Sustainable Cities and Society 71 (2021) 102990

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Sustainable Cities and Society

journal homepage: www.elsevier.com/locate/scs

Electric-vehicle energy management and charging scheduling system in

sustainable cities and society
Kashif Naseer Qureshi a, Adi Alhudhaif b, Gwanggil Jeon c, *
a
Department of Computer Science, Bahria University, Islamabad, Pakistan
b
Department of Computer Science, College of Computer Engineering and Sciences in Al-kharj, Prince Sattam bin Abdulaziz University, P.O. Box 151, Al-Kharj 11942,
Saudi Arabia
c
Department of Embedded Systems Engineering, Incheon National University, Republic of Korea

A R T I C L E I N F O A B S T R A C T

Keywords: Plug-in Electric Vehicles (PEVs) have gained the user’s attention due to their smart and cost-effective and
PEVs environment-friendly services. With many benefits, the PEVs services have suffered from different challenges like
Charging battery charging management, increasing electric charges, and availability of charging stations and battery life
Communication
estimation. Various different types of algorithms, deep learning and machine learning solutions, artificial in­
Security
Scheduling
telligence solutions have been proposed for PEVs. However, the existing solutions have focused the one or two
Cost components of PEVs. To address these limitations, we propose an Electric Vehicle-Intelligent Energy Manage­
Deep Learning ment and Charging’s Scheduling System (EV-EMSS) for charging station and PEVs management system. The
proposed system provides convenient energy management services by using battery control units and commu­
nication with charging stations for charging decisions. This system facilitates the drivers to take the best charging
decision and communicate with charging stations for further decision. The proposed system has a secure
mechanism to protect all the data from any unauthorized access. The results show the better performance of the
proposed system in dense and sparse traffic conditions.

1. Introduction
Plug Electric Vehicles (PEVs) have the potential to reduce green­
house gases emission and offering environmentally friendly services.
These new and smart electrical transportation systems have changed
traditional petrol and gasoline-based systems and convert them into new
and cost-effective systems. This technology offers very low noise, envi­
ronment friendly, and economical services (Aldhanhani, Shaaban,
Al-Durra, El-Saadany, & Zeineldin, 2021; Razeghi, Lee, & Samuelsen,
2021; Yigitcanlar et al., 2019). The EVs are based on rechargeable
batteries and stabilize the energy by using a vehicle to grid systems. The
PEVs are charged from a simple charger at home and an external
roaming charger. Different types of communication methods have been
adopted for energy management systems. The communication between
EV and supply equipment is possible through Wi-Fi, ZigBee, or wired
technologies. These vehicles have charging units and chargeable batte­
ries for storing the energy. These vehicles are convertible and used
electric batteries and petrol as well. The PEVs use electric storage in
batteries and pack to power an electric motor and turns the wheels.
Whenever, the batteries are low in charging then batteries are recharged
using smart grid station or electric charging stations by using dedicated
charging unit. With the increase in fuel prices, the demand for hybrid
EVs was drastically boosted (Said Ahmed Farag Yahia, Omran, & Talaat,
2021; Yang, Li, Foley, & Reviews, 2015). The PEVs are another concept
where vehicles equipped with the latest technology controlled by two
power sources electric motors and a heat engine. These vehicles have
intelligent control systems to control the car battery to store the energy
(Dey & Khanra, 2020; Greene, Kontou, Borlaug, Brooker, & Muratori,
2020). These electric vehicles are moving based on battery charging
capacity and the ability to control and maintain battery charging. The
EVs charging control strategies are still under discussion. These vehicles
are fully dependent on rechargeable batteries and have suffered from
battery drainage, energy management, and security issues (Ibrahim,
El-Zaart, & Adams, 2018). The PEVs act as mobile nodes with the help of
other entities like Global Positioning Systems (GPSs), On Board Units
(OBUs) and Base Stations (BSs). In the presence of these entities, PEVs
are communicating for different services such as intersection violation,
curve alert, accident detection, collision warning, weather alarming and

* Corresponding author.
E-mail addresses: knaseer.buic@bahria.edu.pk (K.N. Qureshi), a.alhudhaif@psau.edu.sa (A. Alhudhaif), gjeon@inu.ac.kr (G. Jeon).

