Journal of Advanced Zoology

ISSN: 0253-7214
Volume 45 Issue 1 Year 2024 Page 106:114

____________________________________________________________________________________________________________________________

Model Development For Electric Vehicle Powertrain Thermal Management

System
Mr. A.V.N.S.D.N. TEJA1*, P. Manjunath2, Dr. Smt. G. Prasanthi3
1
*MTech (P.G Research scholar, Refrigeration& Air Conditioning), [email protected]
3
Professor 1,3Mechanical Engineering Department, [email protected]
2
Chief Engineer-Powertrain (Gannet Engineering Pvt. Ltd.) [email protected],
1,3
JNTUA College of Engineering (Autonomous), Ananthapuramu, Andhra Pradesh, India – 515002.

*Corresponding Author: - Mr. A.V.N.S.D.N. TEJA

*MTech (P.G Research scholar, Refrigeration& Air Conditioning), [email protected]

Abstract

The rapidly growing electric vehicle market has emerged as a key

participant in the fight against environmental degradation and the oil
shortage.[14] Effective heat management systems are crucial as these
cars are developed in order to guarantee battery safety, maximize energy
efficiency, and increase vehicle lifespan. With today's technology,
thermal energy in electric cars can be used and controlled more
effectively. Temperature is to be optimized between components such as
battery, charger, DC-DC converter, inverter, and electric motor [7] In this
work, a comprehensive assessment of several thermal management
methodologies at component level is to be done with a particular
emphasis on the components using a variable fan and variable flow
coolant pump. It is also proposed to add an AC chilling system to the
battery and charger to safeguard the components if something happens
beyond the temperature. Then the vehicle may be safe to run the
components at its optimal efficiency and may reduce the range anxiety
[13] . The time and cost for designing these complicated systems can be
significantly decreased with a suitable system simulation tool. A
simulation model will be useful for assessing different control algorithms
and should be able to effectively co-simulate with vehicle simulation
programs.[12] As MATLAB/Simulink dynamic system software
performs effective simulations [5] , it may be used to achieve the
requirements. This work will be completed with the assistance of Gannet
Engineering Private Limited, Bengaluru.

CC License Keywords: Electric Vehicle Powertrain Thermal Management System,

CC-BY-NC-SA 4.0 MATLAB/Simulink, Battery.

I. INTRODUCTION

Electric Vehicle Powertrain Thermal Management System [15] is a part of Electric vehicle thermal management
system [8]. It consists of a Coolant circuit, which includes coolant pump, powertrain components, radiator,
coolant and cooling fan. All powertrain components [6], which includes Battery, On-board charger, DC_DC
converter, Inverter and motor are connected through common coolant, pump and radiator. Frequent use of inlet
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and outlet terms are referring to coolant flow [3] . At each component inlet side placed analog temperature
sensors. Cooling fan used in this system contains three speed settings as 0, 1, and 2. The System monitors
temperature of each component and calculate temperature raise and heat energy of each component. Based on
temperature at motor outlet and total heat energy, it decides speeds of both coolant pump and cooling [1] . The
system monitors all component’s temperature raise and also checks component temperature change exceeds its
threshold value or not. If it exceeds corresponding switching logic to be activated in circuit

II. FUNCTIONS

1) THE THERMAL MANAGEMENT SYSTEM in an electric vehicle (EV) plays a crucial role in
maintaining the optimal operating temperature of various components within the electric powertrain [2]. Unlike
internal combustion engine (ICE) vehicles, EVs do not have waste heat from an engine to help regulate
temperatures. Therefore, a thermal management system is even more critical in EVs to ensure efficient and safe
operation. Here are the primary functions of an electric vehicle powertrain thermal management system

2) BATTERY COOLING: Maintaining the proper temperature of the battery pack is crucial for its
performance, safety, and lifespan. The thermal management system helps cool the battery during high-demand
activities like fast charging and discharging excess heat generated during operation. It may also warm the
battery in cold weather to optimize performance.

3) MOTOR COOLING: Electric motors generate heat during operation. The thermal management system
ensures that the motor remains within its optimal temperature range to maximize efficiency and longevity.

4) POWER ELECTRONICS COOLING: power electronics, including inverters and converters, are
responsible for managing the flow of electricity between the battery and the motor. These components can get
hot, and the thermal management system cools them to prevent overheating and maintain efficiency [4] .

5) CHARGING SYSTEM COOLING: During fast charging or rapid DC charging, the charging equipment
can generate a significant amount of heat. The thermal management system helps cool the charging components
to ensure safety and charging efficiency.

6) MOTOR AND INVERTER PRECONDITIONING: Preconditioning may also extend to the electric
motor and inverter, ensuring they are at an ideal temperature for maximum performance when you begin
driving.

