Analysis and Design of an Electric Vehicle using

Matlab and Simulink

James T. Allison

Advanced Support Group

January 22, 2009

James T. Allison EV Modeling and Design

2003-2007: University of Michigan

Research: Optimal System Partitioning and Coordination

Original System: Partitioned System: Coordination:

James T. Allison EV Modeling and Design

Optimal Partitioning and Coordination Decisions
in Decomposition-based Design Optimization

James T. Allison EV Modeling and Design

James T. Allison EV Modeling and Design
Application: Integrated Design of an Electric Vehicle

James T. Allison EV Modeling and Design

Vehicle Layout
!e b!max

xb b!
y

battery
bw
available battery space
W x traction motor
front control arm
pulley drive system
sprung mass center
rear trailing arm

!3
forward
direction !1 !2
of travel
L

James T. Allison EV Modeling and Design

Powertrain Simulation

Vehicle model: backward-looking Simulink model that

accounts for vehicle pitch motion and tire slip
Motor model: computes power loss map from geometric
design variables
Battery model: Li-ion Simulink model (Fuller et al. 1994, Han
2008). Battery parameters computed using artificial neural
network.

James T. Allison EV Modeling and Design

Powertrain Simulation

(t) 1 P (t)

0.92
25
0.92

0.91
0.93
200 0.94

0.9
0.91 0.6
0.93

0.92
0.0.97

v(t) 150
0.9
95

0.9
0.99
0.96

8
20 0.91
100 0.9 1
0.9
0.8 20.930.94

0.4
0.970.98
0.95
0.91 0.99
0.96
0.92 1

93
50 0.91
0.9

0.8
0.8 0.8
0.920.9 0.6

0.
15
velocity (m/sec)

0.6 0.4 0.4

0 0.6 0.4
0.6 0.4

0.8
0.4
!50 0.6 0.4
10 0.910. 0.8 0.4
9 0.6

0.92
!100

0.93
0.6 0.9
0.9 1

0.8
!150 0.4

0.
5

92
0.9
3
!200

0.9
0.91

0.6
0.8
0.4
0 !250 0.92
0.90.91
0 50 100 150 200
time (sec)
250 300 350 400

(t) 0 100 200 300 400 500 600 700

SFUDS cycle Vehicle model Motor model Battery model

James T. Allison EV Modeling and Design

Powertrain Simulation

(t) 1 P (t)

0.92
25
0.92

0.91
0.93
200 0.94

0.9
0.91 0.6
0.93

0.92
0.0.97

v(t) 150
0.9
95

0.9
0.99
0.96

8
20 0.91
100 0.9 1
0.9
0.8 20.930.94

0.4
0.970.98
0.95
0.91 0.99
0.96
0.92 1

93
50 0.91
0.9

0.8
0.8 0.8
0.920.9 0.6

0.
15
velocity (m/sec)

0.6 0.4 0.4

0 0.6 0.4
0.6 0.4

0.8
0.4
!50 0.6 0.4
10 0.910. 0.8 0.4
9 0.6

0.92
!100

0.93
0.6 0.9
0.9 1

0.8
!150 0.4

0.
5

92
0.9
3
!200

0.9
0.91

0.6
0.8
0.4
0 !250 0.92
0.90.91
0 50 100 150 200
time (sec)
250 300 350 400

(t) 0 100 200 300 400 500 600 700

SFUDS cycle Vehicle model Motor model Battery model

Power History P(t):

4 Power Requirements
x 10
2.5
battery output power
mechanical power
2

1.5

0.5

0.5

1.5
0 50 100 150 200 250 300 350 400

James T. Allison EV Modeling and Design

Powertrain Simulation: Vehicle Model

r (t) 1/2 b (t)

m (t)
Single Wheel Torque
Belt Model
Net Drive Torque
Motor Inertia Model
v(t) Fa (t) Frx (t) Ff z (t)

Frz (t)
Aero Drag Force Net Longitudinal
Force
Vehicle Pitch Model P (t)

+ Frt (t)
Motor Power Loss
Map
Ff t (t)

Tire Drag Model

r (t) m (t)

Belt Model
Rear Tire Slip Model

James T. Allison EV Modeling and Design

Vehicle Pitch Model

!1
!2
p

Ff z
static height of
mass center
Frz

0 0 1 0

0

z z
p 0 0 0 1 0
p
z = `2 kr `1 kf `2 cr `1 cf z + 0
kf +kr
cfm+cs r

ms ms ms
`2 kr `1 kf `2 k +`2 k `2 cr `1 cf `2 c `2 c Mp
p Iy 2 r Iy 1 f Iy 2 r Iy 1 f p Iy

James T. Allison EV Modeling and Design

Tire Slip Model

v (i + 1)
r =
r (v )
Slip data obtained for a high efficiency tire from Bridgestone:
1500

0
0
.1

0.1
1000
0

0.2
0.1
Fz

.2

0.1
500

0.3
0.2

0.2
0.1
0.3

0
0.4

0.4
0.1
0
1500 1000 500 0 500 1000 1500
Fx

Dynamic radius model constructed from Bridgestone data:

r (v ) = Ct1 + Ct2 v + Ct3 v 2

James T. Allison EV Modeling and Design

Induction Motor Model
stator Rs Lls Llr

output shaft

Vs Lm Rr /s

rotor

e
Motor Efficiency Map
constant flux region flux weakening region

em

net (N)
increasing s
constant Vs /e

e
b
m (rad/sec)

James T. Allison EV Modeling and Design

Power Demand Calculation

SFUDS Profile Power Demand History

4 Power Requirements
25 x 10
2.5
battery output power
mechanical power
2
20
1.5

15 1
velocity (m/sec)

