Electrical Vehicles Design Master Class

A mini project (Summer Internship) report submitted in partial fulfilment of

the requirements for the award of degree of

BACHELOR OF TECHNOLOGY IN
ELECTRICAL AND ELECTRONICS ENGINEERING

SUBMITTED BY
P Balakrishna
21135A0201
Under the esteemed Guidance of
Mr. P.Pawan Puthra
Assistant Professor

Dept. of EEE, GVPCE (A)

Department of ELECTRICAL AND ELECTRONICS ENGINEERING

GAYATRI VIDYA PARISHAD COLLEGE OF ENGINEERING

(AUTONOMOUS)
Affiliated to Andhra University
VISAKHAPATNAM-530048
 CERTIFICATE

This is to certify that the mini project(summer internship) report

“Electrical Vehicles Design MasterClass” submitted by, P Balakrishna
(21135A0201), in partial fulfilment of the requirements for the degree of
Bachelor of technology in Electrical and Electronics Engineering, GVP
COLLEGE OF ENGINEERING (Autonomous), Affiliated to Jawaharlal
Nehru Technological University (JNTUK), Kakinada has been carried under
my supervision during 2022 – 2023.

Project Mentor Head of the Department

Mr. P. Pawan Puthra Dr. G V E Satish Kumar

Assistant Professor Professor & Head

Dept of EEE, GVPCE(A) Dept of EEE, GVPCE(A)

 ACKNOWLEDGEMENT

I am happy to present this report “Electrical Vehicles Design

MasterClass” in partial fulfilment of the requirement for the award of degree of
B. Tech., in Electrical & Electronics Engineering.

I consider it as my privilege to express my deep gratitude and

respect to Mr. P. Pawan Puthra (Assistant Professor) in EEE Dept., GVPCE
(Autonomous) for giving us guidance and valuable advice throughout for the
successful completion of the project.

We intend to express our thanks with sincere obedience to Dr.G V

E Satish Kumar, Head of EEE Dept, GVPCE (Autonomous) and to our principal
Dr.A.B. Koteswara Rao, Principal, GVPCE (Autonomous) for giving me the
support and guidance

Lastly, we are grateful to one and all who have contributed either directly or
indirectly for the completion of this project.

Mr. P. Pawan Puthra

Assistant Professor

P Balakrishna

21135A0201
ABSTRACT

Conventional vehicles utilise petroleum derived fuels to provide good

performance and long range. But there are some disadvantages such as low fuel
economy and exhaust gas emissions causing environmental pollution. In this
respect, interest in electric vehicles is increasing. In this study, the dynamic
model of an electric vehicle was created with MATLAB/Simulink. The energy
consumption values of the electric vehicle were determined. The effect of
parameters on vehicle performance and energy consumption has been
examined. As a result of tests, the vehicle consumes 15.82 kWh of energy per
100 kilometres and the vehicle has a 177 kilometres 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 model’s
tests. In the WLTP cycle, the vehicle consumes 17.93 kWh of energy per 100
kilometres and the vehicle has a 157 kilometres range. With regenerative
braking, an energy saving of 8% was achieved in 100 kilometres.

With the advancing technology, it has taken a drift in the automobile

industry with the introduction of Electric Vehicles. Electric Vehicles provide to
humanity as a sustainable mode of transport, by not deteriorating the
environment. This paper describes the procedure for modelling an Electric
Vehicle in MATLAB and Simulink, by explaining various- Motor Model,
Battery Model, Power Model, and Regenerative System. Through Simulink, the
designed Electric Vehicle is simulated and various factors like- Motor Torque,
Vehicle Speed, State of Charge of Battery were calculated by providing Driving
Cycle. The various observed factors were analysed for improving the model.
 Contents
ACKNOWLEDGEMENT
iii ABSTRACT

