ELECTRIC VEHICLE EMULATION BASED ON INERTIAL

FLYWHEEL AND A DC MACHINE

EMULACIÓN DE UN VEHÍCULO ELÉCTRICO BASADA EN
VOLANTE DE INERCIA Y MÁQUINA DE CD
IVAN ALCALÁ
M.Sc. Ing. Electrónica, Centro Nacional de Investigación y Desarrollo Tecnológico, México, [email protected]
ABRAHAM CLAUDIO
Ph.D. Ing. Eléctrica, Centro Nacional de Investigación y Desarrollo Tecnológico, México, [email protected]
GERARDO GUERRERO
Ph.D. Ingeniería, Centro Nacional de Investigación y Desarrollo Tecnológico, México, [email protected]
JESUS AGUAYO ALQUICIRA
Ph.D. Ing. Electrónica, Centro Nacional de Investigación y Desarrollo Tecnológico, México, [email protected]
VICTOR HUGO OLIVARES
Ph.D. Ing. Electrónica Centro Nacional de Investigación y Desarrollo Tecnológico, México, [email protected]

Received for review August 6 th, 2012, accepted July 29th, 2013, final version August, 6 th, 2013

ABSTRACT: This paper describes the analysis, modeling, and simulation of an electric vehicle (EV) focused on developing a test bench
for reproducing EV dynamics. The EV test bench is composed of an induction motor (IM) drive, which is directly coupled to a dc machine
and to an inertial flywheel through a transmission system with bands. The inertial flywheel and the DC machine reproduce the dynamic and
forces acting on the EV. A methodology is proposed to design EV test bench to study the EV behavior close to the real test conditions. The
EV forces and DC machine analysis can define the different conditions of the EV operation. The modeling and simulation are developed in
MATLAB/Simulink, the test bench implemented is controlled by a DSP. Finally, simulation and experimental obtained results can validate
the operation of the test bench emulator.

Key words: Electric vehicle, flywheel, model, emulator, DSP, DC machine, induction motor.

RESUMEN: Este artículo describe el análisis, modelado y simulación de un vehículo eléctrico (EV) enfocado al desarrollo
de un banco de pruebas para reproducir la dinámica del EV. El banco está formado por un drive de motor de inducción (IM)
acoplado directamente a una máquina de DC y a un volante de inercia a través de una transmisión. El volante de inercia y
la máquina de DC reproducen la dinámica y las fuerzas que actúan en el vehículo. Se propone una metodología para diseñar
un banco de pruebas de EV para estudiar el comportamiento de vehículos eléctricos cercano a las condiciones de operación
reales. El análisis de las fuerzas en el EV en conjunto con la máquina DC define las condiciones de operación del EV. El
modelado y la simulación son desarrollados en MATLAB/Simulink, el banco de pruebas implementado es controlado por un
DSP. Finalmente, los resultados de simulación y experimentales obtenidos validan el funcionamiento del banco de prueba.

Palabras clave: Vehículo Eléctrico (EV), volante, modelo, emulador, DSP, máquina de CD, motor de inducción.

1. INTRODUCTION renewable alternative and clean energy sources are

being considered for different applications. A solution
Nowadays, worldwide environment contamination due for transportation, to solve the oil dependence, is to use
to industrial applications, to transportation and to the electric energy for electric vehicles based on different
strong oil dependence for electrical energy generation, energy sources such as biodiesel, ethanol, solar, fuel
has become a big ecological and health problem [1,2]. cells, among others, which are replacing the traditional
Additionally, related to the dependence on oil as a main non renewable energies [3-6]. Thus, electric vehicles
source of energy, it is important to consider the fact (EVs) have had a strong development for different
that oil is a non renewable source, which is becoming required applications, such as cars, scooters, bicycles,
exhausted worldwide. However, very interesting hoist, and electrical wheelchairs, among others. These