0.5

10
0

0.5
5

0
0 50 100 150 200 250 300 350 400 1.5
time (sec) 0 50 100 150 200 250 300 350 400

and points visited Torque/Speed Points Visited

200
40
0
00

150 60000
60000
100
200 4000
00 0
50 40000
net (N)

20000
0 0 20000
0
0
!50 0
0

!20000
!20000
!100
!40000
!40000
!150
00

!60000
0

00
!20

!200
00

!60000
!4

!250
0

0 100 200 300 400 500 600 700

m (rad/sec)

James T. Allison EV Modeling and Design

Battery Simulation

Li-ion Battery Construction Vehicle Range Simulation

4
x 10
10
P(t)
current collector

Pu(t)
current collector

8
Pl(t)
separator

6
height
4
electrode

power (W)
electrode

0
width

6
0 2000 4000 6000 8000 10000 12000
(a) Cell widings (b) Flat-wound lithium-ion cell time (sec)
(a) cell winding

Lumped parameter dynamic model

Hybrid pulse power characterization (HPPC) test computes:
Polarization resistance curve
Polarization time constant
HHPC results modeled with a neural network

James T. Allison EV Modeling and Design

Vehicle Dynamics Simulation

Quarter-car model: state-space model used to simulate vehicle

comfort, roadholding, rattle space, and suspension forces
Static bicycle model: analytical model used to assess
directional stability
Dynamic bicycle model: state-space model used to simulate
steering responsiveness

James T. Allison EV Modeling and Design

Quarter-car Model
zs

ms /4

ks cs
zus

mus /4 v

kt ct
z0

0 1 0 0
2 32
1
2 3 3 2 3
zus z0 z z0
d 6 6 4kt
4(cs +ct ) 4ks 4cs 7 6 us 4ct
6 zus 7
7=6 mus mus mus mus 76 zus 7 6
7+6 mus
7
7 z0
zs zus 0 1 0 1 zs zus 5 4
6 74
dt 4 5 4 5 0 5
4cs
zs 0 ms
4k
m
s 4c
m
s zs 0
s s

James T. Allison EV Modeling and Design

Road Profile Model
Begin with random data from a gaussian distribution
Apply color and moving average filters
Check IRI using quarter-car model with golden parameters
IRI = 4.20: driver discomfort simulation
IRI = 7.37: roadholding metric
0.06
unfiltered data
lowpass filter
moving average filter
0.04

0.02
Elevation (m)

0.02

0.04

0.06
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
Longitudinal Position (m)
James T. Allison EV Modeling and Design
Steering Responsiveness (Step Input)
Lower yaw rate () rise time more responsive handling

aa31 aa21 a4
      
vy vy a1
= + f
z bb31 bb21 z b4
a1

a1 = m b1 = Iz
2(`1 Cf `2 Cr ) 2(`21 Cf + `22 Cr )
a2 = m+ b2 =
v v
2(Cf + Cr ) 2(`21 Cf `22 Cr )
a3 = b3 =
v v
a4 = 2Cf b4 = 2`1 Cf

James T. Allison EV Modeling and Design

Directional Stability

Stable at speeds up to vmax if:

2
vmax
Ds = L + 0
gKus
where:  
Wf Wr
Kus =
Cf Cr

Modeled Cf and Cr dependence on normal forces based on

data from Bridgestone.

James T. Allison EV Modeling and Design

Vehicle Structure Simulation

ANSYS
R
finite element model used to predict:
bending and torsional stiffness
bending and torsional stresses
Surrogate model created using artificial neural network to
reduce simulation time

James T. Allison EV Modeling and Design

EV Subsystem Interactions

Modeling these system interactions required the flexibility of

Matlab and Simulink

Suspension
PT parameters VD
Ba
Ve tter
hi y
and geometry
Battery mass

cle ma

Vehicle mass
m ss a

and inertia
as
s a nd g
nd eo
n i n m
io er etr
s
n s t i a y
e
p ce
s
Su for
Frame mass
ST and inertia
M

James T. Allison EV Modeling and Design

Electric Vehicle Design Problem

Design Objective and Constraints:

minimize 1/mpg equivalent fuel consumption

subject to g12 0 motor feasibility
g3 0-60 time 10 sec
g4 0 urban range 100 mi
g56 0 battery power and capacity constraints
g7 0 directional stability constraint
g8 0 steering responsiveness constraint
g9 0 maximum rattle space constraint
g10 0 road holding constraint
g11 0 passenger comfort constraint
g12 0 geometric frame constraint
g1314 0 frame stress constraints
g1516 0 frame stiffness constraints
g1718 0 battery packaging constraints

James T. Allison EV Modeling and Design

Electric Vehicle Design Problem

Design Variables:

x12 suspension parameters

x3 pulley speed ratio
x47 motor geometry and rotor resistance
x810 battery geometry
x1112 frame geometry
x13 battery position

James T. Allison EV Modeling and Design

Electric Vehicle Project Summary

Developed powertrain and chassis models from scratch in

Matlab and Simulink
Developed structural model using ANSYS, constructed neural
network model
Quantified vehicle system interactions
Used as a case study for system optimization research

James T. Allison EV Modeling and Design

Electric Vehicle Project Summary

Developed powertrain and chassis models from scratch in

Matlab and Simulink
Developed structural model using ANSYS, constructed neural
network model
Quantified vehicle system interactions
Used as a case study for system optimization research
Design results:
> 200 mpg equiv. (with AC and other loads)
100 mile range
0-60 mph in 10 seconds

James T. Allison EV Modeling and Design

EV Lessons Learned

Modeling system interactions is difficult, but essential

Requires flexible modeling environment
Mass change propagation is significant
Enables exploitation of synergy
EV technology can provide substantial energy savings
Explored tradeoffs between performance and efficiency

James T. Allison EV Modeling and Design