Iv LIST OF FIGURES

LIST OF TABLES

CHAPTER -1 INTRODUCTION

1.1Introduction to Electric Vehicle

1.2Introduction to MATLAB AND SIMULINK

1.2.1 MATLAB

1.2.2 SIMULINK

CHAPTER -2 BASICS OF ELECTRICAL VEHICLE

2.1 Principle

2.2 Basic Block diagram of Electrical Vehicle

2.2.1 Block diagram Explanation

2.2.2 Vehicle energy flow model

2.2.3 Motor model

2.3Pros and Cons of Electrical vehicle

2.4Forces on the vehicle:

2.4.1 Rolling resistance force (Frr)

2.4.2 Aerodynamic drag force (Faero)

2.4.3 Hill climbing force (Fhc)

2.4.4 Acceleration Force (Fxl)

2.4.4.1 Linear Acceleration force

2.4.4.2 Angular Acceleration force

2.5 Power*speed vs Power consumption graph of Electric vehicle

CHAPTER- 3 BATTERY MANAGEMENT SYSTEM

3.1 Battery Equivalent circuit

3.2 Cell Balancing

3.3 Battery Protection

3.4 Protection of Voltage and Current

3.5 Why Batteries Fail?

3.6How Cells fail?

3.7 Vehicle Specifications

3.8 Prototype of EV

CHAPTER -4 PROTOCOLS FOR EV APPLICATION

4.1 EV subsystem

4.2 Basic Communication system

4.3 Types of Communication

4.4 Protocols & its Types

CHAPTER -5 CONCLUSION
 CHAPTER-1 INTRODUCTION

1.1Introduction to Electric Vehicle

The first electric vehicle was produced by Thomas Parker in 1884, 25 years after the
invention of lead-acid batteries. After that date, many electric vehicle models appeared.
However, the development of internal combustion engine technology and the reduction in
mass production costs have left electric vehicles behind. The energy crisis that lived between
1970 and 1980 brought electric vehicles back to the forefront. But they could not reach the
high speeds and long ranges of conventional vehicles. Electric vehicles consist of various
models, which are interconnected for working of the vehicle. Initially while designing an
electric vehicle, one has to fix certain parameters like, radius of tires, type of motor, type of
battery and the dimensions of the vehicle. These factors are used in calculation of various
factors like- Resistances offered, Torque provided by tires, Charge and Discharge rate of
Battery. The design of the vehicle plays an important role in the efficiency of the vehicle. The
main components of an Electric Vehicle are the Motor and the Battery. The choice of motor
depends on the environmental conditions in which the vehicle would be driven, it also
depends on the amount of range for which vehicle is needed to be designed, different motors
provide different torques.

A. Kerem, as electric vehicle technology in the world develops, interest in electric

vehicles will increase. This shows that environmental pollution will decrease and
dependence on petrol will decrease.

B. O. Vatan, modelling of an electric vehicle with MATLAB/Simulink. The model has a

30-kWh battery. This vehicle in the city consumes 0.58 kWh/100km and 0.44
kWh/100km outside the city. The vehicle has a max range of 52–70-kilometre E. Scaltz,
designed and modelled as an electric vehicle. This vehicle consumes 148.3 kWh/km of
energy. Also explains that a large part of the energy loss is caused by the auxiliary loads,
the lighting system, the security systems, the comfort systems and the battery.

C. X. D. Xue, tried to determine the appropriate electric motor for electric vehicles.
Electric motors were compared according to efficiency, cost, safety and weight criteria.
The study concludes that the permanent magnet synchronous motor is the best motor
type.

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.

The motor and the battery need to sync efficiently as there is constant flow of charge
between the motor and the battery. As the world is marching forward in the development
of alternate sources of energy, to support the Battery model, for running the vehicle, a
Regenerative System is introduced in the model. Through the regenerative system, when
the vehicle is braked, the tires do not immediately come to stop, there is still rotational
kinetic energy left in them. At this time, the rotational kinetic energy, which is a form of
mechanical energy, is converted into electrical energy through the generators in the
regenerative system and stored that generated electrical energy into the battery. With the
help of a regenerative system, the state of charge of the battery is improved and thereby
the range of the electric vehicle is also increased.

