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Modeling of an Electric Vehicle with MATLAB/Simulink

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DOI: 10.30939/ijastech..475477

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 INTERNATIONAL JOURNAL OF AUTOMOTIVE
SCIENCE AND TECHNOLOGY
2018, VOL. 2, NO:4, 9-15
www.dergipark.gov.tr/ijastech

Modeling of an Electric Vehicle with MATLAB/Simulink

Ahmet Onur Kiyakli1*, Hamit Solmaz1

1 Automotive Engineering Department, Faculty of Technology, Gazi University, Ankara, 06500, Turkey

Abstract * Corresponding author

Conventional vehicles utilize petroleum derived fuels to provide good perfor- Ahmet Onur Kiyakli
mance and long range. But there are some disadvantages such as low fuel economy [email protected]
and exhaust gas emissions causing environmental pollution. In this respect, interest Address: Automotive Engineering
in electric vehicles is increasing. In this study, the dynamic model of an electric ve- Department, Faculty of Technology,
hicle was created with MATLAB/Simulink. The energy consumption values of the Gazi University, Ankara, Turkey
electric vehicle were determined. The effect of parameters on vehicle performance Tel: +905432936822
and energy consumption has been examined. As a result of tests, the vehicle con-
sumes 15.82 kWh of energy per 100 kilometers and the vehicle has a 177 kilometers
range, according to NEDC. NEDC is the new European Driving Cycle. It was put
into effect in 1997. But today, its reliability is being discussed. Therefore, the WLTP
(Worldwide Harmonized Light Vehicle Test Procedure) cycle was also used in the Research Article
models tests. In the WLTP cycle, the vehicle consumes 17.93 kWh of energy per 100
kilometers and the vehicle has a 157 kilometers range. With regenerative braking, an Manuscript Received 27.10.2018
Revised 01.12.2018
energy saving of 8% was achieved in 100 kilometers. Accepted 31.12.2018
Doi: 10.30939/ijastech..475477
Keywords: Driving Cycles; Electric vehicle; MATLAB/Simulink; Modeling; NEDC; WLTP

----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

1. Introduction Table 1. The Effect of Different Gearboxes and Energy Con-

sumption
The first electric vehicle was produced by Thomas Parker
in 1884, 25 years after the invention of lead-acid batteries. Energy Consumption (kWh)
After that date, many electric vehicle models appeared. How- Gearbox Type NEDC FTP75
ever, the development of internal combustion engine tech- Fixed Gear 1.58 2.81
nology and the reduction in mass production costs have left Manual 1.62 3.31
electric vehicles behind. CVT 1.59 3.14
The energy crisis that lived between 1970 and 1980
brought electric vehicles back to the forefront. But they could
A. Kerem, as electric vehicle technology in the world de-
not reach the high speeds and long ranges of conventional
velops, interest in electric vehicles will increase. This shows
vehicles. For this reason, sufficient technological develop-
that environmental pollution will decrease and dependence
ment could not be achieved.
on petrol will decrease [2].
Until today, many companies have produced electric ve-
O. Vatan, modeling of an electric vehicle with
hicles. However, the range of these vehicles is short and they
MATLAB/Simulink. The model has a 30 kWh battery. This
cannot reach high speeds. With the development of electric
vehicle in the city consumes 0.58 kWh/100km and 0.44
motor and battery technology, longer distance vehicles have
kWh/100km outside the city. The vehicle has a max range of
begun to be produced. The time it takes to charge the battery
52-70 kilometers [3].
is very high, despite the extended range of ranges. For this
E. Schaltz, designed and modeled an electric vehicle. This
reason, electric vehicles are still not at the desired level.
vehicle consumes 148.3 Wh/km of energy. Also explains
T. HOFMAN and C.H.DAI, the effect of different gear-
that a large part of the energy loss is caused by the auxiliary
boxes on energy consumption has been investigated. The
loads, the lighting system, the security systems, the comfort
powertrain system has been investigated using fixed gear
systems and the battery [4].
system, manual gearbox and CVT gearbox [1].

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Kiyakli and Solmaz/International Journal of Automotive Science and Technology 2 (4): 9-15, 2018

X. D. Xue, tried to determine the appropriate electric mo-

tor for electric vehicles. Electric motors were compared ac- 2.2.1 Aerodynamic Resistance
cording to efficiency, cost, safety and weight criteria. The
A force acts on objects moving in a fluid opposite to their
study concludes that the permanent magnet synchronous mo-
motions.
tor is the best motor type [5].
E. Baser, an electric vehicle model with two motors, an
asynchronous motor and a permanent magnet synchronous
motor. As a result of the work the asynchronous motor at low
speeds and the synchronous motor at constant speed with
high speed are more efficient [6].

