43212;
http://elearn.eng.ohio-state.edu.

[4] NREL, PSAT 6.llMatlabI4: Power_train Systems Analysis Toolkit,

2009, transportation.anl.govl modeling_simulationlPSAT/index.html.

[5] Department of Energy DOE (2004). ADVISOR Simulation Tool for

Vehicle Evaluation and Testing,
http://wwwl.eere.energy.gov/vehiclesandfuels/pdfs/ success/
advisor_simulation_tool.pdf

[6] Uve Rick, Uve's Electric Vehicle Calculator, 1997-2004,

http://www.geocities.comlCapeCanaverai/ lab/ 8679/ evcalc.html.

[7] Jerry Halstead, EV-Calculator, 2005-2009,

http://www.evconvert.comltools/evcalc/

[8] Seth Leitman and Bob Grant, Build Your own Electric Vehicle, 2nd ed.,
McGraw-Hill: New York, NY.

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 2009 International Conference on Engineering Education (lCEED 2009),December 7-8,2009,Kuala Lumpur,Malaysia
APPENDIX A:
Computing Tire Torque Multiplication Constant: Cttc .
tireswH =
.
tireWi dth *
(tireAR)
-- * (--
1
) (Bl)
Cttc is needed to compute torques from the drag forces. It is 100 10'2.54
expressed as function of revPerMile, number of revolutions a where tireSWH is the side wall height in inches, tirewidth is the
vehicle's tire rotates per mile,as follows: width of tire in mm,tireAR is the tire aspect ratio expressed as:
Power Torque * Speed Force * Velocity (AI) (tire )
tire
SWH
tireAR 100
= =
= * (B2)
width
where the "Power" is in ft-Ibs/sec, the "Torque" in ft-Ibs, the
"Speed" in radians per second, drag-force "Force" is in lbs, Computing revPerMile RI:
and fmally the "Velocity" is in ftlsec. Wheel diameter is given by

Torque = (Velocity/ Speed) * Force = Cttc * Force (A2) wheeleDi a = tireRlmDi a + (2 * tireSWH) (B3)

For a given vehicle Cttc is a constant; and how it is computed Distance traveled,in inches,by the wheel in one revolution is:
is shown in the following section. The equation (a2) with disPerRev = p i * wheeleDi a (B4)
units is given by:
revPerMile, number of revolutions this wheel rotates in one
P(ft-Ib/sec) = T(ft-Ibs)*S(radians/sec) = F(lbs)*V(ftlsec) or mile,with tire inflation coefficient Ctif is given by:
T(ft-Ibs)={V(ftlsec)/S(radians/sec)} *F(lbs)=Cttc * F(lbs) (A3) revPerMile = {(1760 * 3 * 12/ disPerRev)}/ etif (B5)
From (a3), where Ctif is the tire inflation coefficient typically varying
from 0.8 to 1.0 corresponding to 80% to 100% tire inflation.
Cttc = {V(ftlsec)/S(radians/sec)} (A4)

jt/sec = {(60*60)/(1760*3)} mileslhr (A5)

Since,1 revolution = 2 7t radians; 1 radian = (1I27t) revolution; APPENDIXC:

Lamar-EVSim1: Output Simulation Trace
radians/sec = (1I27t) revs/sec = (60*60/27t) revslhour (A6)
LAMAR-EVSim1: OUTPUT SIMULATION TRACE
G. N. Reddy
Substituting (a5) and (a6) into (a4) gives: Drayer Department of Electrical Engineering
Cttc = V(ftlsec)/S(radians/sec) = {(60*60)/(1760*3) Lamar University, Beaumont, TX 77710
mileslhour} 1 {(60*60/27t) revlhour} = 27t/(1760*3) miles/rev Update 2.0, 03/24/2009
= (5280/27t)1 revPerMile = 840.761 R1.
A: READING INPUT DATA
Reading data from: in1_vehic1e.txt
Cttc = 840.761 Rl (A7)
Vehicle Information:
Reading input data 1: End
Reading data from: in2 e1ectricE1ements.txt
Electric Elements:

APPENDIXB: Reading input data 2: End

Reading data from: in3_environmental.txt
Computing Tire's Revolutions Per Mile (RI) & Tire Size
Environmental Data:
Specification Reading input data 3: End

In (A7), if Rl is known then Cttc can be computed. This INPUT DATA 1: in1 vehicle.txt
section describes how to compute this parameter revPerMile a1. Vehicle Information:
Cd, Drag coefficient 0.30
of a tire for a given vehicle's tire specification.
A, Frontal area, sq-ft 18.00
Wvcw, Vehicle curb weight, lbs = 2500.00
Tire size specification: Nd, Overall drive efficiency = 0.91
The tire size in North America is specified by three gl, Gear ratio 1 12.01
parameters: 1. Tire-width in mm; 2. tire-side-wall-height g2, Gear ratio 2 7.82

specified as a percentage of the tire-width; and 3. tire-rim­

INPUT DATA 3: in3 environmental.txt
diameter in inches. For example, 190-60-14R tire has a tire
c1. Environmental Conditions:
width of 190 mm; the tire-side-wall-height is 60% of the tire­ h, Percentage of hill-climb = 5.00
width (190 * 0.6 = 114 mm = 4.49 inches); and finally, the windSpeed, mph 15.00
tire-rim diameter is 14 inches. The total wheel diameter will Crw, Relative wind factor 1.60

then be 14 + (2 * 4.49) = 22.98 inches. The construction of Ctif, Tire inflation factor 0.9639
rimDia, inches 14.00
the fabric tire is Radial type.
Here, first the side wall height of the tire is determined using
the tire's aspect ratio as:

