A Novel Simulation Model for analyzing the State of
Charge of Electric Vehicle
Syed Muhammad Arif, Tek-Tjing Lie*, and Boon-Chong Seet
Department of Electrical and Electronic Engineering
Auckland University of Technology, New Zealand
*email: tek.lie@aut.ac.nz
AbstractOne of the biggest challenges in the research and
development of the electric vehicle and hybrid electric vehicle is
the battery technology an        We
proposed a Novel simulation model for the electric vehicle. In
addition, the mode of operations including Start and low to mid-
range speeds, Driving Under Normal Conditions, Sudden
Acceleration, and Deceleration for the hybrid electric vehicle
have been studied.
Keywords—Hybrid Electric vehicle, Electric Vehicle, State of
charge. Regenerative breaking, Plug in Eclectic Vehicles,
I. INTRODUCTION
The world is facing the deficiency of the fossil fuel so
every nation is moving towards the sustainable, reliable,
efficient, economical and green resources of energy. One of the
major fossil fuel consumptions is the transportation sector.
Most of the public vehicles and personal vehicles are run by
internal combustion engine (ICE) which could be considered
the cause of the global warming due to which the glaciers are
melting and rise in the temperature 2° C every year [1].
Interestingly an electric vehicle (EV) causes neither the carbon
emission nor the contribution to the high oil price. The
upcoming EV technology has social and economic benefits in
both the transportation sector and energy sector. In spite
of these benefits, enormous penetration of EVs on the national
grid causes new challenges for the grid and the power
engineers. Moreover, many automotive industries,
organizations, and countries are investing for the research and
development of the EV. For example, Google spent $10
million and the U.S government spent $2 billion for the
development of the EV battery [2]. Considering the research
and development in the EV industries, the Australian Energy
Market Commission (AEMC) projected to increase the sales of
the light EV from 15% to 40% by 2020 [3].
To overcome the global emission problem, the electric
utility industries are moving towards the alternative resources
such as renewable resources e.g. wind, solar and biofuels. The
Chinese government sets the goal to install 150-180GW of
wind power and 20 GW of Photovoltaics (PV) power
generations by 2020. The enormous penetration of EVs into the
national grid needs a large size of energy storage system (ESS)
to overcome the demand and the supply of the electricity [4].
The contribution of PV base energy generation was less than
1% to U.S electricity production in 2015 [5] but due to the
decrement in the cost and resources, the solar energy
production will continue to grow. It is projected that the solar
c
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could contribute nearly 15% of U.S energy demand until 2030
and 30% by 2050 [6].
Therefore, the electrification of the medium-duty passenger
vehicle is the important and right step towards the justifiable
and reliable transportation [7-9]. This can be done by the
efficient integration of EVs with the emerging green energy
resources. Moreover, to make the environment clean and green,
several incentives are given to the EV and renewable power
generation owners. The integration of renewable energy
resources and randomness of EVs imposes several challenges
for widespread adoption of the smart grid, which need to be
addressed. The renewable energy resources such as wind and
solar based are very much irregular, and due to the integration
of EVs to the smart grid, both demand and supply become
more intermittent and may jeopardize the stability and
reliability of the grid.
There are three main types of EVs: (i) a plug-in hybrid
electric vehicle (PHEV), (ii) hybrid electric vehicle (HEV) and
(iii) fully electric vehicles (EV). The PHEV uses the internal
combustion engine to extend it cruising range and the battery
to power up the electric motor [10]. The EVs have no internal
combustion engine and the battery could be recharged by
renewable energy resources and it has zero carbon emission
[11]. The last type is the HEV and it is not considered as a fully
EV. The HEV uses both the battery as well as the combustion
engine to power up the vehicles. It derives all their power from
the combustion engine and cannot be recharged by the plug in.
However, the battery is recharged by the regenerative braking
system.
We proposed a novel simulation model for the full electric
vehicle from the pre-existing HEV model. To validate the
proposed EV model we compared the SOC of EV with HEV
by using 76 representative vehicles weekday data for 3500
second from the city of Winnipeg, Canada [19]. We observed
that EV expectedly consumes more current from the battery as
compared to the HEV due to which the SOC of the battery of
the EV decays earlier than the HEV that can be seen in the
simulation results.
The paper is organized as follows: different vehicle
technology such as HEV and its mode of operation and the
fully EV is presented in section II. Section III presents the
simulation results of both HEV and EV. The conclusion is
drawn in section IV.
151
 II. VEHICLE TECHNOLOGY B. Hybrid Vehicle Mode of Operation
The HEV combines the both ICE engine and the electric
A. Hybrid Electric Vehicle propulsion system to achieve the better fuel economy than the
The HEV is known as a dual-power-source vehicle. These conventional vehicles. The latest HEV use the modern
vehicles have the engine and the battery that is used to propel technology such as regenerative braking system to recapture
the vehicle. The source of energy can be the battery or the the vehicles kinetic energy in to electrical energy that stored in
internal combustion engine. To minimize the pollution the the battery. The HEV is better for the urban driving, because
HEV use the ICE engine and the electric motor in a most in urban driving vehicle often does start and stop, at that time
desirable way and save the energy. Three types of HEV are the vehicle recapture the kinetic energy into the battery. The
series hybrid, parallel hybrid and series-parallel hybrid vehicle
typical hybrid vehicle has four modes of operation as shown in
[12].
Fig.2. The modes of operations are as follows [15-18]:
The advantages of HEVs are: I. Start and low to mid-range speeds.
During the low to mid-range speeds or in the starting
1. Fuel efficiency and performance;
of the vehicle, the engine totally stops and the motor
2. Lower fuelling cost;
alone propels the vehicle.
3. Reduce the CO2 emission;
II. Driving Under Normal Conditions.
4. Recover some of the energy by regenerative
The power split device sends some of the power to
braking,
turn on the generator and the rest of the power to
5. Use the existing fuel station.
The disadvantage is higher in initial cost due to the battery drive the wheels directly.
cost. In this study, the series-parallel hybrid vehicle that III. Sudden Acceleration.
consists of the control, combustion engine, electrical system Both the battery and the engine provide the power
and power split device shown in the Fig. 1 is used. The control during the sudden acceleration.
part gets the motor speed, generator speed, brake, and IV. Deceleration.
acceleration information from the vehicle dynamics. The By regenerative braking system, the kinetic energy
electrical part gets the generator torque and motor torque from converts into the electrical energy that is stored in the
the control part that will decide when to charge and discharge high-performance battery.
the battery. Whenever the driver hits the break, the motor acts
as a generator and starts to charge the battery otherwise it will
consume the power from the battery this is called the
ĂƚƚĞƌLJ &ƵĞů ĂƚƚĞƌLJ &ƵĞů
regenerative breaking [13]. The electrical part consists of
synchronous motor, drive, synchronous generator, drive, DC-
DC converter, and a battery bank.
The internal combustion engine gets the throttle from the DŽƚŽƌͬ'ĞŶ ŶŐŝŶĞ DŽƚŽƌͬ'ĞŶ ŶŐŝŶĞ