2. Material and Method

2.1 Electric Motor Fig. 3. Aerodynamic Resistance
In electric vehicles, up to now, 4 different electric motors
have been used. These electric motors; This resistance force is called aerodynamic drag re-
 Direct current motor, sistance. The aerodynamic drag resistance is calculated as
 Asynchronous motor, follows;
 Permanent magnet synchronous motor, Fa  0.5Cd Af (V  V0 ) 2 (1)
 Switched reluctance motor. The aerodynamic resistance coefficient is determined ex-
perimentally according to vehicle shape;
As a result of the evaluation, permanent magnet syn-
chronous motor is considered to be suitable for the model. Table 2. Vehicle Type and CD [7]
For this reason, technical specifications of the MOTIVE Vehicle Type CD
MV255 electric motor of TM4 have been used in our Cabriole 0.5 – 0.7
model. Car 0.3 – 0.4
Bus 0.6 – 0.7
Truck 0.8 – 1.5
Optimal Design 0.2 – 0.3

2.2.2 Tire Rolling Resistance

Due to the elastic structure of the wheel, in front of the
wheel contact center, a resistance force against the rota-
tional movement of the tire occurs. The tire rolling re-
sistance is calculated with this equality;
Fr  mgCr cos  (2)
Fig. 1. Electric Motor Torque Curve [7]
Tire rolling resistance coefficient (Cr) varies according
2.2 Vehicle Resistance Forces to the road surface.

During driving, resistance forces act on the vehicles. Table 3. Road Surface and CD [8]
These resistance forces; Road Surface CR
 Aerodynamic Resistance, Concrete or Asphalt 0.013
 Tire Rolling Resistance, Small Gravel Ground 0.02
 Gradient Resistance, Macadamized Road 0.025
 Inertia Resistance. Soil Road 0.1-0.35

2.2.3 Gradient Resistance

The resistance of the vehicle moving on a sloping road.
The gradient resistance appears due to the component of
gravity. α expresses the gradient of the path in degrees.
Fst  mg sin  (3)
Fig. 2. Vehicle Resistance Forces

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2.2.4 Inertia Resistance

Newton's II. According to the law of motion, during the
acceleration and deceleration of an object, an inertial force
is generated in the opposite direction to this motion. This
force encountered during positive and negative accelera-
tion of the vehicle is called inertia resistance. This re-
sistance is calculated by this formula;
Fi  ma
(4)
Total resistance force;
FLoad  Fi  Fa  Fr  Fst
(5)
2.3 Powertrain System Transfer Function
The powertrain system transmits the motion obtained by the
electric motor to the wheels.

Fig. 4.
Vehi-
cle Powertrain System
Fig. 5. WLTP Cycle
Fig. 6. NEDC Cycle
The transfer function of powertrain system was removed.
Relation of angular acceleration, torque and moment of in- 2.5 Regenerative Braking
ertia of a shaft;
When the moving vehicle slows down or goes downhill,
𝑑ꞷ 𝑀𝑛𝑒𝑡 the kinetic energy of the vehicle can be recovered by brak-
= (6)
𝑑𝑡 𝐽𝑡𝑜𝑡𝑎𝑙 ing the electric motor in the generator mode. During brak-
Utilizing this equation, the angular velocity of the elec- ing, the recovery of the energy due to the opposing elec-
tric motor is calculated. tromotive force is ensured. In this way, higher system ef-
ficiency and battery charge increase the range.
𝑀
(𝑀𝑚𝑜𝑡𝑜𝑟 .𝜂𝑚𝑜𝑡𝑜𝑟 )−( 𝑟𝑒𝑠 .𝜂𝑑𝑖𝑓𝑓 ) 3. Vehicle Modeling
𝑖𝑑𝑖𝑓𝑓
ꞷ𝑚𝑜𝑡𝑜𝑟 = ∫ ( 4 .𝐽𝑤ℎ𝑒𝑒𝑙 + 2 .𝐽𝑎𝑥𝑙𝑒 )
dt (7)
3.1 Electric Motor Model
(𝑖2
𝑑𝑖𝑓𝑓 .𝜂𝑑𝑖𝑓𝑓 )
After calculating the revolution of the electric motor, the out-
Net torque is obtained by subtracting the resistance put torque is obtained from the diagram. Torque and speed
torque value from the motor torque. information are input to the efficiency diagram. From this di-
2.4 Driving Cycle agram, the instant efficiency of the motor is obtained.

