**6.4 The simulation result of driving cycles system**

The EV **moving at 80 km***=***h of speed** as shown in **Figure 38** with comprise three stages. Moreover, the supply of this resistive force which impacts on the EV in these stages of the simulation differs from one point to another.

The supply of this resistive force that affects the EV in these stages of the simulation is somewhat different from one point to other. These stages are described as the points below:

**Figure 38.** *Driving cycle of the EV includes three stages.*

**Figure 39.** *Modeling and simulation of PEV model.*

**Figure 40.** *The linear speed of the EV.*

**Figure 41.** *The linear-speed at the left-wheel of the EV.*


**Figure 39** shows the full design of the EV consists of all main parts in this chapter. Besides, it explained the connecting ways between them to get the full system simulation.

**Figure 42.** *The linear-speed at the left-wheel of the EV.*

**Figure 43.** *The torque at the left-wheel of the EV.*

**Figure 44.** *The torque at the right-wheel of the EV.*


**Table 8.**

*The load information's for the driving cycle.*

The result of the simulation the first drive cycle that have referred to the **Figure 40** for each stage is explained in the points below:

**Figure 41** represent the linear speed of the EV that is started from zero to reach the 77 km*=*h in stage1 in the next one and continued to reach at the 78.5 km*=*h at 2nd stage in the second two of the moving time also continue to reach the 80 km*=*h in the next four of the transferring time in the previous step of simulation in the slop road.

**Figure 42** reflect the linear speed of the wheel of the EV that has started from zero to reach the 77 km*=*h in 1st stage in the next one and grow up to achieve the 83 km*=*h in the stage 2 since the EV has turned into and this point indicates the influence on the left wheel of this EV. The last point after the decease to reach the 80 km*=*h in simulation in the slop street.

**Figure 43** reflect the linear speed of the right wheel of this EV that's started from zero to reach the 77 km*=*h in stage1 from the 2nd second and decease to 75 km*=*h at the 2nd stage since the EV has flipped directly which stage indicates the influence of the ideal wheel of the EV. In the 3rd stage after the decease to reach the 80 km*=*h at of simulation in the slop road.

**Figure 44** represents the torque of the left wheel of the EV. The torque has already now reached 600 N*:*m at the first moment of the EV moving in stage1 then decease to be stable in 200 N*:*m throughout this stage. In the second two of those moving represent the 2nd stage of the simulation, the torque decease to 50 N*:*m due to the curve road then grew to become stable in 200 N*:*m in this stage. The second four reflect that the 3rd stage and the torque increase up to 600 N*:*m only at that second and then reduction to be stable in 188 N*:*m in the slop road.

The torque has already reached 600N*:*m at the very first moment of the EV moving-in stage1 after that decease to be stable in 145 N*:*m in this stage. At the next two of the moving represent that the 2nd stage of the simulator, the torque growth to 300 N*:*m due to this curve road after that increase to become stable at 180 N*:*m with this stage. The 3rd stage starts from the second four of their transferring periods and the torque decease to 50 N*:*m because of the curve road after that rise to attain and become stable at 150 N*:*m. The loaded that effect on the EV for each stage is represented in **Table 8**.

### **7. Conclusion**

The EDC symbolizes the gearbox as positioned in electric vehicles which operate the transferring, the rate and transform the direction by the wheels into the fundamental engines accountable for providing the wheels of their EV using adequate torque for spinning along with forcing the EV. Besides this gadget controls the angle of the EV making it stable at the guide roads and alternative methods which have been mimicked by hypotheses in the research. Thus, the EDC-technology has really used to restrain the linear rate of their EV and confirm the vehicle equilibrium under several street states as exhibited in section.

The EDC topology has implemented in this simulation to test the stability and functionality of their EV under several street situations and road angles. Additionally, the simulator comprises three various drive-cycles each drive cycle includes many

stages with various road-condition. The linear rate of the EV might be computed by locating the result of the left and right wheel's linear rates. The driving cycle shows the EV balance across the whole cycle to make it to the close of the cycle.

According to the simulation result, the EV structure has stability and higher response in several distinct states with 80 km*=*h highest speed at the right road. Additionally, to guarantee the security of the function of the electric apparatus in the genuine electric vehicle must be analyzed separately on the simulators restrain the wheel of the EV along with also the angle of deviation of the vehicle by implementing different torque rates as shown in the simulator amounts.