III. Methods

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A) REQUIREMENTS DEVELOPMENT FOR EV POWERTRAIN CONTROL SYSTEM

Sensors
Hardware Input sensors for the Component Cooling TMS in EV are: Six Analog Temperature sensors, Analog
inputs of all temperature sensors are connected at various positions that are given below
i. After Pump Outlet
ii. After Battery
iii. After Charger
iv. After DC_DC converter
v. After Inverter
vi. After motor

B) ACTUATORS

i. Coolant PUMP PWM OUTPUT – 0 to 100%

ii. Coolant Fan Low speed – Relay output – 0 or 1
iii. Coolant Fan High speed – Relay output – 0 or 1
iv. AC Compressor – Relay output – 0 or 1
v. AC By-pass valve – relay output – 0 or 1

C) FUNCTIONAL REQUIREMENTS

In this model, three subsystems are presented and listed below

1. Input Subsystem Operation: Six temperature sensors are positioned at each component. When an Electric
vehicle is in running condition, the temperature rise is detected and sends those values to the output block.

2. State identifier
2.1. Delta-T & Delta-Q Calculator Subsystem Operation:
The input side of this subsystem is connected to the input subsystem and the output side gives out the total
temperature rise and total heat energy generated.
Input: input subsystem
Output: Total heat and temperature rise of each system Logic used:
Temperature rise = Temperature at the outlet (Tout) - Temperature at the inlet (Tin)Heat energy = m*Cp*(Tout
– Tin)
m = mass flow rate of coolant
Cp = specific heat capacity=1(in this model)
m value calculations completely based on pump speed

2.2 State identification Subsystem Operation:

This system input side is connected to Delta-T & Delta-Q Calculator Subsystem using logic it gives out different
signals: State of system, Fan speed, and pump speed.

3. Output Subsystem Operation: Normal means coolant speed normal

Critical means coolant speed at maximum value by operating motor at high speed
Super Critical means in this stage pump speed is at maximum value and additional cooling is provided by the
refrigerant to critical components such as the battery and onboard charger

D) LOGIC USED
Step1:
Each component contains a threshold value of temperature rise in this system threshold values are listed below:
All temperature values indicate temperature raise

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Table 1: Temperature Values of Each Component

Component Threshold Value Critical Value
Battery 40 C 50 C
Charger 30 C 40 C
Dc-Dc converter 20 C -
Inverter 30 C -
Motor 30 C -

Supercritical: It applies to battery and charger circuits only.

To decide whether the circuit is supercritical or not in the following steps
First, it checks the temperature rise across the battery and on-board charger critical values if a raise in
temperature exceeds the critical value then output super critical value as logic 1 See Error! Reference source
not found.

Table 2: Output Pin Conditions

Condition Output pin
If the system detects any temperature raise value exceedsNormal/Critical pin: Logic 1
a threshold value
Else Normal/Critical pin: Logic 0
If a change in temperature raise exceeds the CriticalSupercritical pin: Logic 1
value then output super critical value as logic 1
Else Supercritical pin: Logic
0

Step 2:
Fan Speed and Pump speed in case of Normal/Critical pin ==1
If output is logic 1:
Then set the pump speed to maximum value [100] and cooling fan speed to maximum value [2]
Else:
Pump speed and fan speed values calculations in step3 See Error! Reference source not found.

Table 3: Output Pin Conditions For Fan &Pump Speeds

Condition Output pin
Normal/Critical pin ==1 Fan speed = 2
Normal/Critical pin ==1 Pump speed = 100

Step 3:
Fan Speed and Pump speed in case of Normal/Critical pin ==0
Fan speed depends on the temperature at the outlet of the motor
Pump speed depends on the total heat value generated from each component See Error! Reference source not
found.

Table 4: Output Pin Conditions for Fan &Pump Speeds Based On Final Temperature &Heat Values
Condition Output Pin
Final temperature <40 Fan speed = 0
40<=Final temperature<70 Fan speed = 1
Final temperature>70 Fan speed = 2
Total heat = [0-100] Pump seed = [0-100]

See Error! Reference source not found.for Output Pin Conditions for Fan &Pump Speeds Based On Final
Temperature &Heat Values

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IV. MATLAB MODEL DEVELOPMENT

A). System Architecture model

Figure 1Powertrain Model

Figure 1Powertrain Model

B). State Identifier Subsystem

This subsystem comprises two blocks, the Delta-T & Delta-Q Calculator Subsystem and the State identification
Subsystem.
I. State identification Subsystem:

Figure 2State identification Subsystem

Error! Reference source not found.

II. Delta-T & Delta-Q Calculator Subsystem:

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Figure 3Delta-T & Delta-Q Calculator Subsystem.

Figure 3Delta-T & Delta-Q Calculator Subsystem.