Driving cycles are speed-time graphs used to calculate vehi-

cle exhaust emissions and fuel consumption. For comparison
purposes, 2 driving cycles are used. In our model, NEDC (New
European Driving Cycle) and WLTP (Worldwide Harmonized
Light Vehicles Test Procedure) cycles are used.
Table 4. NEDC and WLTP Cycles Features [9]
Features NEDC WLTP
Time (s) 1180 1800
Average Speed (km/h) 34 46.6
Maximum Speed (km/h) 120 131
Total Distance (km) 11 23.5
No-Load Rate (%) 25 13 Fig. 7. Electric Motor Model with Simulink

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Kiyakli and Solmaz/International Journal of Automotive Science and Technology 2 (4): 9-15, 2018

3.2 Vehicle Dynamic Model

The powertrain system transfer function obtained in the previous section was created in the MATLAB/Simulink program
in this section. Calculation of the angular velocity of the electric motor is provided. At this point the momentary torque and
efficiency of the electric motor is determined. The angular velocity of the motor is divided by the differential ratio. Then the
vehicle speed is obtained by multiplying by the radius of the wheel. By taking the integral of the vehicle speed, the distance
traveled by the vehicle is calculated. The derivation of the vehicle speed gives the acceleration of the vehicle.

Fig. 8. Vehicle Dynamic Model with Simulink

3.3 Vehicle Resistance Forces Model

Resistance force is multiplied by the radius of the wheel to obtain resistance torque. The resulting resistance torque is
sent to the vehicle dynamic model. When the vehicle is stationary, it is necessary to reset the negative forces from the
formula. For this reason, by adding the "Compare to Zero" block, no resistance forces are generated when the vehicle is
stationary.

Fig. 9. Resistance Forces Simulink Model

3.4 PID Controller (2DOF)

The PID controller equals the vehicle speed to the cycle speed. The PID controller outputs between -1
and 1. Positions -1 to 0 indicate braking, 0 to 1 controls the gas pedal.

Fig. 10. PID Controller

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Kiyakli and Solmaz/International Journal of Automotive Science and Technology 2 (4): 9-15, 2018

3.4 State of Charge Model

In the vehicle model, it is designed to calculate the amount of energy consumed following the driving cycle. The amount
of energy consumed determines the charge state of the battery and the energy consumption values at 100 km.
The electric motor is braked with 30% gain when running in regenerative mode.

Fig. 11. State of Charge Model

4. Conclusions NEDC and WLTP calculations can be seen in the table.

According to the simulation results including NEDC and These values allow comparison of the modeled vehicle
WLTP cycles, it was understood that vehicle speed and cy- with other vehicles.
cle speed were the same. At this point, it is concluded that
the energy consumption data obtained from the model is Table 5. NEDC and WLTP Cycles Results
also correct. Unit NEDC WLTP
Time s 1180 1800
Simulation graphs of NEDC and WLTP cycles were Distance km 11 23.5
created. Range km 177.7 157.7
State of Charge % 93.8 85.21
Energy kWh
15.87 17.93
Consumption 100km
Regenerative kWh
1.42 1.45
Braking Gain 100km

In electric and hybrid vehicles, the battery is recharged

by utilizing the current kinetic energy of the vehicle when
the driver pulls the foot from the gas pedal.
According to different driving cycles, the regenerative
braking result is the energy gain provided on the table.
The first 800 seconds of the NEDC cycle was named
ECE-R15. It was devised to represent city driving condi-
tions, e.g. in Paris or Rome. It is characterized by low ve-
hicle speed, low engine load, and low exhaust gas temper-
ature. The EUDC (Extra Urban Driving Cycle) cycle is be-
Fig. 12. NEDC&WLTP Cycles with Vehicle Speed tween 800 and 1180 seconds. It represents highway driv-
ing.
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Kiyakli and Solmaz/International Journal of Automotive Science and Technology 2 (4): 9-15, 2018