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 2009 International Conference on Engineering Education (lCEED 2009),December 7-8,2009,Kuala Lumpur,Malaysia

PART D: DYNAMIC DRAG FORCES, TORQUES, POWERS FOR VARYING SPEEDS AT THE TIRE:
VehSpeed mph 10 20 30 40 50 60 70 80 90
a. Fwt 1bs 172 172 172 172 172 172 172 172 172
b. Fh 1bs 191 191 191 191 191 191 191 191 191
c. Fa 1bs 1.4 5.5 12.4 22.1 34.5 49.7 67.7 88.4 111.9
windFactor 4.4 1.3 0.7 0.4 0.3 0.2 0.2 0.2 0.1
d. Fw lbs 6.0 7.2 8.4 9.5 10.7 11.8 13.0 14.2 15.3
e. Ft lbs 370 375 383 394 408 424 443 465 490
f. tireTorque ft-lbs 345 350 357 367 380 395 413 433 456
g. tirePower hp 9.9 20.0 30.7 42.0 54.4 67.8 82.7 99.2 117.5

DYNAMIC EQUATIONS:
Fa[i]=Cd*A*pow(vehSpeed[i], 2)/391;
wind Factor[i]=(0.98*r1sq+0.6*r1)*Crw-0.40*r1;where,

Ft[i] = Fwt + Fh + Fa[i] + Fw[i];

tireTorque[i] = Tttmf * Ft[i];
tirePower[i] = (tireTorque[i] * vehSpeed[i] * revPerMile) / (5252 * 60);

E: GEAR RESULTS: MOTOR, BATTERY_PACK, VEHICLE: PERFORMANCE IN DIFFERENT GEARS:

Motor: torque-rpm-amps-volts-power
Battery_Pack: power-amps-volts
Vehicle: mileage, top speed

GEAR 1 RESULTS:
VehSpeed mph 10 20 30 40 50 60 70 80 90
a. tireTorque ft-lbs 345 350 357 367 380 395 413 433 456
b. reqMotorTorque ft-lbs 32 32 33 34 35 36 38 40 42
c. reqMotorRpm rpm 1805 3610 5416 7221 9026 10831 12636 14441 16247
d. reqMotorAmps amps 249 251 255 260 266 273 282 291 302
e. reqMotorVolts volts 40 81 123 166 210 255 303 352 404
f. reqMotorPower kw 10 20 31 43 56 70 85 103 122
g. batteryPackPower kw 11 23 35 48 62 77 94 114 135
h. batteryPackAmps amps 93 189 289 397 515 644 787 947 1126
i. batteryPackVolts volts 113 105 97 88 79 68 57 44 30
j. vehRange miles 12 9 8 7 6 6 5 5 4
TOP SPEED: 29 mph;
Limitation: Battery voltage; reqMototVolts @ this speed 119

DYNAMIC EQUATIONS:
reqMotorTorque[i] = tireTorque[i] / (geaCratio[n] * Nd);
reqMotorRpm[i] = (vehSpeed[i] * geaCratio[n] * revPerMile) / 60;

batteryPackAmps[i]=(batteryPackPower[i]/batteryPackVolts)/numOfStrings;
vehRange[i] = vehSpeed[i] * puekertAmps / r4; where
r4 = pow(batteryPackAmps[i], puekertExp);

GEAR 5 RESULTS:
VehSpeed mph 10 20 30 40 50 60 70 80 90
a. tireTorque ft-lbs 345 350 357 367 380 395 413 433 456

j. vehRange miles 9 7 6 5 5 4 4 3 3
TOP SPEED: 60 mph;
Limitation: Battery voltage; reqMototVolts @ this speed 119

F: COMPUTING TOP SPEEDS, IN DIFFERENT GEARS

TOP-SPEED ALGORITHM:
for (i = 1; i <= 90; i++) {
if (reqMotorVolts[i] > batteryMaxVolts)
topSpeed = i-1, vLimit = reqMotorVolts[i-1], vflag 1;
if (reqMotorAmps[i] > batteryMaxAmps)
topSpeed = i-1, aLimit = reqMotorAmps[i-1], aflag 1;
if (reqMotorRpm[i] > motorMaxRpm)
topSpeed = i-1, rpmsLimit = reqMotorRpm[i-1], rpmflag = 1; }
Note: reqMotorVolts[i], reqMotorAmps[i], and reqMotorRpm[i]
are already computed for all i (i = 1..90)

END OF OUTPUT SIMULATION TRACE: LAMAR-EVSim1

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