e-ISSN: 2582-5208

International Research Journal of Modernization in Engineering Technology and Science

Volume:03/Issue:02/February-2021 Impact Factor- 5.354 www.irjmets.com

E-RACE CAR POWERTRAIN SIZING AND SIMULATION IN SCILAB XCOS

Shaikh Abdul Muqtadir *1
*1Student, Department of Mechanical Engineering, Symbiosis Institute of Technology, Pune, India.
ABSTRACT
Building a formula race car is totally different from a road car. Things such as cells, their chemistry, their
characteristics, ability to get high current regen, thermal stability, degradation, motor peak points, efficiency,
energy consumption for endurance, selection to suit pro and rookie driver driving patterns and many more. On
top of it, powertrain needs to be built within shoestring budgets. This paper describes the analysis of formula
electric race car powertrain with track data in Scilab Xcos software.
Keywords: State of charge (SOC), Battery Power, Motor Regenerative Power
I. INTRODUCTION
The development in a high performing powertrain there are several areas that needs to be considered. Within
the frame of this paper the areas of vehicle dynamics, accumulators and propulsion analyses are included. These
areas have their own limitations and problems that need to be solved. To properly assess how powertrain would
perform in this event. The model will be developed using Scilab Xcos, it will use the outcomes of the vehicle
simulation code of the power’s motor, torque’s motor, and speed’s motor. Besides the performance evaluation
obtained from the simulation models, there are some aspects of each proposed solution that should be evaluated
qualitatively to have a more comprehensive idea of their potential. These aspects include design complexity and
cost. After comparing all the results for the different viable solutions, the best configuration is chosen, and a
preliminary design will be provided. This design will include a quick overview of all the components included of
the powertrain.
II. METHODOLOGY
Xcos may be a Scilab chest for modeling and simulation of dynamic (continuous and discrete) systems. though
the most purpose is to simulate dynamic systems, Xcos may be used for signal generation, information visual
image or straightforward algebraical operations. When coping with systems with interconnected continuous-
time and discrete-time elements, Xcos is that the right tool for modeling and simulation. Xcos provides a standard
approach for complicated system modeling, employing a diagram editor. Xcos models are compiled and
simulated during a single run. The ensuing mathematical equations are integrated by a numerical problem solver
with configurable parameters.
To design the model of E-race formula car following blocks used in Xcos.
Table 1. Blocks needed to build the model in Xcos
SN. Block name Block image Pallete

Port &
1. Super block
Subsystem

Port &
2. IN_f
Subsystem

Port &
3. OUT_f
Subsystem

4. CONST_m Sources

5. FROMWSB Sources

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International Research Journal of Modernization in Engineering Technology and Science
Volume:03/Issue:02/February-2021 Impact Factor- 5.354 www.irjmets.com

Mathematical
6. SUMMATION
Operations

Mathematical
7. PRODUCT
Operations

Mathematical
8. SINBLK_f
Operations

Mathematical
9. GAINBLK_f
Operations

Mathematical
10. POWBLK_f
Operations

Continuous time
11. DERIV
systems

Continuous time
12. INTEGRAL_f
systems

13. CSCOPE Sinks

14. CLOCK_c Event handling

15. AFFICH_m Sinks

III. MODELLING AND ANALYSIS

Model the Electric Vehicle dynamics, Motor, Battery to calculate battery Energy, battery power, State of charge.
3. Chassis
The chassis subsystem contains all the calculations related to vehicle dynamics.
3.1.1 Wheel Speed
Wheel speed is the speed of the wheel in rpm.
Nw = ___V*60___
2*pi*Rw
Where,
Nw = Wheel Speed [rpm] , V = Vehicle Speed [mps], Rw = Radius of the wheel [m]

Figure 1: Wheel speed model

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Volume:03/Issue:02/February-2021 Impact Factor- 5.354 www.irjmets.com
3.1.2 Gross vehicle mass
Gross vehicle mass is the total mass of the vehicle including the driver.
GVM = Kerb mass of the vehicle+ Driver mass
Where,
Kerb mass of the vehicle = The total mass of a vehicle with standard equipment and all necessary operating
consumables such as motor oil, transmission oil, coolant, air conditioning refrigerant, and sometimes a full tank
of fuel, while not loaded with either passengers or cargo.
Driver mass = The total mass of the driver.
3.1.3 Gross vehicle weight
Gross Vehicle Weight is the total weight of the vehicle including the driver and the vehicle.
GVW = GVM ∗ g
Where,
GVM = Gross vehicle mass
g = acceleration due to gravity
3.1.4 Rolling resistance force
Rolling resistance, sometimes called rolling friction or rolling drag, is the force resisting the motion when a body
(such as a ball, tire, or wheel) rolls on a surface. Rolling resistance force is the product of gross vehicle weight
and the rolling resistance coefficient. The coefficient of rolling resistance, which has the dimension of length, is
approximately equal to the value of the rolling resistance force times the radius of the wheel divided by the wheel
load. The coefficient rolling resistance value depends on the wheel and road material.
Fr = GVW ∗ Crf
Where,
Fr = Rolling resistance force [N]
GVW = Gross vehicle weight [N]
Crf = coefficient of rolling friction

Figure 2: Rolling force model.