https://doi.org/10.1016/j.scs.2021.102990
Received 13 January 2021; Received in revised form 26 March 2021; Accepted 30 April 2021
Available online 7 May 2021
2210-6707/© 2021 Elsevier Ltd. All rights reserved.
K.N. Qureshi et al.
road jam warning. Deep learning models have been adopted to provide
an efficient solution by using different algorithms to predict the batteries
life and energy level. Deep learning is an effective machine learning
method based on various layers of features. The basic objective of these
methods is to distinguish subordinate-level categories. Automation or
transportation system is one of the core areas where the automobiles
need continuous improvement for various types of applications such as
traffic management, object recognition, safety, and monitoring pur­
poses. Traffic sign recognition is one of the popular areas for regulating
traffic (Hussain, Abualkibash, & Tout, 2018). There are various areas in
the automation field where machine and deep learning methods have
been adopted for object detection such as traffic sign recognition,
vehicle classification, driver behaviour recognition, road damage
detection, vehicle attribute recognition, and license plate detection in
PEVs. Deep learning methods are also adopted for PEVs charging
improvement by using prediction methods.
The sustainable cities and societies have faced various challenges
related to congestion of vehicles and traffic patterns, road safety, envi­
ronment protection and energy saving, societal productivity, economic
factors and security (Wang, Cao, & Yu, 2021). The PEVs have some
challenges and issues related to battery charging, recharging time, high
risk of electric shocks, and voltage loss that leads to battery drainage
(Sharma & Zheng, 2021). The electric prices are also one of the chal­
lenges for companies that how to control and fulfil the demand and
supply process and shift the electric charging load to the off-peak pe­
riods. Charging costs for PEV can be reduced by utilizing shifting of
charging schedules and reduce the electric cost. To prevent the electric
power system from overloading, coordinated charging systems are used
for fast charging. Different fields, including magnetics, electronics,
communication, mechanical and electrical engineering, are used in
wireless power transfer to address the existing challenges. Wireless
Power Transfer (WPT) technologies are introduced where the users
wirelessly transferring energy to PEVs (Gan, Topcu, & Low, 2012; Li &
Mi, 2014). These systems also have some limitations like integration
with the grid for charging. Charging electric vehicles also increases the
load on distribution network devices. A decentralized algorithm is used
to compensate or reduce the energy load on distribution network de­
vices. Another concept is decentralization to address optimal control
issues. In this algorithm each iteration, the electric vehicle updates their
charging profiles. The control signal is broadcasted by the company
according to that signal electric vehicle update their control profile.
PEVs’ reasonability relies intensely upon the resources including
battery, cost, time, and security as well. Batteries have limited capacity
and depleted due to different reasons like the distance, incline roads, and
traffic jams. Due to a great extent to the significant expense of batteries,
the price tag of a PEV is normally generously higher than a similar gas
controlled vehicle. There are many energy developing technologies
working to enhance the battery power for PEVs vehicles. The new
electrode material is also used to increase battery life. There are many
other factors which affect the electrical vehicle performance like
weather condition, road, and traffic conditions. The cost of recharge is
also another challenge and impact on travel distance battery charging
and swapping station. There is a pressing need to design a more smart
system to address the existing PEVs issues for energy management sys­
tems and security as well. In this paper, we propose an Electric Vehicle-
Intelligent Energy Management and Charging’s Scheduling System (EV-
EMSS) PEVs charging station management system which is integrated
with PEVs. This paper also proposed an authentication mechanism for
PEVs security. The other paper objectives are as follows:
• Presents an energy management system EV-EMSS for PEVs.
• Presents a security system to control and manage PEVs security
• Evaluates the system with state of the art systems
The rest of the paper is organized as follows: Section 2 presents the
related work in the domain. Section 3 illustrates the design and
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Sustainable Cities and Society 71 (2021) 102990
development phases of the proposed system. Section 5 presents the
experimental results and findings. The last section concludes the paper
with possible future directions.
2. Related work
Authors in Sandoval and Grijalva (2012) discussed the PEVs man­
agement system based on smart management of power consumption by
using an advanced architecture namely Electric Vehicle-Intelligent En­
ergy Management System (EV-IEMS). The proposed architecture is
based on different layers including device, control, internal, external,
and market layers. In the devise layer, the system manages the battery
charging and life to control the hardware and software value by using
external and internal systems. The internal system controls the energy
management for estimation the optimization. External control
self-system is used to identify the protocol process. In the market layer,
the storage and shifting demands and costs are taken into account. This
system handles automates energy management and predicts energy
usage and measures the results.
Authors in Pang, Kezunovic, and Ehsani (2012), discussed the ben­
efits of PEVs and their distributed resources. The two modules are
introduced in this paper including grid-to-vehicle and
vehicle-to-building power. The proposed system Demand side manage­
ment (DSM) is based on different phases like energy distribution and
demand management, marketplaces penetration, and framework for
EVs. In demand-side management, electric utilization is related to
deployment planning and its monitoring where the consumer can
change and manage energy consumption. Two components including
energy efficiency and demand resources are working to change the de­
mands according to the time. In the distributed energy resources, par­
allel and standalone electric generation is also introduced.
Authors in Zheng et al. (2013) presented an Electric Vehicle Life
Cycle Cost (EV-LCC) and BSS (Battery Swap Station) where the battery is
leased to the consumer and charged in the off-time hours. This would
avoid uncontrolled charging and reduced the risk of power system se­
curity. This includes several features like charging cost is low at night,
the battery is charged in slow mode to increase their lifetime where
drivers have an alternative solution. The proposed BSS model focused on
load type, network reinforcement, and reliability. The old traditional
systems only focused on minimizing the capital cost and operational
cost, but BSS has focused on recycling, restructuring, and maintenance
of the batteries. BSS also resolved the non-uniformity of batteries issues
where the battery charger needs more smart methods to identify the
vehicle battery.
Authors in Ma, Zou, and Liu (2015), presented a Distributed
Charging Coordination (DCC) system and formulated a class of coordi­
nation issues of PEV charging by using a trading method between energy
generation cost and the cumulative cost of battery degradation. It is
impossible to apply the central solution due to the autonomous system of
vehicles and its computational complexity. For a given fixed price curve,
they first examined the best charging behaviors of PEVs and then pro­
posed a distributed approach for individual PEVs. It also updates its
battery charging behaviors simultaneously in terms of electricity stan­
dard price and modified the electric marginal production cost and other
activities of PEVs. This deals with the trade aspect between battery
charging and its cost of reducing the battery over the charging intervals.
The results indicated that the proposed distributed system is an optimal
solution, especially under mild situations.
Authors in Al-Anbagi and Mouftah (2015), presented a Quality of
Services PEVs (QCEV) scheme in a smart grid environment and proposed
a Channel Access Control (CAC) scheme. Authors also discussed the
challenges of PEVs charging and its scheduling with the smart grid. The
problem of demand response and charging time is resolved with the
real-time implementation of PEVs with smart grids. A new scheme for
charging the PEVs efficiently is based on QoS in a smart grid environ­
ment. The scheme preferably uses IEEE 802.11p MAC protocol but it
K.N. Qureshi et al. Sustainable Cities and Society 71 (2021) 102990