Reflecting real driving conditions, the WLTP cycle is

Table 6. Regenerative Braking achieved with a consumption of 15.49 kWh per 100 kilo-
Energy meters and a fully charged battery with a range of 157.7
Driving Gain
Consumption km.
Cycle Rate
(kWh/100 km) Regenerative braking saved 11.73% in the ECE-R15 cy-
With RB 15.35 cle, 5.87% in the EUDC cycle, 8.06% in the NEDC cycle
ECE-R15 %12.03
Without RB 17.45 and 7.47% in the WLTP cycle.
With RB 16.17 The modeled vehicle speed of 80-120 km/h, defined as
EUDC %5.93
Without RB 17.19 flexibility in the vehicles, completes at 6.95 seconds. This
With RB 15.87 shows that the driver can provide the necessary accelera-
NEDC %8.21
Without RB 17.29 tion in sudden power demands and sudden acceleration de-
With RB 17.93 mands.
WLTP %7.47
Without RB 19.38 One of the most important factors affecting the range in
electric vehicles is the battery capacity. The increase in
The effect of vehicle mass on energy consumption is battery capacity will be the solution to the limited range of
given in the table. electric vehicles. However, at this stage, the increase in ve-
hicle mass brought by the high battery capacity reduces the
Table 7. Vehicle Mass and Energy Consumption efficiency of the vehicle.
Energy Consumption Which is largely dependent on foreign sources of pe-
(kWh/100 km) troleum in Turkey, the widespread use of electric vehicles
Vehicle Mass
(kg) will greatly reduce the dependence on external. In addi-
NEDC WLTP tion, the provision of electricity from renewable sources
will also prevent environmental concerns.
1000 13.66 15.66
1200 15.04 17.07
Nomenclature
1320 15.87 17.93
1450 16.77 18.85 CVT :Continuously Variable Transmission
1600 17.82 19.94 kWh :kilo Watt hour
M :Moment
m :Mass
Aerodynamic resistance, one of the greatest resistance rw :Wheel Radius
forces that affect the vehicle, is connected by 2 variables. CD :Aerodynamic Resistance Coefficient
These are the speed of the vehicle and the coefficient of CR :Rolling Resistance Coefficient
aerodynamic resistance. Aerodynamic resistance, the ef- g :Gravity
fect on energy consumption is seen in the table. Af :Front Surface Area
𝜂 :Efficiency
Table 8. CD and Energy Consumption J :Mass Moment of Inertia
Energy Consumption NEDC :New European Driving Cycle
CD (kWh/100 km) EUDC :Extra Urban Driving Cycle
NEDC WLTP WLTP :Worldwide Light Vehicles Test Procedure
0.20 14.43 15.78
0.25 15.23 16.97 References
0.29 15.87 17.93
0.33 16.51 18.89 [1] Hofman, T. and Dai, C.H., 2010, September. Energy
efficiency analysis and comparison of transmission tech-
0.40 17.63 20.57
nologies for an electric vehicle. In Vehicle Power and
Propulsion Conference (VPPC), 2010 IEEE (pp. 1-6).
The modeled electric vehicle reaches a speed of 100 km/h IEEE.
in 8.72 seconds. Reaching a maximum speed of 183 km/h. [2] Kerem, A., 2014. Elektrikli Araç Teknolojisinin
The electric vehicle modeled in the MATLAB / Sim- Gelişimi ve Gelecek Beklentileri. Mehmet Akif Ersoy
ulink program was found to have a range of 177.7 km Üniversitesi Fen Bilimleri Enstitüsü Dergisi, 5(1), pp.1-
with fully charged battery, consuming 13.8 kWh of energy 13.
at 100 kilometers when referenced to the NEDC cycle. [3] Vatan, Oral. "Elektrikli Taşıtların Doğrusal Dina-
miğinin Modellenmesi Ve Simülasyonu." PhD diss., Fen
Bilimleri Enstitüsü, 2011.
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[4] Schaltz, Erik. "Electrical vehicle design and model-

ing." In Electric Vehicles-Modelling and Simulations.
InTech, 2011.
[5] Xue, X.D., Cheng, K.W.E. and Cheung, N.C., 2008,
December. Selection of electric motor drives for electric
vehicles. In Power Engineering Conference, 2008.
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[6]- E.Başer, Elektrikli Taşıtlarda Yol Koşullarına Uygun
Motor Seçimi Algoritması Geliştirme, Düzce Üniversitesi
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bilim Dalı, Yüksek Lisans Tezi, Düzce, 2016 .
[7]- Internet, << https://www.tm4.com/products/motive-
high-speed-electric-powertrain/motive-medium-voltage/
>> [Online]
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