V. MODEL VERIFICATION

TESTING:
In Simulink, the Signal Builder block is a valuable tool for creating and managing input signals to verify and
validate models. It allows you to define and generate input signals, making it particularly useful for model
verification and testing. Here's how to use the Signal Builder block in Simulink for this purpose:

I. STEPS INVOLVED
1.1. Open Simulink Model: Start by opening the Simulink model you want to verify or test. If you don't have
a model yet, create one or import an existing one.
1.2. Insert Signal Builder Block:
1.2.1. In Simulink, navigate to the Simulink Library Browser.
1.2.2. Expand the "Simulink" block set.
1.2.3. Find the "Sources" category and locate the "Signal Builder" block.
1.2.4. Drag and drop the Signal Builder block into your Simulink model.

1.3. Configure the Signal Builder Block:

1.3.1. Double-click on the Signal Builder block to open its configuration dialog.
1.3.2. Define the signal names and values: You can specify the names of the signals and their associated data
points. Each signal can be composed of multiple data points to create complex input profiles.
1.3.3. Define the time vector: Set the time vector to specify when each data point in the signals occurs.

1.4. Define Signals and Data Points:

1.4.1. In the Signal Builder block dialog, define the signals you want to use for your verification.
1.4.2. For each signal, define its data points by specifying values at specific time instances. You can define
linear ramps, step changes, or more complex waveforms.

1.5. Save or Load Signal Builder Data:

1.5.1. You can save and load Signal Builder data using the "Save" and "Load" buttons in the configuration
dialog. This helps reuse signals in different models or share them with team members.

1.6. Connect Signal Builder to the Model:

1.6.1. Connect the output of the Signal Builder block to the input of the subsystem or block you want to verify.

1.7. Simulation Configuration:

1.7.1. Configure your simulation settings, such as the simulation time, solver options, and any other necessary
settings for your specific model.
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1.8. Run the Simulation:

1.8.1. Start the simulation to see how your model responds to the input signals generated by the Signal Builder.
You can observe the system's behaviour and verify whether it meets your requirements.

1.9. Analyse Results:

1.9.1. After the simulation, you can analyse the results to determine if your model behaves as expected. Use
Simulink's plotting and analysis tools to evaluate system performance.

1.10. Iterate and Refine:

1.10.1. You find any discrepancies or issues, make necessary adjustments to your model and repeat the
verification process until your model meets the desired criteria.

In this model verification, the Signal builder is inserted in Simulink after importing the test cases file in it. The
test case file is generally in Excel format.

II. TEST CASE DATA

Table 5: Test case Data
k Tpump_out
Tbat_out Tcha_out TDC_out Tinv_out Tmot_out Fan_speeddt_battery
1 10 15 20 25 30 35 0 5
2 10 16 18 25 32 40 1 4
3 20 25 65 68 70 75 2 5
4 10 40 45 45 50 60 2 30
5 10 16 18 25 32 40 1 4
6 30 40 50 55 65 68 1 10
7 20 25 28 30 36 60 1 5
8 30 32 38 52 70 80 2 2
9 30 35 40 60 65 75 2 5
10 30 62 70 75 78 80 2 32

VI. Results and Discussion

In this section, the generated outputs are compared with subsystem outputs

Fig.4. Signal Builder Outputs compared with subsystem outputs

If both graphs are superimposed then our model generates the expected output otherwise modify the logic till
got expected output.

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VII. CONCLUSIONS

A. Powertrain Model Conclusion:

This project mainly focuses on Requirements and model development. All Requirements are listed in one file
before model development and those requirements are approved by Domain Expert. After getting all
Requirements proceed to model development. Model development using MATLAB Simulink and control
libraries.

B. FUTURE SCOPE
Validating the generated Simulink model of an engine cooling system with actual vehicle data is the project's
next task. Real-time data from a vehicle's components may be gathered while it is being driven normally in
order to validate the model. It is important to test and calibrate the model using all of the gathered data. It is
necessary to collect a comparable set of data. Components for cooling in order to confirm that the suggested
method can identify an issue with a component.

List of abbreviations
EV: Electric Vehicle.
ICE: Internal Combustion Engine.
AC: Air Conditioning.
DC: Direct Current.
Tin: Temperature at the inlet.
Tout: Temperature at the outlet.
M: mass flow rate of coolant.
Cp = specific heat capacity.
Delta-T: Temperature Difference.
Delta-Q: Amount of heat that is given to the system.
C: Celsius.

Declarations

Availability of data and materials

The corresponding author may provide the datasets used and/or analysed for this study upon reasonable request,
and the principal researchers may grant access to particular data.

Competing interests
On behalf of all authors, the corresponding author states that there is no conflict of interest.

Funding
The author(s) received no financial support for the review process, authorship, and/or publication of this article.

Authors’ contributions
A V N S D N TEJA was responsible for the concept, data gathering, investigation, methodology, and original
draft writing. Process, supervision, and conceptualization were completed by P. Manjunath. Dr. Smt. G.
Prasanthi carried out the conceptualization, data collecting, investigation, writing revision, and editing. The
completed work was read and approved by all writers.

Acknowledgements
The authors would like to express their gratitude to Department of Mechanical Engineering, Jawaharlal Nehru
Technological University Anantapur College of Engineering Ananthapuramu, for its support.

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