DOI : 10.17577/IJERTV12IS060096
- Open Access
- Authors : Preethi. K, Sukrutha. R, Dr. Chandrashekar Y.L
- Paper ID : IJERTV12IS060096
- Volume & Issue : Volume 12, Issue 06 (June 2023)
- Published (First Online): 05-01-2019
- ISSN (Online) : 2278-0181
- Publisher Name : IJERT
- License:
This work is licensed under a Creative Commons Attribution 4.0 International License
Modelling and Simulation of Electric Vehicle using MATLAB/Simulink
Preethi. K
Department of ECE
Mysuru Royal Institute of Technology Mandya, Karnataka, India
Sukrutha. R
Department of ECE
Mysuru Royal Institute of Technology Mandya, Karnataka, India
Dr. Chandrashekar Y.L
Department of ECE
Mysuru Royal Institute of Technology Mandya, Karnataka, India
Abstract The interest in electric automobiles is growing since they give humanity a sustainable form of transportation while not polluting the environment. Electric vehicle energy consumption costs can be calculated. Similar settings can be used to manage how much power is used by a machine and how it performs. Electric vehicles are capable of reaching high speeds and have a medium range. Long-distance vehicles could one day be produced using cutting-edge electric and battery technologies. Hence, by choosing the motor and battery based on the driving cycle, the performance of a long-distance car may be optimized. At this step, the computer software MATLAB/Simulink is used to build a dynamic model of the tram. The work carried for various models for managing driving cycles and simulating electric vehicles, and arrived at various conclusions on the distinctions between the various driving stages in the simulation as a result of changes to the visuals and rendering. Also presented simulated models for various cycles and obtained simulation results using various drive cycle sources.
Keywords: Electric Vehicles (EV), Motor Torque, Vehicle Speed, State of Charge (SOC), State of energy (SOE), Battery Management System (BMS), Energy efficiency.
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INTRODUCTION
In the last decade, the failure of oil sources and the increase in emigrations have stimulated automotive disquisition around the world to find sustainable and cleaner sources of energy. As the finite resources of reactionary powers continue to be depleted, both the demand and the rate of product are adding swiftly. Electric vehicles( EV) have been seen as a short- term result to meliorate energy economy but also reduce their dangerous emigrations.
In the current script, the demand for energy is high and its consumption is adding. Due to the use of this energy in motorcars, carbon dioxide (CO2) gas is released in large quantities. The impact of carbon dioxide on the terrain is truly different. Reducing CO2 is the biggest challenge and can be achieved with an environmentally friendly vehicle or vehicle called an electric vehicle (EV). A gas bus is not provident these days due to the high cost of energy. EVs are truly provident due to their propulsion process achieved by electric motor. They do not pollute the terrain. Battery and motor costs are moderate, so EVs have an advantage over gasoline vehicles. An electric bus is made up of a motor, battery, controller, motor, and machine. The machine is connected to the wheel differential.
Fig. (1) shows the block illustration of the structure of electric vehicles. Motorcars are vehicles that are partly or fully powered by electricity. Electric motorcars bring lower because they have no moving corridor to maintain and are also truly environmentally friendly because they use little or no archconservative energy (gasoline or diesel). fully electric vehicles, known as battery electric vehicles (BEVs), have an electric motor rather of an internal combustion machine. Electric motorcars charge their batteries with electricity rather of reactionary powers analogous as gasoline or diesel. Electric motorcars are more effective and this, combined with the cost of electricity, means that it's cheaper to fill up an electric bus than to fill up a petrol or diesel for your trip needs.
Compared to liquid powers, utmost current battery technologies have a much lower specific energy, which constantly affects the maximum pure electric range of vehicles. The most common types of batteries in modern electric motorcars are lithium- ion and lithium- polymer because of their high energy density compared to their weight. Electric motorcars are quiet, comfortable, provident and pleasurable. The electric motor is lower than the internal combustion machine, performing in spacious innards and a smooth lift. Choker or pulling power is directly available, top speed exceeds legal limits and there's no need to put gears to the ground.
An electric vehicle (EV) is a vehicle powered by an electric motor, rather than an internal combustion machine (IC), which generates electricity by burning an amalgamation of energy and feasts. therefore, such a bus is considered as a possible relief of the current generation bus to break the problems of environmental pollution, global warming, reduction of natural resources, etc. Although the generality of electric motorcars has been around for a long time, it has gained a lot of attention in the last decade due to the adding carbon footprint and other environmental impacts of energy- predicated vehicles. The problem of environmental pollution arises from the burning of oil painting oil. Battery and motor costs are moderate, so EVs have an advantage over gasoline vehicles.