control part that is used to regulate the amount of fuel or air

entering to the engine. The power split device is the heart of
the hybrid vehicle that hooks the gasoline engine, generator, dƌĂŶƐŵŝƐƐŝŽŶ dƌĂŶƐŵŝƐƐŝŽŶ
and electric motor together. It allows the car to operate in series
or parallel (independently both the motor and gas engine and
both can power up the car). The vehicle dynamic provides the I) Start and Low to Mid-Range Speeds II. Driving Under Normal Conditions
vehicle speed that depends upon the vehicle body, road
inclination, and wind velocity hitting the vehicle body.

ĂƚƚĞƌLJ &ƵĞů ĂƚƚĞƌLJ &ƵĞů

DŽƚŽƌͬ'ĞŶ ŶŐŝŶĞ DŽƚŽƌͬ'ĞŶ ŶŐŝŶĞ

dƌĂŶƐŵŝƐƐŝŽŶ dƌĂŶƐŵŝƐƐŝŽŶ

III Sudden Acceleration: IV. Deceleration:

Fig. 2. Hybrid electric vehicle mode of operation
Fig. 1. Hybrid electric vehicle, Series-Parallel [18]
C. Electric Vehicle
In order to validate the proposed EV model we did the
comparison of the proposed EV model with the pre-existing