1.2 Introduction to MATLAB and SIMULINK

1.2.1 MATLAB
(an abbreviation of "MATrix LABoratory") is a proprietary multiparadigm
programming language and numeric computing environment developed by MathWorks.
MATLAB allows matrix manipulations, plotting of functions and data, implementation of
algorithms, creation of user interfaces, and interfacing with programs written in other
languages.
Although MATLAB is intended primarily for numeric computing, an optional toolbox
uses the MuPAD symbolic engine allowing access to symbolic computing abilities. An
additional package, Simulink, adds graphical multi-domain simulation and model-based
design for dynamic and embedded systems.

1.2.2 SIMULINK
Simulink is a simulation and model-based design environment for dynamic and
embedded systems, integrated with MATLAB. Simulink, also developed by MathWorks,
is a data flow graphical programming language tool for modelling, simulating and
analysing multi-domain dynamic systems.
Simulink bridges development from requirements and system architecture to detailed
component design, implementation, and testing. Capture and decompose requirements.

CHAPTER -2 BASICS OF ELECTRICAL VEHICLE

An electric vehicle (EV) is a vehicle that uses one or more electric motors for
propulsion. It can be powered by a collector system, with electricity from extravehicular
sources, or it can be powered autonomously by a battery (sometimes charged by solar
panels, or by converting fuel to electricity using fuel cells or a generator).

2.1 PRINCIPLE:

An electric vehicle (EV) is a vehicle that uses one or more electric

motors for propulsion. It can be powered by a collector system, with electricity from
extravehicular sources, or it can be powered autonomously by a battery (sometimes
charged by solar panels, or by converting fuel to electricity using fuel cells or a
generator). (EVs) have an electric motor instead of an internal combustion engine.
The vehicle uses a large traction battery pack to power the electric motor and must be
plugged into a charging station or wall outlet to charge.

THEORY:

The vehicle uses a large traction battery pack to power the electric motor and must
be plugged into a charging station or wall outlet to charge. Because it runs on
electricity, the vehicle emits no exhaust from a tailpipe and does not contain the
typical liquid fuel components, such as a fuel pump, fuel line, or fuel tank. Both
heavy-duty and light-duty EVs are commercially available. EVs are typically more
expensive than similar conventional and hybrid vehicles, although some cost can be
recovered through fuel savings, a federal tax credit, or state incentives

2.2 Basic Block diagram of Electric vehicle design

 Fig: Basic block diagram of EV vehicle

Fig: pictorial representation of parts of EV

2.2.1 Block Diagram Explanation

The base of any car is the battery. As told earlier, the battery used for this car is very
expensive. By using lead acid batteries, the weight of the car increases a lot (>>1000 pounds).
As the number of batteries range from 50 to more, they occupy a lot of space as well. They
generate less driving power compared to gasoline cars. After a long drive, they need at least
ten hours to get recharged completely. Apart from the battery used for the car mechanism,
there is also an additional 12 V battery on board. This is needed to provide power for other
components like wipers, radio, air conditioner and so on. But the extra expense comes when
you have to recharge the battery. You will need a 300V Dc to 12V DC converter.

Thus, when the accelerator is fully pressed, the controller produces almost 96 V to the
motor. If the accelerator is released, the controller delivers 0V. Thus, the controller stands as
a buyer of power from the battery and giver of power to the motor. As the accelerator is
pressed in different modes, the controller is supposed to give an output power accordingly.
So, variable potentiometers are connected between the accelerator and the controller, so that
variable potentiometers are connected between the accelerator and the controller, so that
variable, but proportional power can be delivered to the motor. But if the potentiometer goes
wrong the result can be fatal. So, as a safety measure, there are two potentiometers connected
to the accelerator. If both show equal value, then the controller proceeds.
 In most of the cars, the controller is just a normal switch with an ON position while
accelerating and an OFF position while decelerating. But this is difficult for the driver as he
will not get a flow. Thus, the controller acts as a pulsator. It notices the value of
potentiometer and rapidly switches the proportional power to the motor. The motors used in
electric cars can be AC or DC. Mostly DC motors are preferred to AC motors because they
are simple to configure and are not at all expensive. For AC motors 3-phase motors have to
be used, running at 240V AC. DC motors, on the other hand, require only (96-192) Volts. DC
motors can also be overdriven for a short period of time.