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OBJECTIVES The significant objectives of the work are:
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The period of movement of electric vehicles.
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Electric motor (EV) modelling.
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EV body modelling.
Simulation of steering control of an electric car.
Modelling of electric vehicle power converter.
Control strategy for electric drivers.
Modelling control of an electric car.
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METHODOLOGY
power, considering various forces and resistances, and comparing it with the cycle of the input engines.
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No Internal Combustion Engine.
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Only electric powered drive.
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Battery % length is (20-eighty kwh).
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Example: Tesla, Nissan, Kia, etc.,
The charging of electric instruments (EVs) through EV charging systems, involving their associated structure, whose GHG emigration reductions are achieved through the
The general block diagram of the structure of electric vehicles
is exhibit in fig (1).
Fig .1: General structure of electric vehicle.
Drive Cycle
In the design process, vehicle driving tests and vehicle driving simulations are completed to help and support the design process to determine, if the design is appropriate for the desired application. A driving cycle is a set of second-by-second set of vehicle velocity values that the simulated vehicle is to attain during the simulation. The requirement of a drive cycle is to decrease the quantity of expensive on-road tests and reduce both the time of test and fatigue of the test engineer. The drive cycle process brings the road to the dynamometer or to the computer simulation.
Drive cycles are used in vehicle simulations to model the drive system and predict the performance of the vehicle. There are many driving cycles used for testing road vehicles for fuel economy and other purposes. A driving cycle can include frequent speed changes or extended periods at constant speed.
Some driving cycles are developed theoretically, and others are direct measurements of a representative driving pattern. I.
Driver controller: To control the driving cycle according to a given situation, there is a driver control to control the vehicle, which moves inputs and feedback from one place to another. Power Converter: They are used to process and control the
deportation of emigrations from usual archconservative energy instruments exercised for passenger and freight transportation, because ofthe electricity delivered by the design dishes.
Fig .2: Vehicle body of EVs.
It provides ready-to-use monitoring parameters to quantify emigration reductions and establishes dereliction ministers for the estimation of certain parameters for systems located in the United States and Canada as a volition to design-special calculations. This is workable encyclopedically and provides a positive list for determining additionality for regions with lower than five percent request penetration of electric instruments. The positive list is set up in exertion system for determining Additionality of Electric Vehicle Charging Systems. Its applying to project exertion which install EV charging systems, involving their associated structure, in order to charge EV workable lines whose Green House Gas (GHG) emigration reductions are achieved through the deportation of usual archconservative energy instruments exercised for passenger and freight transportation as a result of the electricity delivered by design dishes.
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BENEFITS
Electric vehicles provide the following advantages over conventional vehicles:
flow of electrical energy by providing the necessary voltages Simplicity: Electric vehicles (EVs) have smaller transmission
and currents in the form for the consumer.
Battery: This is the force that provides the energy needed to move the car.
Motor: It is a rotating device that converts electrical energy in the form of current and voltage into mechanical energy in a
corridor, performing in significantly lesser conservation
charges. The machines are simpler and further compact, they don't bear a chilling compass and don't bear the installation of gears, joining or factors that reduce motor bruit.
vehicle through a transmission system.
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Cost: Vehicles conservation and dynamism charges are much
Vehicle body: Here, the work is obtained by turning the engine
lesser than the conservation and energy charges of traditional gasoline- powered instruments. The dynamism cost per kilometer of electric buses is much lesser than that of usual buses.
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Reliability: With fewer and simpler components, this type of machine breaks down less often. In addition, electric vehicles are not affected by the typical wear and tear, vibration or corrosion of the fuel.
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Comfort: Driving in electric cars is more comfortable because there is no vibration or engine noise.
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Zero emissions: This type of car does not emit any pollution from exhaust, carbon monoxide (CO) or nitrogen oxide (NOx).
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MODEL DEVELOPMENT PROCESS
The model development process consists of : 1) identifying the key parameters, and assumptions, 2) determining how the model will be used, 3) building and refining the model, and then
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the actual model application and evaluation.
The model can be used to evaluate the energy flow of a DC motor drive train, and to determine the ability of the system to meet specific drive cycle speed and torque requirements. The major components of the model are input road torque, input road speed, motor model, motor controller model, battery model.
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RESULT
The models are run for different driving periods and the results are shown in the table (1).
Simulation duration: This is the simulation run time. Each drive circle has its own duration, which must be streamlined each time the drive circle changes during the simulation.
Speed tracking: This is a graph of the reference celerity in the driving circle and the return celerity of the agent.