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HEV model. As we all know that traditional vehicles use the electronics, Simscape Driveline, and Simscape Power Systems.
gasoline to drive the vehicle whereas, the fully EVs use the The digital simulation studies were conducted using the
electric motor which is run by the battery or fuel cell. The practical data of 76 representative vehicles from the city of
benefits are as follows: Winnipeg, Canada [19, 20]. The simulation study results show
1. Smooth and quiet drive that the state of charge (SOC) of the HEV decays slowly than
2. Fuel cost saving the EV due to the presence of the internal combustion engine
3. Rechargeable as shown in Fig. 5 and Fig. 9 respectively.
4. Higher total energy efficiency The Series-Parallel HEV is utilized for the
5. Emission-free vehicle comparison of the speed, acceleration and SOC with the EV.
6. Low maintenance cost and The speed of the vehicle depends upon factors such as vehicle
7. No gasoline requires propelling the vehicle. body, road inclination, wind velocity and tyre slip. The speed
(Kph) is shown in the Fig.3 for the time interval of 3500
III. PROPOSED ELECTRIC VEHICLE MODEL
seconds.
As the hybrid electric vehicles have the internal combustion
engine so it is not an emission less vehicle. Therefore, to
overcome the carbon emission problem, energy security, local,
global and economical growth, the future electrical grid has to
deal with the distributed energy resources (DER) for instance
distributed generator (DG), demand response (DR), energy
storage system (ESS) and electric vehicle. High penetration of
the EVs have the positive as well as negative effects on the
national grid. Un-coordinated charging bring the issues such as
transformer overloading and grid destabilization, however the
control charging/discharging and demand response strategies
could make the grid more reliable and secure.
In future, the EVs have to charge from the grid called G2V Fig. 3. HEV Speed at different time
                 The vertical axis shows the acceleration of the
have to provide power back to the grid called V2G when the vehicle in m/s² and horizontal axis shows the time in second.
vehicle owner wants to earn the money. Therefore, the The simulation is carried out for the time interval of 3500
understanding of the electric vehicle model is the need of second and the acceleration vs time graph is shown in the
present and future. Fig.4.
To the best of our knowledge, there is hardly any EV model
that considers the real movement of vehicles. Our proposed
simulator can receive the externally captured real vehicle
movement data and provide the corresponding acceleration and
the SOC levels. In this paper, real vehicle movement data of 76
representative vehicles from the city of Winnipeg, Canada was
used to prove the effectiveness of the proposed model.
The hybrid electric vehicle, series-parallel shown in Fig.1 can
be transformed to fully electric vehicle as shown in Fig.6.

Fig. 4. HEV Acceleration at different time

Real Electric
Vehicle
The SOC of the battery is use to describe its
Movement
Data
remaining charge which is one of the most important
parameter of the HEV. It also determine that how long can the
vehicle go within a single charge. Fig.5 shows the SOC vs
time graph for the time interval of 3500 second. It can be
observed that with the passage of time the SOC of the battery
is decaying.
Fig. 6. Proposed Electric Vehicle Model.

IV. SIMULATION RESULTS

A. Hybrid Electric Vehicle

The pre-existing HEV model (Fig.1) taken from Ref. [18]
is utilised in Simulink built using Simscape, Simscape

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Fig. 5. HEV SOC at different time
B. Proposed model simulation
As stated earlier that the speed of the vehicle depends
upon leaning of road, vehicle size, design, tyre slip, wind flow
speed and direction. The speed (Kph) is changing with the
passage of time due to the aforementioned factors, the speed
vs time graph is shown in the Fig.7 for the time interval of
3500 seconds.
Fig. 7. EV Speed at different time
The time in second and the acceleration in m/s² shown in Fig.
8 for the time interval of 3500 seconds. We used the same
vehicle, road characteristic and speed for the both HEV and
EV so both the acceleration of the EV and HEV are similar.
Fig.8. EV Acceleration at different time
From Fig.5 and Fig.9, one can see that at 3500 second the
SOC of HEV reaches to 97.3 % while at the same time the EV
reaches to 89 % of the SOC.
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Fig.9 shows the SOC vs time graph for the time
interval of 3500 second. Because of the fact that the EV
battery consumed more current from the battery, its SOC
decay rate is higher as compared to the HEV. The SOC of the
battery is used to describe its remaining charge. Since there is
no combustion engine in the EV, the vehicle can only recharge
at home or a charging station.
Fig. 9. EV SOC at different time
V. CONCLUSION
This study utilises the Hybrid Electric Vehicle,
Series-Parallel simulator built using Simscape, Simscape
Electronics, Simscape Driveline, and Simscape Power
Systems. This model is then transformed into fully Electric
Vehicle. A detail analysis on the state of charge of both HEV
and EV is conducted. For the simulation studies, the 76
representative vehicles weekday data for 3500 second from
the city of Winnipeg, Canada are utilised. At 3500 second, the
SOC of HEV decayed to 97.3 % while at the same time the
EV decayed to 89 %. Both HEV and EV are assumed to have
the same speed and acceleration. In summary, the SOC of EV
decays more quickly than the HEV as expected because the
EV does not have the internal combustion engine.
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