Table 1
Technical Comparison of Discussed Studies.
S# System Used Technologies Problem Addressed Achievements Limitations

1 EV-IEMS (Sandoval & Particle Swarm Energy Issue Intelligent Energy Management Integration between smart
Grijalva, 2012) Optimization System grid and charging station is
missing
2 DSM (Pang et al., Energy Storage Outage Electric Management, Demand Load Shifting Management, Reduce Only focusing the Load
2012) Technologies side Management and Asset on-peak Load Demand and Energy Shifting Rather PEV modules
Management Issues Consumption
3 EV-LCC (Zheng et al., Life Cycle Cost Problem of Net Present Value Balance the Supply and Demand of the Only focusing the Supply and
2013) Grid Demand Area Rather PEV
system
4 DCC (Ma et al., 2015) Distributed Charging PEV Charging Coordination Problem, Best Charging Response with Respect Working only on one type of
Coordination Method Battery Degradation to the System Price Signals batteries
5 QCEV & CAC ( Conventional Contention transmitting delay Issue Achieves PEV Battery Levels Multiple PEVs are not
Al-Anbagi & Mouftah, based Distributed Method Management Considered
2015)
6 DPPT (Malhotra et al., Tracking and Central Sub-Aggregator Configuration Issue Effective to track valley-filling profiles Cost factors are not taking into
2016) Aggregator System account
7 SCPP (Shuaib et al., Secure Electronic Misuse of Electric vehicles Issues Provide user’s privacy from external Charging and Discharging
2017) Transaction (SET) Method and Internal Suppliers Factors are not discussed
8 MPC (Tan et al., Dynamic Control, Active- Battery Discharging Issue Provides Power Flow Management Controlling Strategy is
2018) Reactive Power Flow Missing
9 OC-PEV (Turker, Optimal Bidirectional PEVs battery Discharging Issue Minimize the Charging Cost Not Feasible for Real-time
2018) Algorithms Systems
10 VCIS (Pratt & Carroll, Distributed Infrastructure Security Attacks Issues System provide Security Against No Mechanism for New
2019) Strategy Cyberattack Malwares