Dyna, year 81, no. 183, pp. 86-96. Medellin, February 2014. ISSN 0012-7353
 Alcalá et al / Dyna, year 81, no. 183, pp. 86-96, February 2014. 87

types of EVs are typically driven by stored electric the study of EV systems is based on modeling and
energy (battery, fuel cell, and ultra-capacitor); however, experimentation approaches; and b) the test bench
one of the main EV problems is the short driving range includes an inertial flywheel that allows the EV
due to the energy storage capacity. So, the way to use dynamic behavior to be emulated. In this sense, this
storage energy efficiently is an important issue for paper presents the analysis, modeling and Matlab/
designing EVs. Recently, researches about the design Simulink implementation of an EV. Furthermore,
and implementation of EVs have been developed; the design and experimental implementation of a test
some of them have been focused on the efficient way to bench to emulate a scaled EV. The simulation and
process energy in order to increase the EV autonomy [7- experimental obtained results are analyzed based on
11]. From the point of view of EV energy management the energy balance approach.
design, a whole analysis of the system, considering the
different energy processing elements, it is essential to 2. ELECTRIC VEHICLE ANALYSIS
know how to manage the energy in order to improve
the EV performance [8,9,11,12]. Several control
techniques are proposed in the literature for adjustable The EV analyzed considers the EV dynamics, the
speed drives, trying to improve the dynamic response of transmission, the source voltage, the control and the
speed, torque, and slip ratio output regulation [12-14]. induction motor drive, Figure 1. The EV dynamics
However, studies related to the energy management are takes into account all the forces on the EV, and it is
not always taken into account. Energy management possible to observe the behavior under linear or angular
analysis is an important issue in the development of acceleration, this behavior is important to compare
electric vehicles; it is necessary to understand the the EV performance and the rated characteristics of
relations and interactions of the energy process during the motor drive. The transmission is represented by
acceleration/braking in the different parts of the system. a gain relation in order to simplify the system. And
In the above mentioned research some are based on two finally, the induction motor drive is modeled taking
interesting approaches: simulation by models [13] and into account the inverter and the induction motor.
experimentation using a test bench of the system [7] in
order to correctly describe the operation of the different 2.1. Vehicle Dynamics
EV parts. Different approaches have been reported to
study the EV behavior; some are based on models of the The EV model is based on the mechanical and
system and others on test to emulate the behavior of EV aerodynamical theoretical bases [13]. Figure 2 shows
by using dynamic loads [15-19]. EV simulation is an the different forces acting on the EV [4]. The equation
interesting method to analyze the behavior, this method (1) describes the EV dynamic, which is defined by the
is feasible and cheap, but the results obtained depend total traction force minus the road load forces acting
on the model accuracy to represent the real system; so on the EV.
it is related to the number of parameters considered
and consequently the simulation can take a relative (1)
long time. The EV test bench can reproduce dynamic
conditions close to the real operation behavior of the
automobile, but this representation has to be scaled to
the real system and the cost is more expensive than
the model. These two approaches allow us to propose
improvements to the EV system design, from the point
of view of energy management by using alternative
energy sources associated with efficient energy storage
technology, such as batteries, fuel cells, ultracapacitors,
flywheel, among others.

The most interesting contributions of this work, with Figure 1. Block diagram of the EV drive system
regard to other works from the literature, are: a)
 88 Alcalá et al / Dyna, year 81, no. 183, pp. 86-96, February 2014.

which is referred to the shaft of the electric motor.

Equation (8) is given in terms of torque and angular
speed.

(8)

Figure 2. Forces acting on the vehicle.

Equations (2) to (4) describe the opposed forces to the

movement and the parameters considered for each one.

Fr = f r mg cos α (2)

1
Fa = ρ ACv 2 (3)
2
Fg = mg senα (4) Figure 3. Transmission system of an EV

Therefore, the EV dynamic equation is given by: Hence, the equivalent inertial moment (J) of the total
mass of the electric vehicle can be given by (9), also
dv 1 (5) based on the tire radius (r) and the transmission ratio
m Ft − mg senα − ρ ACv 2 − f r mg cos α
=
dt 2 (G).