3.1.5 Gradient force
Gradient resistance force is the force acting on the vehicle when the vehicle is climbing an inclined surface.
Fgr = GVW * sin (ϴ)
Where,
Fgr = Gradient force [N]
ϴ = Angle of inclination with respect to the horizontal [Degrees]

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Figure 3: Gradient force model.

3.1.6 Aerodynamic force

It is a resistive force acting on the vehicle, because of its frontal area, density of air, geometry of car & cars velocity.
When the area of the vehicle is not present the aerodynamic force can be calculated by process called coast down
process.
Fa = 1∗rho∗A∗Cd∗𝑣2
2
Where, Fa = Aerodynamic Force [N] ,
rho = Density of air [Kg/m^3] ,
A = Frontal area [m2]
Cd = Coefficient of Drag,
v = Vehicle Speed [m/s]

Figure 4: Aerodynamic force model.

3.1.7 Acceleration force
Acceleration force is the force that helps the vehicle to reach a predefined speed form rest in a specified period
of time.
Facc = GVM*a
Where,
Facc = Acceleration Force [N]
GVM = Gross Vehicle Mass [kg]
a = acceleration [m/s]

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Figure 5: Acceleration force model.

3.1.8 Total tractive effort
Total tractive effort is the total force that the vehicle needs to provide to the wheel in order to move the vehicle.
Thetotal tractive effort value does not represent for a single wheel, but it represents the total force that needs to
be provided to move the vehicle.
TTE = Fr + Fgr + Fa + Facc
Where,
TTE = Total tractive effort [N]
Fr = Rolling resistance force [N]
Fgr = Gradient force [N]
Fa = Aerodynamic force [N]
Facc = Acceleration force [N]
3.1.9 Wheel Torque
The torque that is required on the wheel to produce the required drive characteristics.
Tw = TTE*Rw
Where,
Tw = Torque of the wheel [Nm]
TTE = Total tractive effort [N]
Rw = Radius of the wheel [m]

Figure 6: Wheel torque model.

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International Research Journal of Modernization in Engineering Technology and Science
Volume:03/Issue:02/February-2021 Impact Factor- 5.354 www.irjmets.com
3.2 Transmission
Transmission is a device present in the electric vehicle which is used to increase torque or speed at the
wheel. The transmission is connected between the motor and the wheels.
Mt = ________________𝑇w______________
Net gear Reduction∗Neff
Where,
Mt = Motor Torque [Nm], Tw = Wheel Torque [Nm]
Net gear Reduction = Gear ratio, Neff = Transmission efficiency
Ms = Nw*Net gear Reduction
Where,
Ms = Motor Speed [rpm]

Figure 7: Motor torque and Motor speed model.

3.3 Electric Motor
An electric motor is an electrical machine that converts electrical energy into mechanical energy.
M_U_P = 2∗pi∗Ms∗Mt
60
Where,
M_U_P = Motor useful power [Watts]
3.3.1 Motor efficiency
We know that all the input power given to the motor is not converted to mechanical power. There will be losses
which occur in the motor. Motor also has the capability to convert mechanical energy into electrical energy which
helps to generate electrical energy to charge the battery. Motor power loss occurs due to factors like Friction,
stray and also Windage losses. All the losses are account to by using the efficiency map of an electric motor. Below
is an efficiency plot of motor based on the on the torque and speed of the motor.
3.3.2 Motor power
Motor Power is the power consumed by the motor. It consists of both the motor power loss and the motor useful
power.
Mp = ____M_U_P >0______
Motor efficiency
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3.3.3 Motor regenerative power
Motor regenerative power is gives us the amount of regenerative power that the motor can produce in order to
provide power to charge the battery. The efficiency of the electric motor in the case of regeneration and in
motoring is different.
MRp = M_U_P < 0*Motor Regenerative Efficiency

3.3.4 Motor Controller

The Motor controller is the electronics package that operates between the batteries and the motor to control the
electric vehicle ‘s speed and acceleration much like a carburetor does in a gasoline-powered vehicle. The
controller transforms the battery’s direct current into alternating current (for AC motors only) and regulates the
energy flow from the battery.

Figure 8: Electric Motor model.

3.4 Battery
The battery subsystem contains all the calculations related to the battery. The battery power, battery voltage,
battery current, battery C-rate and SOC are calculated in the battery.
3.4.1 Power consumed per km
Power per km is the total power consumed to travel a distance of one km. The value represents the average
power consumed for the total distance of the drive cycle. The formula to calculate the power per km is,
∫ 𝐵_𝑃
P_km =
𝐷∗3.6∗10^6
Where,
P_km = Power per km (Wh/km)
P = Battery power (Watts)
D = Drive Cycle Distance (Km)
3.4.2 Battery Energy
Battery Energy is how much energy is stored in the battery. This power is often expressed in Watt-hours (the
symbol Wh). A Watt-hour is the voltage (V) that the battery provides multiplied by how much current Capacity
(Ah) the battery can provide for some amount of time (hours).
B_C = P_km*Range
3.4.3 Voltage
The term “voltage” in a battery refers to the difference in electric potential between the positive and negative
terminals of a battery. A greater difference in potential results in a greater voltage. The battery voltage is
measured as volt(V)

