2018 4th International Conference for Convergence in Technology (I2CT)

SDMIT Ujire, Mangalore, India. Oct 27-28, 2018

Electric Vehicle Designing, Modelling and

Simulation
Sai Krishna Vempalli1, J. Ramprabhakar2, S. Shankar3, Prabhakar .G4
1,2,3
Department of Electrical and Electronics Engineering, Amrita School of Engineering, Bengaluru,
Amrita Vishwa Vidyapeetham, India.
4
Robert Bosch Engineering, India, Bengaluru.
saikrishna.vempalli@gmail.com, j_ramprabhakar@blr.amrita.edu, s_shankar@blr.amrita.edu, Prabhakar.G@in.bosch.com

Abstract - This project focuses on a step by step design
procedure which is the estimation of the ratings of different
components in an Electric Vehicle powered by vector controlled
Induction Machine. Physical modeling approach has been used
for vehicle modelling to improve the modeling efficiency.
Regenerative braking control is also been employed at the time
of deceleration so that the kinetic energy is not wasted as heat,
but some amount of it can be recovered and used for charging
the battery, which can increase the Electric vehicle range. A
dynamic model of the electric vehicle is modelled and simulated
using Matlab/Simulink and Sim PowerSystem/Sim Driveline
toolbox
Keywords—Field oriented control; Electric vehicle; Bi-
directional converter, Regenerative braking
batteries. Range anxiety is one of the deciding factor in case
of an Electric vehicle whose accuracy depends on accurate
estimation of state of charge (SOC) [1].
II. SYSTEM ARCHITECTURE
From the block diagram it can be seen that the
Battery will supply the power to inverter through a chopper
circuit (which is bi-directional).Here Bi-directional converter
is employed to facilitate the regenerative mode of operation.
Electric motor (which is Induction motor in this project) is
connected to wheels of the vehicle through a Gear box,
transmission shaft and a differential.

I. INTRODUCTION

In present days Air borne pollution became a serious problem

in the metropolitan cities. Even the Indian capital Delhi had
faced the problem of smog which is mainly due to internal
combustion engine vehicles. The ODD and EVEN car
number policy which is, allowing the Even and odd car plate
numbered vehicles to roam in the city on alternate days didn’t
show much impact or didn’t alleviate the air borne pollution
to much extent. Like this many cities in the world are facing
the same problem which made the way for the Electric Fig. 1. Block Diagram of Electric Vehicle System
vehicles in the automotive market. Tesla motors the pioneer
company in the manufacturing of Electric vehicles brought a III. I/O & O/P PARAMETERS FOR AN
revolution in the EV market, uses Induction motor for ELECTRIC VEHICLE SYSTEM
propulsion of their vehicles as they are rugged and cheaper
than Permanent Magnet machines.
Parameters which are present on the left side of the Electric
For an Electric vehicle design the pivotal part is estimating vehicle system [2]-[3] in the Fig 2 are input parameters which
the parameters of various components like battery rating, are used to calculate the output parameters like Tractive force
motor rating, gear ratio etc. Selection of the type of motor required for vehicle traction, Motor Power Rating ,Gear
depends on various factors like cost, efficiency, ruggedness Ratio, Range in Km, Battery Energy Rating, Battery Ampere
reliability, torque capability etc. Depending on the vehicle
hour rating
application like whether it needs high speed or high range the
battery composition should be taken (i.e) some Li-ion
chemistries will have high discharge rates, some Li-ion
chemistries will have fire safety like Lithium titanate

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 B. Aerodynamic Drag -
The opposition force that a vehicle encounters when it
moves in the opposite direction of the wind. But if the
vehicle moves in the direction of wind, then this force
will aide the tractive force.
U
Fd * Cd * Af *V 2 ………………………..(2)
2
C. Grading Resistance -

The resistance encountered by a vehicle moving up a slope is

grading resistance that pulls the vehicle downwards. But this
grading resistance supplements the tractive force when the
vehicle moves down the slope. The grading resistance force
can be expressed as follows.
Fg M * g *sin D ……………………………(3)
D. Equations governing Vehicle modelling [4]-[8]
Fig. 2. I/O & O/P parameters of an Electrical vehicle system Subtracting the resistance forces from tractive force gives
the acceleration force.
Ft = Fr + Fd+ Fg+ Fa …………………… (4)
IV. GENERAL DESCRIPTION OF
VEHICLE MOVEMENT (Total tractive Force required at the wheel)
Acceleration force is the product of mass factor which is
factor used to convert rotational mass of rotor to linear mass,
mass of the vehicle body and change in speed.
Fa=δ*M*(dV/dt) ………… (5)
(Acceleration Force)
The below equation is used to calculate the torque need be
catered by the motor for a desired acceleration.
௡‫כ‬Ftȗr
Tm = …………………… (6)
Gȗηt