also comes up with a centralized QoS process for such circumstances
where the vehicle battery charging is needed immediately. The
centralized process is taken place at Access Point (AP) whose purpose is
to decide on the data received by the PEV to utilize the charging station
based on the highest priority of the battery levels. The PEV drivers thus
know the different options of charging stations and thus make a reser­
vation at the charging station.
Authors in Malhotra, Binetti, Davoudi, and Schizas (2016), proposed
a Distributed Power Profile Tracking (DPPT) and discussed a distributed
system for PEV coordinates by using a central aggregator. The proposed
algorithm has calculated the value of user convenience at each PEV, and
stores it in each SA. Applying the convenience procedure for finding the
energy needed in PEVs. The proposed solution determined the threshold
values and initiates the charging decision for each PEV. It ensures that
the power profile enforced by the utility is controlled and not surpassed.
By using consensus algorithms for inter-sub-aggregator communica­
tions, the algorithm is implemented in a distributed way, so it is easily
scalable to address the faults. Optimality analysis showed homogeneous
charging, where the algorithm is asymptotically optimal, and the gap is
very small.
Authors in Shuaib, Barka, Abdella, and Sallabi (2017), presented
Secure Charging and Payment Protocol (SCPP) which is based on the
roaming charging protocol based on charging station and PIN
code-based smart card. The card is inserted by using a card reader
installed on a power station or in electrical vehicles. The smart card
contains an encrypted private key with a unique Transaction ID (TID),
charging rate, maximum payment based on the initial request. Smart
card prepares a charging request which is similar to Secure Electronic
Transaction (SET). Upon charging completion, EVSE computes an
electric consumption report and calculates the actual payment which is
paid by the user. The electric consumption report is signed with the
private key of the user and sent to EVSE. When a message is received by
the supplier and verify it by public key the supplier forwards a copy to
the broker signed by his private key. Broker verify this message by
roaming the supplier’s public key and also verify this message which is
generated by the consumer using his public key. When the contents of
the message i.e., actual payment are verified then the amount is
deducted.
Authors in Tan, Ishak, Mohd-Mokhtar, Lee, and Idris (2018), pro­
posed a Model Predictive Control (MPC) and represent a charger control
system by using a two-level inverter topology. The proposed system is
completed with direct and current MPC to control actual and reactive
power dynamically and charge and discharge current of PEV battery.
The outcome indicated that the charger utilizes four active-reactive
quadrants and integration operations with strong steady-state and dy­
namic response. The processing of PV energy is seamless. Although full
PV power is incorporated into the battery, consistently checked for
various environmental factors. Also, the charger is capable of providing
strong charging characteristics for the various charges on the PEV bat­
tery status and low current ripple charging. This also handles the dis­
charging of less than 2.5 %. The performance of the proposed system is
validated and achieved the best performance.
Authors in Turker (2018), presented an Optimal Charging of Plug-in
Electric Vehicle (OC-PEV) and studied the majority of potential algo­
rithms for charging a single vehicle in a residential area. Six techniques
are developed and tested including three smart unidirectional and
bidirectional algorithms to leverage the principles of Vehicle-to-Grid
(V2G) and Vehicle to-Home (V2H). The main objective of the pro­
posed algorithm is minimizing the charging cost of PEV. By simulating a
one-use case under two Regular Energy Price (DEP) profiles, the pro­
posed algorithms are achieved better results. The results of these algo­
rithms demonstrated great economic performance. Moreover, the
findings also indicated that the DEP profile is largely affected. The
proposed algorithms are better as compared to the use case.
Authors in Pratt and Carroll (2019), presented Vehicle Charging
Infrastructure Security (VCIS) concept of PEV from the consumer’s
perspective. PEV charging requires network communication and con­
trols grants and leads to cyber-attacks. Vehicle Charging Infrastructure
Security (VCSI) presented the security to the vehicle charging infra­
structure and connected elements. PEV requests for charging to EVSE
system, which is responsible for payment, communication with utility
companies, and other third parties. To observe communication, TLS
connection establishes between charging station and vehicles. PEV
directly communicates with Electric Services Interface (ESI) and Energy
Management Systems (EMS). Original Equipment Manufacturer (OEM)
is responsible for monitoring the vehicle’s components and network by
detecting the components. Privacy, owner’s identity, geolocation of
vehicle must be protected. The third principle is the verification of the
compatibility of cyber and physical state. Table 1 shows the technical
comparison of discussed studies.