SOC (%): This is the state of charge of the battery, which decreases when the vehicle accelerates and increases hardly when the vehicle slows down.
Mileage: This is the total distance traveled by the car after a certain driving period and its duration.
Case1: FTP75 Drive cycle
In FTP75 has the simulation time of 2474 sec, vehicle body weight (kg) is 800, frontal area (m2) is 3, rolling resistance is 0.015, battery nominal voltage is 300V, DC motor rated load (kw) is 60, rated DC supply voltage (V) is 300, H-bridge output voltage amplitude is 300, SOC at end of drive cycle (initial SOC 100%) is 96 and top speed (kWh/ km) is reached.
Fig .3: MATLAB Simulation of Electric Vehicle System.
Case 1
Case 2
Case 3
Case 4
Drive Cycle, Simulation Time (Sec)
FTP75
,2474
US06, 600
Artemis Motorway 150kmph, 1068
World Harmonize d vehicle, 900
Vehicle body weight (kg), Frontal area (m2), Rolling resistance
800, 3,
0.015
800, 3,
0.015
800, 3,
0.015
800, 3,
0.015
Battery Nominal Voltage (V)
300
300
400
200
DC Motor Rated Load (kw), Rated DC Supply Voltage (V)
60,
300
75,
200
85,
350
60,
150
H-Bridge Output voltage amplitude
300
200
350
150
SOC at end of drive cycle (Initial SOC 100%)
96
94
93
97
Top speed reached? Kwh/ km
YES
NO
NO
YES
Table (1): The models are run for different driving periods
Fig.4: Acceleration, Brake, Current, SoD.
Fig 5: Reference with Vehicle.
Case2: US06 Drive cycle
In US06 has the simulation time of 600 sec, vehicle body weight (kg) is 800, frontal area (m2) is 3, rolling resistance is 0.015, battery nominal voltage is 300V, DC motor rated load (kw) is 75, rated DC supply voltage (V) is 200, H-bridge output voltage amplitude is 200, SOC at end of drive cycle (initial SOC 100%) is 94 and top speed (kWh/km) is not reached.
Fig 6: Acceleration, Brake, Current, SoD.
Case3: Artemis Motorway 150 km/h Drive Cycle
In Artemis Motorway has the simulation time of 1068 sec, vehicle body weight (kg) is 800, frontal area (m2) is 3, rolling resistance is 0.015, battery nominal voltage is 400V, DC motor rated load (kw) is 85, rated DC supply voltage (V) is 350, H-bridge output voltage amplitude is 350, SOC at end of drive cycle (initial SOC 100%) is 93 and top speed (kWh/km) is not reached.
Fig 7: Reference with Vehicle.
Fig 8: Acceleration, Brake, Current, SoD.
Fig 9: Reference with Vehicle.
Case4: World Harmonized Vehicle Cycle Drive Cycle
In World Harmonized Vehicle Cycle has the simulation time of 900 sec, vehicle body weight (kg) is 800, frontal area (m2) is 3, rolling resistance is 0.015, battery nominal voltage is 200V, DC motor rated load (kw) is 60, rated DC supply voltage (V) is 150, H-bridge output voltage amplitude is 150, SOC at end of drive cycle (initial SOC 100%) is 97 and top speed (kWh/km) is reached.
Fig 10: Acceleration, Brake, Current, SoD.
Fig 11: Reference with Vehicle.
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FUTURE WORK
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As the production of electric cars becomes more popular day by day, their market share is also expected to increase sharply.
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It is estimated that approximately 75-80% of fuel costs can be reduced due to the use of electric vehicles.
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Best of all, in addition to reducing pollution, EVs could reduce oil imports by nearly $60 billion by 2030.
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Surprisingly, EV fuel prices can be as low as Rs 1.1/km.
As a result, the total cost of driving an electric car for every 5000 km will be reduced by about 20 thousand rupees.
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CONCLUSION
The speed charts for all the driving circles observed in this stuy, the reaction celerity graph and the reference celerity map nearly coincide, but there are regions where the two pets differ together. This is when the vehicle slows down. The line of the reference haste drops sprucely, but the return haste does not. This is due to the indolence of the agent body.
Advance in the indolence of the agent body, the longer the retardation time. Therefore, the imbrication isn't 100. Battery charge status for each drive cycle can be viewed from the SOC graph. When the vehicle accelerates, the SOC decreases but as soon as the retardation starts, the SOC graph increases hardly. This is because the battery is being charged, due to regenerative retardation during retardation.
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REFERENCE
/$XX.00 ©20XX IEEE.