2.2. Transmission system m r2

J= (9)
G2
One of the most important issues is the torque imposed to Also, equivalent expressions of forces acting on the
the electric motor. The EV total force (Ft) of equation (5) vehicle can be deduced by multiplying by r and divided
for linear speed, can be converted to the equivalent motor by G.
torque and the angular speed by means of a transmission
system (G), Figure 3 shows simplified transmission. 2.3. Induction motor drive

Angular speed (ω) in the electric motor can be related Important researches about electric motors have been
to linear speed (v) of the electric vehicle by (7) through reported in literature [20,21]; however, the induction
the tire radius (r) and the transmission ratio. motor remains an interesting alternative with a lot of
control strategies as proposed in [17]. So, an induction
v
ω = G (6) motor drive is developed in this work. The motor drive
r system consists of an induction motor (IM) and a
In the same way, motor torque (τt) in the electric motor source voltage inverter with space vector modulation-
can be related to the total force (Ft) applied to the SVPWM.
electric vehicle by (9) through the tire radius (r) and
the transmission ratio (G). The inverter circuit consists of three legs with two
current bidirectional switches (IGBT-diode); Figure
Ft r
τt = (7) 4, which is connected to the induction motor by the
G ABC terminals.
From (5), the EV dynamic equation (8) can be obtained
by introducing the equivalences given in (6) and (7),
 Alcalá et al / Dyna, year 81, no. 183, pp. 86-96, February 2014. 89

the stator and rotor behavior can be represented by

(11) and (12):

(11)
Figure 4. EV drive system.

VCD represents the dc link voltage of the inverter. The

three phase voltages needed to supply the induction (12)
motor is obtained from ABC output terminals of the
inverter and by SVPWM gate signals of the switches Where the flux linkage λ for a linear magnetic system
(IGBT). A mathematical representation of the inverter is defined by (13)
is given by (10) [22]. The phase voltages VAN, VBN
and VCN are dependent of dc link voltage (VCD) and
, (13)
the modulation signals ma, mb and mc. The modulation
signals ma, mb and mc can be only values of 0 or 1,
which indicate 0 the switch is opened and for 1 the Hence, the relation between the position and angular
switch is closed. speed of the rotor is given by expression (14).

VAN   2 −1 −1  ma 
V  = VCD  −1 2 −1  m  (14)
 BN  3    b  (10)
VCN   −1 −1 2   mc  And the equation (15) represents the electromagnetic
torque, which is dependent in the number of poles (P),
Figure 5 shows the equivalent circuit of a squirrel the stator currents (iabcs).
cage induction motor (IM). The equivalent circuit of
the IM is composed of three phases represented by P T ∂

three L-R circuits, for stator and rotor, connected in a

τ e =   ( iabcs ) [ L′sr ]iabcr
′
2 ∂θ r (15)
Y arrangement.
Where:

′sr Lms ⋅ M
L= (16a)

(16b)

Figure 5. Electric diagram of IM

Each winding produces a magnetic flux, voltages and (16c)

currents are represented by as, bs, cs (stator), ar, br and
cr (rotor). The angle of the magnetic axes of rotor and The electromagnetic torque is an important parameter
stator of the same phase represents the angular position to define the power specification of the electric motor
of rotor θ and the angular speed by ω. Figure 5 shows in order to achieve the dynamic imposed by the vehicle.
electric diagram of the IM, this diagram is used in order If no other torque is considered then τt=τe.
to obtain the mathematical representation of the IM.
The modeling process developed is carried out for
Based on the analysis of the electric diagram of IM, each subsystem with the equations (2-4) and (7-16c),
 90 Alcalá et al / Dyna, year 81, no. 183, pp. 86-96, February 2014.

which represent the electric vehicle. The subsystems

of the EV are the induction motor, inverter, powertrain
of the vehicle, controller strategy, among others, (17)
which are implemented in Matlab/simulink in blocks
[23-24]. The developed models are implemented
with Simulink tools or “S” functions according to the
particular requirements of the model. This allows the
subsystem models to be used in other applications.
The inter connection of the model subsystems is
possible by defining the input and output variables for
each subsystem; for example the model of the electric
vehicle and the induction motor (IM) is connected by
the electromagnetic torque (τt =τe). The three phase
power supply of the IM is generated by a mathematical
function given by (10), which consider voltage level
VCD that represents the storage system, such as batteries. Figure 6. EV test bench