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K.N. Qureshi et al.
Fig. 1. EVs Energy Management System Architecture.
2.1. Discussion
Several studies have been proposed by using different methods and
solutions to control and manage the PEVs batteries, energy manage­
ment, supply and demand management, cost efficiency, and security.
The discussed studies have their own limitations such as few of them like
OC-PEV (Turker, 2018), QCEV & CAC (Al-Anbagi & Mouftah, 2015) are
based on single hope strategies and not feasible for real time PEVs sys­
tems. In addition, some other studies are tested on one type of vehicle
batteries like DCC (Ma et al., 2015). On the other hand, the security
concern is another significant factor need researcher’s attention due to
involvement of various systems including smart grids, electric charging
stations and PEVs. However, as per our knowledge’, all existing systems
are based on complex processing and design mechanism to handle the
charging management with peak hours’ rates and guide the drivers for
best charging decisions. There is a pressing need to design a system to
manage the battery life and connected with charging stations for
cost-effective and for better services.
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Sustainable Cities and Society 71 (2021) 102990
3. Proposed energy management system architecture
Electric vehicle energy management system architecture EV-EMSS is
based on different layers including management, data communication,
vehicle control, electric transmission, and electric backup and storage
modules. In the first module, all types of management tasks are per­
formed such as alert messages generation by using smartphone services.
In these systems, the sensor nodes are connected with the battery
management system and connected with electric charging stations by
using cellular smartphone services. The location and any other emer­
gency services are enabled in this module where vehicle nodes dissem­
inate the messages and inform the driver of any near charging station
services. This layer is also managing the other motoring and distribution
services. The second layer is used for data communication where all
types of data communication initiate by using 5 G, and other commu­
nication standards. This layer is a centralized layer for handling all other
layers’ data communication processes. In this layer, the data commu­
nication protocol is working as used in Qureshi, Bashir, and Abdullah
K.N. Qureshi et al. Sustainable Cities and Society 71 (2021) 102990

(2019). The used Distance and Signal Quality aware Routing (DSQR)
protocol initiates its forwarding decision based on Mid-Area node se­
lection by evaluating direction and distance of neighbour nodes and also
taking link quality into account and selects the best next forwarder node
towards the destination node. The electric generation and transmission
and distribution layer is responsible for all types of electric generation
and monitoring the supply and management processes for charging
stations. In the generation phase, electricity is generated by using huge
centralized power stations operated with different natural resources
such as coal, gas and power, nuclear and hydro systems. Generation
systems are based on modern hydrogenated and combine power and
heat systems (Chekired, Khoukhi, & Mouftah, 2017). After electricity
generation, the next step is electricity transmission where electric supply
is transported from stations to substations and the electric charging
stations. This layer also distributed the electricity to the charging sta­
tions. The smart energy management system controls the demand and
supply management, monitoring, and generation management. Smart
energy management system infrastructure and architecture provide
secure, reliable data communication and EVs management (Iqbal,
Abdullah, Mohamad, Qureshi, & Hussain, 2016). The smart energy
management system has various features including digital systems to
improve the EVs security, battery control, scheduling, dynamic opti­
mization, renewable resources, demand-side resources, real-time
communication, distribution automation, and peak shaving technolo­
gies. The electric backup and storage layer is used to manage backup
solutions like solar and Uninterruptible Power Supply (UPS) and gen­
erators. Fig. 1 shows the smart energy management systems and their
different layers.