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3.4.4 Current
A flow of charge is known as a current. Batteries put out direct current. Current is measured in ampere-hours (A).
B_C = 𝐵_𝑃
𝐵_𝑉
3.4.5 Battery capacity
Nominal current is the current you would expect from normal use of a battery.
B_c = 𝐵_𝐶
B_V
3.4.6 Battery C-rate
C-rate is a measure of the rate at which a battery is discharged relative to its maximum capacity. C-rate means
that the discharge current will discharge the battery in hour. For a battery with a capacity of Ah, this equates to
a discharge current of Amps. A C rate for this battery would discharge the battery at 500 Amps and C/2 rate
would discharge at 50 Amps.

Figure 9: Battery model.

3.4.7 State of charge
State of Charge (SOC) of a cell denotes the capacity that is currently available as a function of rated capacity. The
unit of SOC is percentage. The value of SOC varies between 0% to 100%. If the SOC is 100%, then the cell is said
to be fully charged, whereas a SOC of 0% indicates the cell is completely discharged. The state of charge of a
battery can be estimated by taking into account the amount of electrical current which is going in and out of the
battery. Below is a method know as coulomb counting which works on the amount of current going in and out of
the battery.

Figure 10: State of charge model.

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IV. MODEL INPUTS AND PROGRAMS
Table 2. Input parameters in the model
Sl Parameter Value Units
No
1. Chassis
2. Wheel Torque
3. Force
4. A. Rolling Resistance Force
5. i. Coefficient of rolling resistance 0.015
[Crf]
6. ii. Gross Vehicle mass [GVM] 1710.665 Kg
7. iii. Gravity constant 9.81 m/s
8. B. Gradient Force
9. i. Grade Angle 0 degree
10. C. Aerodynamic Force
11. i. Velocity [V] From the Kmph
Drive cycle
12. ii. Frontal Area [A] 3.8056 m2
13. iii. Density of air [rho] 1.225 Kg/m3
14. iv. Coefficient of Drag [Cd] 0.28
15. Wheel Speed
16. I. Radius of wheel 0.2032 m
17. Transmission
18. I. Transmission Efficiency [Neff] 89 %
19. II. Net Gear Ratio 1:7.9377
20. Battery:
21. i. Battery Nominal Voltage 364.8 V
22. ii. Battery Initial SOC 100 %
23. iii. Interconnection Resistance 0.0283 Ohms
24. Cell
25. i. Cell Nominal Voltage 3.8 V
26. ii. Cell Capacity 33.1 Ah
27. iii. Cell Peak Charge Current 66.2 A
28. iv. Cell Length 0.29 m
29. v. Cell Width 0.216 m
30. vi. Cell Thickness 0.0071 m
31. vii. Cell Weight 0.787 Kg

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Table 3. Programs
A. Program to import the drive cycle data B. Program to define the input parameters
//Importing Race track data //Vehicle Dynamics
data = csvRead("Drive Cycle.csv") //Radius of the wheelRw = 0.2032 //m
//Creating a variable track to import to the xcos //Coefficient of rolling resistanceCrf=0.015
workspace //Gross Vehicle MassGVM=1710.665 //Kg
Drive.values = data(3:831,2)Drive.time = //Gross vehicle WeightGVW=GVM*9.81 //N
data(3:831,1)
//Area
A = 3.8056
//Coefficient of DragCd = 0.28

//Transmission
//Gear Ratio Gear_ratio = 7.9377
//Transmission EfficiencyNeff = 0.89
V. RESULTS
By combining all the models of chassis, transmission, motor, motor controller and battery and giving the input
parameters to complete the e-race car powertrain, the result is as below :

Figure 11: A complete model of E-race car

VI. CONCLUSION
This paper proposes an innovative approach to simulate the powertrain of the e-race car. The code developed by
the team together with the changes proposed on this paper becomes a good tool to evaluate the dynamics, motor
power, motor efficiency, battery power etc., The powertrain of e-race car has been simulated by the Scilab of
Xcos, this will enhance the technology in race car field that simulation of the main components of the vehicle has
been done.
VII. REFERENCES
[1] Analysis of different powertrain configurations for a formula style electric race car Main Supervisor:
Francisco J. Márquez – Fernández Main Industrial Supervisor: Filip Kronstrom Examiner: Martin Tunér
[2] Real-Time Simulation of A Racing Car Alessandro Tasora1 1Universita degli Studi di Parma,
Dipartimento di Ingegneria Industri ` ale, Parma, Italy.
[3] Formula-E race strategy development using artificial neural networks and Monte Carlo tree search Xuze
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Liu1 • Abbas Fotouhi
[4] https://www.youtube.com/watch?v=Gt_qDQp2V38.
[5] https://www.youtube.com/watch?v=1TIQ4ekaIwM&t=1721s.

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