In order to achieve the emulation of the EV by the

3. TEST BENCH OF EV EMULATOR proposed test bench, some considerations have to be
taken into account:
The design methodology of the test bench has been
focused on the reproduction of the EV dynamics close a) A transmission ratio (G) has to be included to have
to the real application. Two approaches of analysis a relation of angular speed-torque in the IM to the
have been taken into account in this methodology: EV tires. It is possible with two pulleys in the IM
a) the simulation of an EV by the implementation of shaft and the tires shaft, which are interconnected
a mathematical model and b) an experimental way by a transmission band.
using a test bench implementation, which is controlled
by a Digital Signal Processor (DSP). The EV model b) The moment of inertia and the torques have to
developed is close to the real application with a great be affected by a scaling factor (Rt) in order to
flexibility to modify all the parameters of the EV. reproduce the dynamic of a particular EV of interest.
However, in spite of having a test bench close to the real This can be defined by the rates of the motor power,
application, the parameters to be changed are limited by the EV of interest and the motor of the test bench.
the natural configuration of the test bench. However, Pm 2
flexibility of variation is possible in the moment of = Rt (18)
Pm
inertia (J), variation of the equivalent forces acting on
the EV (represented by torques) and also the flexibility to The torque emulation is possible using the DC machine.
investigate different types of control strategies. Once the Firstly, it is necessary to identify the different terms from
analysis of the dynamic movement of the electric vehicle the dynamic equation (8) of the EV. Secondly, the dc
has been defined, the EV test bench can be designed machine model is analyzed to define the parameters to be
from the mathematical representation obtained, Figure 6. controlled in order to match torques defining the forces
acting on the EV. The torques can be emulated with the dc
Based on the equation (8) the dynamic of movement machine operating as a generator with a separate dc power
of the EV can be emulated by the proposed test bench, supply to the field windings. A load has to be designed in
which is composed of an inertial flywheel and a DC order to emulate the different torques desired.
machine. The flywheel can emulate the dynamic
behavior of the EV through the moment of inertia (J), 1) Torque due to the road resistance force (τg)
which represents the equivalence of the mass of the
EV. The forces acting on the EV (Fg, Fa and Fr) are
This torque can be emulated by the dc machine, as
represented by the equivalent torques referred to the
it can be seen, this kind of torque is a constant value
motor shaft (τg, τa and τr)
depending only of constant coefficients.
 Alcalá et al / Dyna, year 81, no. 183, pp. 86-96, February 2014. 91

Vehicule Test bench

(21)
JGg sin α
r But considering Laf and IF as constants, then (21) can
be simplified replaced by (22),
2) Torque due to the aerodynamic resistance force (τa)
(22)
This kind of torque is dependent on the angular speed
(ω) or linear speed and also can be emulated by the Equations (20) and (22) are equaled and Iar is given by,
dc machine.
𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌 + 𝑍𝑍𝑍𝑍𝑍𝑍𝑍𝑍𝑍𝑍 + 𝑋𝑋𝜔𝜔2
𝐼𝐼𝑎𝑎𝑎𝑎 = (23)
𝐾𝐾
Vehicle Test bench
In equation (23), the current Iar is the parameter that can
ρACr 3ω 3
be adjusted for defining the three terms of the left side
2G 3 of the expression (23). However, (23) has two constant
terms that can be reduced to one constant term and the
3) Torque due to the rolling resistance force (τr). other term depends on the angular speed (ω).

This torque is defined by constant parameters and is The term Iar can be adjusted using a commutation
easily emulated by a dc machine, it depends on the angle (converter with current input). Figure 7 shows the
(α), if α is constant, this torque remain constant too. proposed circuit configuration. According to the circuit
of Figure 7, the following analysis can be done in order
Vehicle Test bench to define Iar. Two parameters are introduce Rload and
duty cycle D
JGgf r cosα
r I= I ar (1 − D ) (24)
load

Analysis and design of torques =Va Rload I ar (1 − D ) (25)

In order to correctly emulate the above mentioned Va (26)