3.1. Proposed energy management system

The proposed EVs energy management system provides energy

management, monitoring, and control capabilities. This system controls
the vehicle batteries and their charging processes by using central
controlling coordinates through data collection and data transmission.
The vehicles are equipped with On-Board Units (OBUs), Batteries Con­
trol Unit (BCU) based on smart sensors, relay switch, and communica­
tion devices. The sensors can send and received the data among OBUs
and BCU and relay switches. The sensors are sensing and measured the
battery energy by using a threshold mechanism. These units can
communicate by using short and long-range communication technolo­
gies. The BCU is managing the entire system and working as a central
unit between OBUs and vehicle batteries. The BCU is installed in the
vehicle and contains the digital input and output lines, wired and
wireless systems, sensors, security modules, power, memory, and pro­
cessing units. The OBUs are also connected with the Internet and using
cloud storage services to handle and store the data for further decisions
by using Internet of Vehicles (IoV) data communication services. The
BCU system is based on five functions including battery management
and controlling, mapping, and decision management.
3.1.1. Batteries management and controlling at BCU
The vehicle batteries are connected with BCU where smart sensor
nodes are used to sense the energy level. The vehicle batteries are also
equipped with smart sensor nodes and auto-detection capabilities. These
sensor nodes have their communication range and receiving and sending
the battery state information to BCU. The sensors can collect tempera­
ture, energy level, and other vital information. The sensor nodes receive
and send the all information to the On-Board Unit (OBU).
This phase also controls the vehicle batteries by differentiating their
demand and need. The controlling management initiates based on en­
ergy usage patterns and decides to control the batteries. This phase is
also responsible to check the functionality of all batteries and generate
the warning message to the user’s mobile phone or other devices
installed in vehicles as per user demand to fix the battery. If there is any
fault or defect or any abnormality observed, then this system
Fig. 2. Proposed BCU System Process.
automatically stops that battery and generates the message.
The batteries also generate the maintenance, on and off states,
troubleshooting, and alerts status to the BCU. The BCU processes steps
are as follows:
• BCU establish a connection by using their system with vehicle bat­
teries system and OBUs
• BCU is mapping with OBU
• BCU is connected with OBU which collects all messages for further
processing
• BCU evaluates the battery state
• The scheduling starts to manage the battery according to power peak
rates collected from the charging station
Fig. 2 shows the proposed BCU process steps as discussed.
3.1.2. OBU and BCU mapping
Recently, most new OBU are equipped with web control systems and
interfaces. The batteries and OBU can connect with other communica­
tion devices. The mapping between BCU and OBU is one of the major
requirements. Some of the EVs have their control system such as the
smart battery systems which are directly controllable through central
devices. In this case, the BCU is mapping with OBU and further connect
with charging stations by using infrastructure or smartphone cellular
services. The mapping process is fully automatic where all the BCU
systems update their status by using mapping sockets or sensor devices.
In our case, we assumed that all the EVs are fully equipped with BCU
systems and other communication devices. We design a mapping Algo­
rithm 1 which can map BCU and OBU by using mapping sockets.

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K.N. Qureshi et al. Sustainable Cities and Society 71 (2021) 102990

3.1.3. Decision management

After the above all processes, the next step is the execution of the
information and send the collective information to the charging stations
for decision. The decision is based on batteries energy usage statistics
received from BCU via OBU. The BCU is deciding on batteries’ energy
scheduling them with charging stations via OBU and take decisions by
considering the peak hours and normal hours’ rates. The EVs are
scheduling the charging process based on a received message from a
nearby charging station and home charging units. The charging stations
are further connected with other energy storage and backup modules
and make charging decisions based on charging needs. Fig. 3 shows the
OBU process steps which are as follows:

• Establish connection with BCU by the mapping algorithm

• OBU is connected with BS or neighbor vehicle and send the data
packets for further processing

3.2. Proposed security model for EVs and charging stations

This module is very comprehensive and deals with the monitoring of

data communication and record the charging stations and EVs behavior.
The battery status data packets are encrypted and decrypted from EVs
and charging stations sides to secure the transmission of the message and
protect the data from any unauthorized and malicious activity. We use
Ciphered Message Authentication Code (CMAC) algorithm along with
the Advanced Encryption Standard (AES) for proving confidentiality,
Fig. 3. OBU Process.
integrity, and authentication to EVs energy management data. The
proposed security model offers strong data security. The AES in Elec­
tronic Code Book (ECB) mode and a symmetric block security standard.

Fig. 4. AES-ECB Encryption and Decryption Mode.