2.2.2 Vehicle Energy Flow Model

Figure. Energy Flow in Electric Vehicle

2.2.3 Motor Model:

Permanent Magnet Synchronous Motor (PMSM) are most used motors in designing
Electric Vehicles because of their efficient output and less loss of energy. Permanent
Magnets produce high flux density in air gap thereby increasing power density and torque
to inertia ratio. PMSM have fast response and high efficiency. PMSM has two main
sections, Rotor and Stator. Stator consists of three phase sinusoidally distributed copper
winding. The Rotor does not have winding. The three-phase balanced supply is provided
to the stator winding which produces a rotating EMF of constant amplitude in the air gap.
The stator current is controlled by the position feedback of the rotor in order to maintain
the frequency in synchronism to the rotor. The interaction of these stator and rotor fields
results in torque development on the rotor.

Figure. PMSM Motor

 A permanent magnet synchronous motor (PMSM) is a cross between an induction motor
and a brushless DC motor with a higher power density than an induction motor. Due to their
advantages, permanent synchronous motors are a very popular solution in electrical drives.
On the following pages, we introduce you to the ideal solution applied to the PMSM
recommended products for discrete design options and integrated motor controller ICs.

Fig: Cross sectional view of Motor

2.3Pros and Cons of Electrical vehicle

As we know that there are many advantages compared with disadvantages with Electric
Vehicles.

1. Cheaper operating costs. Electricity is not free, nor is it cheap. However, it is

cheaper in most countries compared to petrol and diesel costs.
 2. You can charge your EV at home. Although you might be able to locate a
commercial EV charging station in your area, chances are, you won’t as they
aren’t ...
3. EV’s are practically silent. Compared to an internal combustion engine, Evs
are dead silent. They will offer you a tranquil and smooth driving experience.
4. EVs are emission-free. While some people might argue such a notion, EVs
have a drastically smaller carbon footprint than internal combustion engine
vehicles.
2.4 Forces on the vehicle:

· Total Tractive Force:

· Rolling resistance force (Frr)
· Aerodynamic drag force (Faero)
· Hill climbing force (Fhc)
· Acceleration Force (Fxl)
1.Linear Acceleration force
2.Angular Acceleration force

2.4.1 Rolling resistance force:

It is one of the forces that act to oppose the motion of the vehicle.

The coefficient is a function of tire material, pressure, road structure, temperature,

material, presence and absence of liquids on the road.

· This value varies with speed

· Tire pressure increases as its value decreases

Frr=µrr*m*g

µrr=Rolling Resistance Constant (for car tires on concrete/asphalt = 0.013)

m=mass of the vehicle

g= gravitational force constant

2.4.2 Aerodynamic drag force:

 Fig: Pressure acting on Vehicle

The resistance due to aerodynamic drag is formulated as follows:

Fad =1/2*ρ*Cd*A*V2;

ρ = air density kg/m3;

A= frontal area m2 ;

Cd = aerodynamic drag coefficient, (depends upon design of the vehicle);

V = Velocity of the vehicle m/s.

Basic values of drag coefficient Cd:

Fig: drag coefficient for various surfaces.

2.4.3 Hill Climbing force:

The resistance offered to vehicles moving on a slope. The climbing resistance is due to the
gravity’s component.

ϴ denotes gradient of the path in degrees.

Fhc = m*g*sinϴ (while it rise).

 Fig: Vehicle while on slope with forces acting on it.