I ar =
torques, it is important to consider the DC machine Rload (1 − D )
model. So the torque of the dc machine (τL) has to be
equal to the torques due to the forces acting on the EV The armature voltage can be given by (27), under
(τg, τa and τr). Therefore: constant excitation and considering the armature
resistance ra to be negligible.
(19)
Va = K ω (27)
In order to simplify (19) a substitution can be made.
Hence,

τ L = Y sin α + Z cosα + Xω 2 (20)

where:
𝐽𝐽𝐽𝐽𝐽𝐽(𝑅𝑅𝑅𝑅) 𝜌𝜌𝜌𝜌𝜌𝜌𝑟𝑟 3 𝐽𝐽𝐽𝐽𝐽𝐽𝑓𝑓𝑟𝑟
= 𝑌𝑌 (𝑅𝑅𝑅𝑅) = 𝑋𝑋 (𝑅𝑅𝑅𝑅) = 𝑍𝑍
𝑟𝑟 , 2𝐺𝐺 3 , 𝑟𝑟 .
Figure 7. Circuit proposed to emulate the EV forces.
The DC machine torque (τL) is given by (21),
By substituting (27) in (23), the expression (28) can
 92 Alcalá et al / Dyna, year 81, no. 183, pp. 86-96, February 2014.

be obtained. It is interesting to carry out an analysis Figure 9 shows the evolution of duty cycle D when
in order to optimize the Rload value and the modulation angular speed (ω) varies from zero to the rated speed.
of duty cycle D by defining a signal reference for D.
K2 ω (30)
Kω Ysenα + Z cos α + X ω 2 ∴ D =1 −
=I ar =
Rload (1 − D ) K (28) (Ysenα + Z cos α + X ω 2 ) Rload
K ω 2
∴ Rload = (29) Finally, the EV test bench has been implemented
(Ysenα + Z cos α + X ω 2 ) (1 − D ) according to the design considerations taken into

account; Figure 10 shows the test bench implementation.

Figure 8. Simulation result for Rload behavior versus

angular speed (ω) for D=0

Figure 8 shows a simulation varying Rload with D=0. Figure 10. Test bench implementation
This situation is a limiting condition and the current only
depends on the Rload and the angular speed with constant 4. SIMULATION RESULTS
parameters of the EV. The Rload value is selected to be a
value within the rated characteristics of the dc machine Now, some simulations are presented for three different drive
(voltage and power). In a practical implementation, Rload cycles: 1) City, 2) Road, and 3) under extreme conditions.
cannot vary continuously. For this reason Rload is defined The results obtained, about instant power and energy, allow
to be 500 Ω. This value allows the angular speed to be the test bench characteristics to be designed and defined.
varied from zero beyond the nominal speed (Figure 9).
This Rload only depends on angular speed and the electric
vehicle parameters. Equation (30) gives the duty cycle
(D) as a function of the forces acting on the EV. Equation
(30) is obtained from (28) for a given Iar, it is possible to
follow the dynamic behavior of the EV.

Figure 11. EV city drive cycle

1) City drive cycle
Figure 9. Simulation result for duty cycle behavior versus The energy calculated for a city drive cycle is 0.78
angular speed (ω) for Rload = 500 Ω MJ at 1400s, this energy allows to design the minimal
capacity of battery bank.
 Alcalá et al / Dyna, year 81, no. 183, pp. 86-96, February 2014. 93

2) Road drive cycle

The energy consumption for this type of drive cycle is 1.2
MJ at 800s. Proportionally, this result shows that the energy
consumed is greater than in the city drive cycle. This is
due to the different driving conditions imposed on the
EV, the recovered energy during regenerative braking for
road driving conditions is lower than the city drive cycle.
3) Simulation under extreme conditions
The energy consumed for a single cycle defined in
Figure 15 is of 34 KJ. In order to compare the energy
consumed in this case with the two cases presented
before is necessary to consider the same time of driving.
For a case of 800s, the cycle mentioned before has to Figure 14. Energy of road drive cycle
be repeated 20 times, so the total energy consumed is
0.680MJ. The recovered energy is 15 KJ by cycle, so the
total recovered energy during the drive cycle is 0.3MJ.