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K.N. Qureshi et al. Sustainable Cities and Society 71 (2021) 102990

Fig. 5. Encryption Side and Decryption Side of AES-128 in ECB mode.

Table 2
Simulation Parameters.
S# Parameters Value

1 Network Size 4 * 4 Km
2 Time 900 s
3 Mobility Model SUMO
4 No of EVs 80
5 EVs speed 0 to 50 km/h
6 Charging Stations (Servers) 12
7 Communication rage 300 m for EVs and 1000 m for BS
8 Data size I KB

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K.N. Qureshi et al. Sustainable Cities and Society 71 (2021) 102990

Fig. 6. Packet Delivery Ratio with No of EVs.

Fig. 7. Packet Delivery Ratio with No of Charging Stations.

AES can operate in ECB mode. In this mode, on the encryption side, the
Plaintext block (128/192/256 bits) along with the Key (128/192/256
bits) is given as an input to AES and as a result, we get the Ciphertext
block (128-bits). On the decryption side at the charging station side, the
Ciphertext block (128 bits) along with the same Key and size is given to
the AES module as an input. And as a result, we get the same plain text
back. The block diagram of the AES ECB mode shows in Fig. 4.
Fig. 4 describes the block diagram of the AES ECB encryption and
decryption mode. For the input data, the proposed security collects the
data from OBU. The AES performs the encryption function and generates
the ciphertext as an output. On the decryption side, the ciphertext is
received as an input from BS and the decryption is performed by using a
secret key. After decryption, the charging station gets the plain text for
further processing. The basic pseudo-code for the AES algorithm is
shown below:

Fig. 8. End-to-end delay with No of EVs.

The flowchart of AES-128 bits in ECB mode for the encryption side is
shown in Fig. 5. On the encryption side, first, the input dataset in the
form of bytes are gathered in the RTL logic to make a block. Then it
passed to the encryption algorithm AES-128 bits in ECB mode. Then the
ciphertext is generated.
The decryption side of AES-128 bits in ECB mode is shown in Fig. 5.
On this side, the ciphertext is received as an input. This ciphertext is
passing to the decryption module in which AES in ECB is running. This
generated plain text as an output.

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Table 3 proposed EV-EMSS system.

Electric Rates from January to August.
Monday to Friday Saturday to Sunday 4.1. Scenario 1
Peak On- Mid-Peak Off-Peak On- Mid- Off-Peak
Time Peak Peak Peak In this scenario, we evaluate the performance of the proposed EV-
2:00 6:00 pm to 10:00 NA 6:00 pm 10:00 EMSS system in terms of data delivery, drop packets, and delay with
pm to 2:00 pm/ pm to to 10:00 pm to time and no of nodes. The evaluation is based on different EVs data
8:00 8:00 to 10:00 pm 6:00 am communication processes. The EVs send the cumulative battery states to
pm 10:00 pm pm
Rate ($) On-Peak Mid-Peak Off-Peak
the charging stations and calculate the remaining energy level with the
distance between EV and charging station based on charging station
1 to 500 0.00493 0.05040 0.09761
reply. The data is collected from various simulation runs with time
kW h
501 to 0.01188 0.06218 0.11003 where EVs cover the total distance. To analyze the packets generation
1000 from EVs, the different vehicle velocities and congested and sparse
kW h traffic conditions taking into account. Fig. 6 is showing the packet
1001 to 0.02182 0.07134 0.12196 generation rate in congested and sparse traffic conditions with different
1500
kW h
numbers of EVs. As results indicated that the EVs are delivering the
1501 to 0.02679 0.07934 0.13031 battery status messages in both congested and sparse scenarios to check
2500 the packet delivery ratio. The proposed EV-EMSS system is achieved
kW h better results and able to send the battery’s status to the charging station
0.06158 0.09512 0.14979
>2500
by using BS for further processing.
kW h
In the second experiment, we evaluate the reply messages from
electric charging stations to the EVs via BS. This experiment also
demonstrated the results in both congested and sparse traffic conditions
of packet delivery. We consider 11 main server machines in simulations
and assumed all like electric stations to evaluate the reply messages and
delivered to the EVs. In this case, as we notice that the repose delivery is
also better than the proposed EV-EMSS system. It means that the pro­
posed EV-EMSS system is working efficiently and packet drop is less in
both traffic conditions (Fig. 7).
After analyzing the packet delivery ratio, we check the proposed EV-
EMSS system performance in terms of data delay with a different
number of EVs and time. As shown in Fig. 8, the delay time is less during
energy management messages transferring to the charging stations and
EVs as well. The proposed EV-EMSS system has achieved better results in
both conditions and response time is less.