2.4.4 Acceleration force

2.4.4.1 Linear Acceleration force

A linear force (a force along a straight line), f, applied to a mass, m, gives rise to a
linear acceleration, a.
Fia =m*a.
2.4.4.2 Angular Acceleration Force
Angular acceleration of an object undergoing circular motion is defined as the rate
with which its angular velocity changes with time. Angular acceleration is also referred to
as rotational acceleration. It is a vector quantity, that is, it has both magnitude and
direction.
Fwa = (I*g2*a)/r2 ɳq
I= Moment of Inertia;
g = gear ratio;
a = acceleration;
r = radius of tire;
ɳq = Efficiency of gear.
2.4.5 Total tractive force: (Rolling resistance force (Frr) +Aerodynamic drag force (Faero)
+Hill climbing force (Fhc)+Acceleration Force (Fxl))

2.5 Power*speed vs Power consumption graph of Electric vehicle

 Fig: graph of Power*speed vs Power consumption of EV

2.6 Vehicle data:

· Vehicle type: Half Car Model
· Rider mass=80 kg
· Vehicle mass =230 kg
· CG height=254 mm
· Drag coefficient =1.2
· Front axle=1520 mm
· Rear axle=1400 mm
· Front area=1.33 m^2
Tire Parameters:
· Tire1=10
· Tire 2=1.9
· Tire3=1
· Tire4=0.97
· Tire diameter=18 inch
· Tire inertia= 1e-3 kg*m^2
· Roll resist=0.005
With the help of above parameter data, the basic vehicle diagram simulation has been
done and with a scope at the starting with zero and with positive pulse and with
negative pulse.The simulations along with output graph are listed below.
 CHAPTER -3 BATTERY MANAGEMENT SYSTEM

A Battery Management System (BMS) is an electronic regulator that monitors and controls
the charging and discharging of rechargeable batteries used in Electric Vehicles.

· Protects the battery from operating outside its safe operating area.

· Monitors its state.

· Controls its environment, authenticates it and balances it.

· Control the recharging of the battery by redirecting the recovered energy (from
regenerative braking) back into the battery pack.

Battery Management System helps:

· To increase battery life

· To enable battery protection

· To battery parameters

How to design a battery management system?

Infineon integrated circuits and designs help you to layout your Battery Management System.
Careful design considerations on charging and discharging processes on battery protection
and cell monitoring will support you throughout your design.

Infineon ‘s solutions and design resources for a battery management system, help you to
overcome your design challenges and support your success in developing more efficient,
longer-lasting and more reliable battery-powered applications.

From engineers to engineers, our tools will support you in every phase of your design, from
comparing the different products to simulations, and of course ready to use reference designs.

3.1 Battery Equivalent Circuit:

Fig: Battery equivalent circuit

3.2 Cell Balancing:

1. Active cell balancing is a more complex balancing technique that redistributes charge
between battery cells during the charge and discharge cycles, thereby increasing system run
time by increasing the total usable charge in the battery stack, decreasing charge time
compared with passive balancing, and decreasing heat.

2. Passive Balancing Allows All Cells to Appear to Have the Same Capacity. ... Using a
relatively low current, it drains a small amount of energy from high SoC cells during the
charging cycle so that all cells charge to their maximum SoC (state of charge).

3.3 Battery Protection:

· Protects the battery from operating outside its safe operating area.

· Monitors its state.

· Controls its environment, authenticates it and/or balances it.

· Control the recharging of the battery by redirecting the recovered energy

(from regenerative braking) back into the battery pack.

3.4 Protection of Voltage and Current graph:

3.5 Why Batteries Fail?

1.Cell fault

2.Manufacturing process out of control

3.Ageing

4.Uncontrolled operating conditions

5.Abuse

6.External factors

3.6 How cells Fail?

1 Active chemicals exhausted

2 Change in physical structure of the electrodes

3 Breakdown of the electrolyte

4 Electrode plating

5 Increased internal impedance

6 Reduced capacity

7 Increased self-discharging

8 Gassing

9 Pressure builds up

10 Penetration of the separator

 11 Overheating

12 Thermal runaway

3.7 Vehicle Specifications:

1. Motor Type: PMDC Motor

2. Operation: 4 Quadrant

3. Motor Speed 0-100rpm

4. Vehicle Speed: 0-20/25 kmph

5. Break: Regenerative Brake

6. Controller: Arduino Mega

3.8 Prototype of EV:

 CHAPTER -4 PROTOCOLS FOR EV APPLICATION
4.1 EV subsystem

4.2 Basic Communication system

4.3 Types of Communication

4.4 Protocols & its Types

4.1 EV subsystem

Fig:

Typical Subsystems

· Chassis systems

· Airbag systems

· Power train

· Body and Comfort Electronics

· Multimedia & infotainments

Wireless & Telematics

Chassis systems.

