## 5 Methodology
### General Simulation Model
As an input to the vehicle control block, the reference speed is derived from the actual vehicle motion measurement provided by the simulation results. The remaining two inputs are the direction, which was set to forward throughout the simulation, and the reset signal, which was set to true each time the reference velocity was 0 km/h. The block is designed to calculate acceleration and deceleration commands using a specified equation and input data. In this case, the acceleration signal was directly connected to the represented motor block in the vehicle. It should be noted that recuperation was disabled during the test runs; as a result, the simulation did not utilize the electric propulsion system for deceleration. The acceleration command is derived from the converted accelerator pedal position to torque command using the motor torque speed curve. The torque command is then conveyed to the electric drive subsystem. In the electric drive system, data are fed into the electric motors in accordance with the specifications of the vehicle model in question [41]. The electric motors were implemented using a Mapped  
Figure 2: Simulated I-Pace acceleration from 0 to 100 km/h. Motor block from the Powertrain Blockset [42]. The Mapped Motor block is based on an analysis of the motor torque/speed (Figure 4) and power/speed (Figure 5) curves taken from the vehicle data sheet and dynamometer data [43]. The vehicle drive line comprises two drive units, necessitating the implementation of two motors in the simulation. In this section, we employ data on maximum torque and power. The simulation is based on a 90 kWh battery model for the purpose of electrical power storage. A detailed analysis of the battery pack will be provided in the subsequent section of this article. In the propulsion component of the system, the input parameter is the requested torque. The electrical energy consumption of the drive motor is calculated, and furthermore, the current consumption and speed of the electric motor are subject to monitoring. It is also worth mentioning the methodology that was used to calculate the power consumption of the drive system. This was achieved by using Matlab's Mapped Motor block, which performs the necessary calculations to determine the mechanical power and power dissipation of the motor, and then divides the latter by the input voltage. The current drawn by the drive motor is calculated using the following formula:  
\[I_{m}=\frac{P_{mmech}+P_{mloss}}{U_{batt}} \tag{2}\]  
\[P_{mmech}=\omega_{m}*T_{e} \tag{3}\]  
\[P_{mloss}=\omega_{m}*\dot{\omega}_{m}*J_{m} \tag{4}\]  
Figure 3: General simulation model workflow. where  
* \(I_{m}\) is the motor actual current,
* \(P_{mmech}\) is the motor mechanical output power,
* \(P_{mloss}\) is the motor power loss,
* \(U_{batt}\) is the high-voltage battery pack actual voltage value,
* \(\omega_{m}\) is the motor shaft speed,
* \(T_{e}\) is the motor output shaft torque,
* \(J_{m}\) is the motor inertia. In the actual vehicle, an epicyclic gearing system is employed between the motor shaft and the driveshaft. For the sake of simplicity, only a single gear ratio is utilized in this illustration. The motor output shaft is connected to a limited-slip differential in a manner analogous to that observed in the actual vehicle. The limited-slip differential block incorporates a differential as a planetary level gear train. It is the function of the block to align the driveshaft beve  
Figure 4: Motor torque curve. Figure 5: Motor power curve. differential, the objective is to prevent one of the wheels from slipping. This is achieved by the differential splitting the torque applied to the left and right axes. The application of different torque to the axes enables the wheels to move at different angular velocities. This effectively eliminates slippage. The block assumes rigid coupling between the crown gear and axles [45].