4.2. Scenario 2

In scenario 2, we evaluate the energy consumption of EVs batteries or

Fig. 9. Energy Usage Comparison with or without Proposed EV-EMSS System.
4. Results and discussion
In this section, the experiment results present to check the proposed
EV-EMSS system performance. For the testing, we created three sce­
narios including the message delivery at the BS and electric charging
stations. In scenario 2, the messages generated from the electric
charging station for the EVs. All messages are encrypted in scenario 3 to
check the security requirements. We tested the proposed EV-EMSS sys­
tem by using the simulation tool NS-2.34 and the SUMO mobility model.
The SUMO is implemented in NS-2 for mobility generation. SUMO is one
of the well-known modules for node mobility. We used the Packet De­
livery Ratio (PDR), end-to-end delay, and electric bill estimation. We
compared the proposed EV-EMSS system in both congested and sparse
traffic conditions. The NS-2 simulator is based on two languages
including Object-oriented Tool Command Language (OTcl) and C. While
the C presents the internal structure whereas the OTcl provides the
simulation setup by using the assembling and configuring the objects as
well as scheduling discrete events. These two languages are linked with
each other and mapped. After the simulation results, we conducted a
case study analysis where we evaluated the electric units’ prices at the
charging station side and discussed the peak and normal hours’ rates.
Then the source of this data is charging stations’ electric bills. Table 2
shows the simulation parameters which we used to evaluate the
overall usage from charging stations. The next step is proposed EV-EMSS
system deployment and check the results that how the proposed EV-
EMSS system control and manage the energy scheduling and effi­
ciency for EVs. We set some rates of electricity based on the standard
rating to check and analyze the proposed EV-EMSS system. Table 3
shows the electricity rates and peak time details.
These prices are extracted from USA electric department data and
used where the customers are charged pre-defined rates for consumed
energy. When the customer’s energy from off-peak time then they will
receive better energy rates. These rates are utilized at the charging
stations where they will send the messages to EVs and update the total
cost of car charging after evaluation the EVs batteries status and suggest
the charging time and near charging station distance and availability. By
using this data, the EVs decide the charging state. These rates are also
suitable to check at home. The battery management system is also in­
tegrated with the home smart electric control system and when the user
at home so takes a better decision that what time he wants to charge the
EV. For these experiments, we collected the EV charging bills and then
adopted the proposed EV-EMSS system, and again estimated the rates
based on the above Table 2. Fig. 9 shows a clear difference in terms of
mean energy usage in kWh. The proposed system achieves the best
performance and better results. The proposed EV-EMSS system is
feasible for bill management where its shifts and handles EVs charging
based on their usage and electric rates.

9
K.N. Qureshi et al.
5. Conclusion
The PEVs are a feasible and cost-effective solution in all aspects to
control and manage the electric resources and vehicles batteries life.
However, with benefits, this domain has suffered from other issues such
as battery charging management, electric price, availability of electric
stations, and battery life calculation with distance. To address these is­
sues, this paper proposed an Electric Vehicle-Intelligent Energy Man­
agement and Charging’s Scheduling System (EV-EMSS) for charging
stations and PEVs management system. The proposed system is
providing energy management system where the PEVs initiated the
decision by suing different parameters. Proposed system also provided
security to the users to control and manage all communication among
PEVs, users and grid station. Proposed system is also evaluated with
state of the art systems. The proposed system is one of the convenient
energy management services provision system by using the battery
control units and further communication processes with charging sta­
tions for charging decisions. This system facilitates the drivers to take
the best charging decision and communicate with charging stations for
further decisions and reduce the electric charging cost. The proposed
system is based on a secure mechanism to protect all the data from
unauthorized access. The results showed a better performance of the
proposed system in dense and sparse traffic conditions. In the future, we
will integrate the proposed system with smart grids for more energy
efficiency and transparency.
Declaration of Competing Interest
The authors report no declarations of interest.
Acknowlegments
This work was supported under the framework of international
cooperation program managed by the National Research Foundation of
Korea (2019K1A3A1A8011295711).
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