Maximum power rating of the motor can be found by using

Fig. 3. Free body diagram of a vehicle
the below equation
Figure 3 shows the free body diagram of a vehicle where Pout-mot=n*Ft*Vmax ……………… (7)
different forces acting on a vehicle are depicted. The tractive
effort, Ft, comes into picture at the contact area between the Input power to the motor can be calculated by considering the
wheels that are being driven and road surface which propels typical value for the efficiency and dividing the output power
the vehicle forward. It is generated by motor shaft and is
with it.
transferred through gear box, transmission and final drive to
Pout-mot
the drive wheels. There exists a resistance which tries to cease Pin-mot= ………………. (8)
ηm
the vehicle movement when it is moving. The various
resistance forces are tire rolling resistance, aerodynamic drag, Energy rating of the battery can be calculated by calculating
and grade resistance. the resistance forces and multiplying it with range required.
A. Rolling Resistance - Energy (Wh) = Force (N) *Distance (Km) .. (9)
In general single gear transmission is used in the electric
The rolling resistance is the resistance encountered by the
vehicle due to tire deformation, tire slippage and air vehicles and it can be calculated by using the below equation
circulation around wheel. The rolling resistance force can be Gൌ
ோ௉ெ‫்כ‬௜௥௘௖௜௥௖௨௠௙௘௥௘௡௖௘
…………… (10)
expressed as ଺଴‫்כ‬௢௣௦௣௘௘ௗ

Fr f r * M * g *cos D ……………………..(1) Depending on the Wh/km required by the vehicle, ah/km can
be calculated by dividing it with Voltage rating of the battery

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 (Wh/km)
= (ah/km) ……………………. (11)
V
TABLE IV. BATTERY SPECIFICATIONS WITH BI-DIRECTIONAL
DC-DC CONVERTER:
E. Vehicle system specifications –
Parameters Values
TABLE I. VEHICLE SYSTEM SPECIFICATIONS
Energy Rating 50kWh
Parameters Values Units Nominal Voltage 144 V
Mass (M) 1000 Kg Amp-hr Capacity 350 Ah
Number of wheels per 2 -
axle (n)
Distance between C.G 1.4 Meters(m)
and Front wheel (La)
Distance between C.G 1.6 Meters(m)
and Rear wheel (Lb)
C.G height (h) 0.5 Meters(m)
Frontal Area (Af) 2 m2
Drag co-efficient (Cd) 0.4 -
Gear Ratio (G) 6 -
Differential Gear Ratio 1.1 -
Radius of wheel (r) 0.32 Meters(m)

F. Induction motor Specifications –

TABLE II. INDUCTION MOTOR SPECIFICATIONS

Parameters Values
Power 100 HP (75 Kw) Fig. 4. Inverter input voltage references
V(line-line) 400 V
Frequency 50 Hz H. Indirect Field Oriented Control -
Poles 4
Synchronous speed(R.P.M) 1500 rpm The Field Orientated Control (FOC) [9] strategy is mainly
Rated Speed (R.P.M) 1484 rpm deals with controlling the quadrature axes and direct axes
Lm(Magnetising 0.0151H,0.015435H stator currents represented by vectors. These projections
Inductance), Lr(Rotor approximates the AC machine control to that of a DC
Inductance) machine control. The flux component generally taken as
Rs(Stator 0.03552 ohm , aligned with d co-ordinate and the torque component,
Resistance),Rr(Rotor 0.02092 ohm generally taken as aligned with q co-ordinate are used as
resistance) reference inputs for a Field orientated controlled machine.
In closed loop operation of AC motors Indirect Field
oriented control strategy is generally employed as it gives
G. Battery parameters and inverter input voltage wide span of speed ranges including speeds above the rated
References - speed using filed weakening method.

The Fig 4. Shows input voltage references for different

types of inverter control. The default value is ξ6/π.

TABLE III. BATTERY SPECIFICATIONS WITHOUT BI-

DIRECTIONAL DC-DC CONVERTER:

Parameters Values
Energy Rating 50kWh
Nominal Voltage 514 V
Amp-hr Capacity 97.2 Ah

Fig. 5. Indirect FOC control block diagram

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I. Equations governing IFOC -
• The stator quadrature-axis current reference iqs* is
calculated from torque reference Te*
ଶ ଶ ௅௥ ்௘‫כ‬
Iqs* = ‫כ כ‬ ‫כ‬ ………. (12)
ଷ ௉ ௅௠ ȁట௥ȁ௘௦௧