Figure 15. Linear speed of EV for cycle

• During a road drive cycle the power imposed by the

EV remains almost constant and its value depends
on the speed reached. Under these drive conditions,
due to the few regenerative brakes, the consumed
Figure 12. Energy for a city drive cycle energy depends mainly on the speed of the EV.

• The city drive cycle imposes to the EV several

repeated accelerations-decelerations (1.5m/s2),
which allows to recover additional energy. During
this drive cycle is important to impose an adequate
control of the braking in order to maximize the
available energy to be recovered.

• The proposed drive cycle is designed in order to be

used under different driving conditions. The way to
design this drive cycle is possible from an analysis
of the EV dynamics based on the instant power,
the average power, and the energy. From the above
information, it is possible to define a hard or soft drive
Figure 13. Road drive cycle of EV cycle in order to select the rated power of the motor.
 94 Alcalá et al / Dyna, year 81, no. 183, pp. 86-96, February 2014.

Parameters/Coefficient Value
ω: Rated angular speed 1800 rpm
Vs: Stator rated Voltage 230 V
Is: Rated current 8A
ηm: Efficiency 89.5 %
Drive
ηI: Inverter efficiency 90 %
IGBT: Module CM100DU-24HB 1200 V/100 A
Vdc: dc voltage (26 batteries) 312 V
• Battery voltage 12 V
• Battery capacity 12 Ah
Figure 16. Energy consumed for the cycle proposed • Total Energy 13.48 MJ

5. EXERIMENTAL RESULTS Figures 17 and 18 show the correct dynamic emulation

of the EV by the test bench. In Figure 19, it can be
The experimental results have been obtained for the observed that the mechanical speed of the motor
parameters given in Table 1; these parameters represent a correctly follows the dynamic of the speed imposed
typical EV of 1600Kg. An interesting test bench characteristic by the reference control signal.
is the possibility of changing the parameters to correctly
reproduce the behavior of the EV. Experimental results 5. CONCLUSIONS
show the emulation of EV dynamics for different conditions.
The phase current before a deceleration is shown in Figure A methodology to analyze the EV dynamic based on
17. Figure 18 shows the phase current before and during simulation and experimentation has been proposed in this
EV acceleration. An increase of current can be observed paper. The mathematical analysis allows a model to be
due to the inertial mass of the vehicle (), which demands developed and a test bench to be designed based on typical
additional power during the acceleration or deceleration EV parameters. The test bench implemented can emulate a
period. This requires an increase of the instant power, as a scaled EV. The equivalences between a real and the scaled
consequence the torque demanded from the induction motor EV, can be from the EV dimensions or from the capacity
(τL) is increased. During the deceleration period regenerative of the motor. The acceleration curves of the EV and the
braking is possible, so an amount of energy can be recovered test bench motor have been presented; these curves show
and stored to be used during the acceleration period. This the demands of power, torque and energy to be taken into
can increase the autonomy of the EV. account to define the EV design considerations, such as
specifications of the motor, converters, and others elements.
Table 1. Parameter values of EV and Test bench Also, the necessary energy to handle the EV during a drive
Parameters/Coefficient Value cycle can be used to design the battery bank.
Electric vehicle (EV)
m: EV mass 1600 Kg The results obtained with the test bench and by simulation
C: Aerodynamic drag coefficient 0.42 give a more complete and detailed information for the
R: Tire radius 0.32 m design. The tool proposed allows the EV dynamic to
fr: Rolling resistance force 0.008
be studied by simulation varying the parameters and
conditions with wide flexibility. These results can be
G: Transmission ratio 12.8
validated with the experimental test bench tool. The
A: Area 2.2 m/s2
EV has been correctly emulated by the test bench under
J : EV equivalent inertia (or Je) 0.2467 kg m2 different operating conditions (starting, cruising speed
Motor and braking). It is important to mention that the proposed
Pm: Rated power of motor 3 hp (2.24 kW) test bench considered improves the EV behavior, which
τe: Rated torque 12 N-m is close to real EV applications.
 Alcalá et al / Dyna, year 81, no. 183, pp. 86-96, February 2014. 95

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