Complexity, integration and electrification are the main drivers of modern chassis
systems development. Gain insight into recent technology developments in steering and
 braking systems, suspension, tires and vehicle dynamics control. As these systems
continue to integrate more electronic components, manufacturers are adopting processes
to meet safety regulations such as the ISO 26262.

Airbag systems.

Safety drives airbag innovations

TPO and POE for airbag covers

Thermoplastic olefins (TPO) can help increase the safety of a vehicle’s interior by
preventing brittle failures under high impacts like airbag deployments. By using
ENGAGE polyolefin elastomers (POE) to manufacture TPO airbag covers, you can
improve low-temperature ductility – helping important safety features like airbags to
operate properly, even at temperatures below -30°C. ENGAGE XLT POE can enable
lighter, thinner TPO parts with increased stiffness, comparable impact strength and
greater flow.Excellent toughness and flexibility, Enhanced aesthetic properties, like
surface gloss,Potential reduction in cycle time, especially in POE-rich formulations,
Fabric coatings, top coats and seam sealants. Meet your critical safety and design
objectives with silicone elastomer fabric coatings, friction-reducing top coats, and seam
sealants from Dow. Create smaller-sized, lighter-weight packages and more durable
performance in all types of airbag system designs.

Elastomer fabric coatings:

This is the material of the air bag coating while deploying.

Powertrain.

As the name suggests, the powertrain provides power to the vehicle. Powertrain refers to
the set of components that generate the power required to move the vehicle and deliver it to
the wheels.

Body and Comfort Electronics.

Today, automotive software is getting increasingly complex due to the competitive pressure
to provide increasingly improved quality, safety, luxury, and economy. Therefore, Electronic
control units (ECUs) and controller algorithms in cars increase, vehicles are becoming more
and more complex, and development and testing of vehicle components become time
consuming.Primate has paved the way for innovation in heavy-duty vehicle ECU testing and
provided highly intuitive end-to-end automotive testing services and solutions for an
extensive range of Body and comfort electronics ECUs.

Multimedia & infotainment.

What is In-vehicle infotainment?

The IVI can be described as a combination of vehicle systems which are used to deliver
entertainment and information to the driver and the passengers through audio/ video
interfaces, control elements like touch screen displays, button panel, voice commands, and
more.Everything You Need to Know About In-Vehicle Infotainment Systems. Everything
You Need to Know About In-Vehicle Infotainment System. The entire automotive industry is
moving towards developing innovative technologies to enable better connectivity solutions,
improve vehicle safety, and enhance in-vehicle user-experience. One of the key technologies,
which works as a focal point of all the modern automotive systems and integrates their
functions to be controlled and monitored from one central unit, is “In-Vehicle Infotainment
System”.

4.2 Basic Communication system

Fig: picture of Communication block diagram

 4.3 Types of Communications

Fault Tolerance, Determinism, Bandwidth, Receiver, Flexibility these five are the
main parts for the communication in EV’S

➔ Fault tolerance

It identifies the faults in the vehicle and sends it to the instrumental cluster.

➔ Determinism

We can determine our requirement through voice which is assisted at infotainment system

➔ Band width

a range of frequencies within a given band, in particular that used for transmitting a signal the
transmission capacity of a computer network or other telecommunication system

➔ Receiver

A wireless charging system can include a charging station and a charge receiver. The charge
receiver can be provided on a vehicle. The charging station can include a movable charge
transmitter. The system includes a sensor that can detect a relative position of the charge
receiver

➔ Flexibility

One of the biggest advantages of driving electric is the improvement it can make to the
environment we live in. Pure electric vehicles have no tailpipe, so they don’t emit any
exhaust gases, which reduces local air pollution particularly in congested cities.

·
 ➔ Security

Electric cars can also be left exposed because of their charging stations. This is because of the
combination of a physical security attack and a cybersecurity attack known as the
substitution attack. This attack gives attackers the ability to digitally clone and use an
electric car’s ‘identity.’