• Rotor flux linkage estimated value |ψr|est is given

by
௅௠‫כ‬௜ௗ௦
ȁ߰‫ݎ‬ȁ݁‫= ݐݏ‬ ಽೝ …………… (13)
ଵାቀ ቁ‫כ‬௦
ೃೝ

• Rotor flux reference input |ψr|* is used to calculate

the stator direct-axis current reference ids* Fig. 6. Control block diagram for regenerative braking
ట௥‫כ‬
Ids* = ……….. ……… (14)
௅௠ In regenerative control, change in speed is taken as actuating
• Rotor speed ωm and slip frequency ωsl is used to parameter. Regenerative braking comes into play when the
calculate the rotor flux position θe, required for co- change in speed command becomes negative, which in turn
ordinates transformation. actuates the buck switch of the bi-directional converter. As
θe = ‫׬‬ሺ߱݉ ൅ ߱sl) dt …..… (15) the bi-directional converter enters into buck mode, battery
starts charging during the regenerative braking mode. If the
• Quadrature axis current iqs and the motor state of charge of the battery is greater than 90%, regeneration
parameters are used to calculate the slip frequency. mode can be averted by blocking the pulse to buck switch.
௅௠ ோ௥
ωsl = * ‫ •“݅ כ‬.. .. . . . . . . . . . (16)
ȁట௥ȁ௘௦௧ ௅௥

VI. SIMULATION MODELS AND RESULTS

V. REGENERATIVE BRAKING CONTROL This section provides the complete details of the
In an electric vehicle, regenerative braking is simulation circuit and close loop results for the same. With
employed to utilize the kinetic energy which is being wasted the following simulation models main objective of this
during deceleration, when brakes are applied to the vehicle. project is achieved (i.e) vehicle model is able to follow the
When brakes are applied to the vehicle, the inverter circuit reference speed.
can be made to act as rectifier circuit by switching the bi-
directional converter into buck mode. Because of the kinetic
energy, residual magnetism stored in the rotor of the
induction motor will induce alternating emf in to the stator
windings. This alternating emf is rectified by the rectifier and
fed back to battery when the bi-directional converter is in
buck mode.

A. Bi-directional converter design:

TABLE V. BI-DIRECTIONAL CONVERTER PARAMETERS

Variables Specifications
Vbat 144 V
Vdc-bus 513 V
Inductor Value L=2 mH
Capacitor Value Battery side C=5.697
uF,
Load side C =50 mF
Switching Frequency fs=10kHz

B. Control Circuit for regenerative braking -

Fig. 7. Simulink Model of Electrical Vehicle system

The overall simulation circuit is shown in the Fig.7.

Battery output is connected to DC-DC converter which is
bilateral in operation and the chopper unit output is connected

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to propulsion subsystem which in turn drives the vehicle
body.
A. Id* calculation -
• Lm is constant.

• Assumed flux reference is 0.6 wb.

• If the required speed is less than rated speed then

ట௥௘௙
Id * =
௅௠
Fig. 8. Propulsion Subsystem

• If the required speed is greater than Rated speed D. Vehicle Subsystem -

ట௥௘௙
then Id* = Fig 9. Consists of a vehicle body which is a rear wheel
௅௠‫כ‬ఠ௠
drive, it has two wheels connected to rear differential
through a gear box.

B. Calculation of Iq*, ߰ & θ -

This sections shows the Simulink modelling of quadrature

axes stator current reference rotor flux and rotor flux position

Fig. 9. Vehicle Subsystem

9 In Fig. 5.6 blue colour plot is the reference

speed of an Indian urban drive cycle and the red
colour plot is the actual speed of the vehicle
system which can be seen following the
reference speed

C. Propulsion Subsystem -
Fig 8. Shows an inverter connected to an induction motor
whose torque output or shaft is connected to the gear box.

Fig. 10. Simulation plot of Reference & Actual speed with Indian Urban
Drive cycle

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 9 Acceleration of the vehicle from 0 to 60 Km/h in 10
sec following the reference speed can be observed
Fig. 11. Acceleration of the vehicle from 0 to 60 Km/h in 10 sec
It can be observed that whenever there is a negative slope in
the reference speed command, Regenerative braking mode of
control comes into play by actuating the pulses to the buck
switch of Bi – directional DC-DC converter [10]. Along with
Fig. 12. Simulation plot of Reference & Actual speed with Urban Indian
Drive cycle along with SOC variation during regenerative braking mode
the regenerative mode, speed covered by the vehicle system
in meters can also be observed from the plot which is
calculated by converting the actual speed in mph to m/sec and
then by integrating it.
VII. CONCLUSION
Basic EV system with Field oriented motor control and
regenerative braking control is modelled and simulated in
Simulink environment. Battery charging at the time of
regenerative braking and acceleration time of the vehicle
from 0 – 60 Km/h is observed from the simulation model
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output. Simulation model can be further improved by
deploying the mentioned further improvements.
A. Further Improvements -
• Temperature profile of the batteries in an Electric vehicle
can be analysed depending on different drive profiles.
• Waste heat recovery system can be employed in Battery
driven vehicles which can improve the overall efficiency and
SOH of battery
• Lateral dynamics of the vehicle can be included which can
show the stability behaviour of the vehicle during over
steering and under steering sort of conditions.
• Range prediction can be employed in the simulation model
• Soft switching techniques [11] like ZVS and ZCS can be
employed in the converter control so that there will be a
significant reduction in switching losses.
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