Fig: Tabular form of subsystems

What is PROTOCOL?

It is an arrangement about how to do something.

4.4 Types of Protocols

· Data Link Protocols

· UART/SPI/IIC/LIN/CAN/Flex-Ray/Ethernet

· Application Protocols

· UDS/J1939/CAN-Open/MOST

· Bluetooth/Wi-Fi/USB/4G/5G/V2G

Wired Technology

· Local Interconnect Network (LIN)

· 1998 invented by consortium of Automotive Industry (Audi, BMW, Daimler-Chrysler,

Volcano, Volvo, Volkswagen & Motorola) Standardised Open Source Network2001 LIN-
1.1, 2003 - LIN-2.0

· Inexpensive Network Speed up to 2KBps.

 · wire system

· Generally used in Body and Comfort Subsystem and further with CAN/LIN Gateway

CAN-Controlled Area Network

· 1980s Bosh released CAN Protocol to the world

· ISO 11898 is the most commonly used fieldbus in the European automotive industry.

· US SAE J1850 plays the main role, while in the truck and bus applications J1939.

· 150Kbps.

· Broadcast type protocol, 2 wire system

Wireless technologies

· Bluetooth

Standard : IEEE 802.15.1

· ZigBee

Standard : IEEE 802.15.4

· Wi-Fi

Standard : IEEE 802.11 network

· UWB(Ultra Wide Band)

Standard :IEEE 802.15.3a

Vehicle data:
· Vehicle type: Half Car Model
· Rider mass=80 kg
· Vehicle mass =230 kg
· CG height=254 mm
· Drag coefficient =1.2
· Front axle=1520 mm
· Rear axle=1400 mm
· Front area=1.33 m^2
Tire Parameters:
· Tire1=10
 · Tire 2=1.9
· Tire3=1
· Tire4=0.97
· Tire diameter=18 inch
· Tire inertia= 1e-3 kg*m^2

· Roll resist=0.005

With the help of above parameter data, the basic vehicle diagram simulation has been
done and with a scope at the starting with zero and with positive pulse and with
negative pulse. The simulations along with the output graph are listed below.

Fig: Simulation of basic Electrical vehicle

Fig: output with no scope

Fig:Output due to negative scope

Fig:Output Due to positive scope

The Driving Scenario Designer app enables you to generate multiple sensor configurations quickly
and interactively. The Driving Scenario Designer app enables you to design synthetic driving
scenarios for testing your autonomous driving systems. Using the app, you can: Create Road and actor
models using a drag-and-drop interface. Configure vision, radar, lidar, and INS sensors mounted on
the ego vehicle. You can use these sensors to generate actor and lane boundary detections, point cloud
data, and inertial measurements. Export road network, actors, and trajectories in a driving scenario.
Generate MATLAB code of the scenario and sensors, and then programmatically modify the scenario
and import it back into the app for further simulation.

Fig:vehicle,road and camera to each

Fig: vehicles moving in a arranged

vehicle alignment and its 3D view. road with their camera view.
 CHAPTER -5 CONCLUSION

Both developed and developing countries have become more active in EV

introduction and diffusion. In developed countries, the government has led the promotion
of next-generation environment-friendly vehicles. In the industrial world, not only
conventional auto manufacturers but also large and small enterprises have joined the EV
business as new business opportunities. In accordance with the implementation of many
pilot projects and EV related events, public expectation on EVs is high. However, there is
no clear indication for full-fledged diffusion. This is because of high prices of EVs,
limited models, lack of charging infrastructure, and lack of trust in the market in terms of
life span of EVs and safety. On the other hand, big auto manufacturers have become
bolder in EV development, which is seen to address the above-mentioned problems and
accelerate EV diffusion.

So, on manufacturing these EV's there will be lots of benefits in savings of fuel, fast
charging system, the production cost will be lesser, control of emission takes place low
noise pollution, easy to rebuild in any damages happen, and safe to drive, by keeping all
these points EV will be boom for the future.

THANK YOU