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2020-01-5086 Published 14 Oct 2020

Modelling of Electric Vehicles Using Matlab/

Simulink
Marah Al Halabi and Anas Al Tarabsheh Abu Dhabi University

Citation: Al Halabi, M. and Al Tarabsheh, A., “Modelling of Electric Vehicles Using Matlab/Simulink,” SAE Technical Paper
2020-01-5086, 2020, doi:10.4271/2020-01-5086.

Abstract
and its distance travelled correspond to actual driving cycles

I
n this paper, we present a Matlab/Simulink model for and torque variations of an EV. The added value of this model
electric vehicles (EVs). We model the vehicle dynamics, is that it simulates the aerodynamic drag, linear acceleration,
transmission performance, and battery of the EVs to and rolling resistance forces where the modelled motor effi-
acquire the power requcirements of the battery and to later ciency hit 73%. Other results corresponding to its tractive
deduce the best types of battery to use for such applications. effect, motor efficiency, and battery requirements are
The simulations are performed through an integration of the obtained. The simulations are verified and all fit the theory
Matlab code and Simulink blocks. The velocity of the vehicle behind EVs.

Keywords
Electric vehicles, Simulink, Matlab, Vehicle dynamics, power, Electrical power, Motor efficiency
Transmission performance, Battery, Torque, Mechanical

1. Introduction
investigated the flow of energy and the performance and effi-

T
he Electric Vehicles (EVs) market is growing rapidly ciency of the BEV. Their model is subjected to further modifica-
because the people are more worried about carbon tions and can provide a solid foundation for BEV modelling.
dioxide (CO2) emissions and the impact of fossil fuels
on the environment. The key point for the EV market to FIGURE 1 Battery pack prices and the fitted data (dashed
succeed is to focus on research and development to model and lines). Data taken from Ref. [1].
develop the battery technology, motor efficiency, vehicle
dynamics, and transmission performance. The EVs’ battery
prices have declined, as depicted in Figure 1, where the expected
price (according to the fit) in 2020 will be $112 per kWh.
The industry of EV has grown rapidly in the last five years
and is expected to continue as the electric range is improved.
This is noticed by the market decline of conventional vehicles.
With the increase in the automation market demand, however,
comes the increase in fuel consumption. This adversely affects
the environment, especially with the CO2 emissions. Regular
vehicles can only run on petroleum as opposed to EVs or
hybrid EVs. This alternative method of transportation has a
huge impact on the environment as it reduces the toxic emis-
sions by making use of electricity and/or batteries.
© Anas AlTarabsheh.

The authors of [2] have simulated Proton IRIZ Battery

Electric Vehicle (BEV), a Malaysian car, using Simulink. They
identified and modelled the six electric components of such
system with their corresponding mathematical equations. They

© 2020 Anas AlTarabsheh. Published by SAE International. This Open Access article is published under the terms of the Creative Commons Attribution License
(http://creativecommons.org/licenses/by/4.0/), which permits distribution, and reproduction in any medium, provided that the original author(s) and the source
are credited.
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2 MODELLING OF ELECTRIC VEHICLES USING MATLAB/SIMULINK

The analysis of a novel Switched Reluctance Motor (SRM) added value of this model is that it simulates the aerodynamic
hub motor is presented in [3] to improve the performance of drag, linear acceleration, and rolling resistance forces to
EVs. The authors followed a passive load scheme to model such maximize the motor efficiency. On the other hand, the velocity
vehicles and analyze their performance. The modelled SRM of the EV and its distance travelled correspond to the actual
consists of eight stator and six rotor poles. Its simple construc- driving cycles and the torque variations.
tion and low-inertia rotor make the SRM a good candidate The rest of the paper is summarized as follows: Section 2
for EVs in both generation and motoring modes. Due to the presents the proposed Matlab/Simulink model, Section 3
generated torque’s phase current polarity independenc of such discusses and analyzes the results, and Section 4 concludes
motor, we only require few static semiconductor switching the paper.
devices for driver applications. Moreover, the main advantage
of using SRMs is the torque-to-inertia ratio, where the initial
torque is very high to accommodate the high starting inertia
and hence its suitability for high-speed applications. 2. Proposed System
Another method for improving the performance of EVs
is presented in [4]. The authors propose a composite power The proposed Simulink model is based on the simulated model
supply for such that consists of a supercapacitor, large power, in [12], which is based on the EV modelling presented in [13].
and a conventional battery. To enhance the topology of the Our model is presented in Figure 2. To model any EV, three major
composite power supply, the Direct Current (DC)-to-DC parts should be taken into consideration: vehicle dynamics, trans-
converter in its structure uses the parallel staggered tech- mission performance, and battery. These three will be explained
nology. The whole structure is modelled in Matlab/Simulink, in detail while referring to the Matlab/Simulink model.
and the energy storage system is managed through fuzzy logic All parameters used in modelling EVs are presented in
control. The results conclude that this system improves the Table 1. The velocity and hence the acceleration of the vehicle
output power of the EVs, energy efficiency, and the process of is simulated and inputted into the Simulink model to model
discharging the battery. Also it is more applicable economically. a driving cycle of an EV.
Plug-in EVs utilize rechargeable batteries to drive the
motor unlike the Internal Combustion Engine vehicles. As
such, there are charging stations for these vehicles that allow 2.1. Vehicle Dynamics
them to be plugged into the power grid [5]. A fast DC off-board The first step towards modelling an EV is studying its vehicle
charging station that can accommodate multiple EV charges dynamics. This represents the net forces acting on a vehicle
is presented in [6] through the use of Matlab/Simulink. Two during its driving cycle and the effect of multiple parameters
types of controls are deployed: Voltage Regulation Control on its velocity and performance. Figure 3 illustrates the
(V-Control) for the front-end and Power Control (P-Control) different types of forces acting on a vehicle. These include the
for the back-end. There is an Alternating Current (AC)-to-DC aerodynamic drag Fad, acceleration, rolling resistance Frr, and
converter in the front-end to exchange the power between the hill-climbing F hc forces. The combined effect results in a
grid and the DC bus. The voltage on the DC link is maintained tractive effect force Fte. These four forces are represented in
constant, while the grid voltage is regulated using the V-Control. the upper half of the Simulink model in Figure 2.
On the back-end side, there is a DC-to-DC converter, where
the P-Control is responsible for providing a constant current 2.1.1. Aerodynamic Drag Force The first force acting
or reduced constant current. Also, the authors propose a battery on the EV is the aerodynamic drag force. This is caused by
management system for controlling the battery’s charging the friction of the air when the vehicle is moving. It can
current, voltage, and temperature. Their simulated results be defined as Equation 1:
conclude that varying the charging current reduces the charging
time of the battery. The dynamic model of an EV is investigated 1
by Matlab in [7], and the effect of different vehicle’s resistance Fad = ρ ACd v 2 Eq. (1)
2
forces on the vehicle performance is tested too.
The work of [8] presented a comprehensive EV system simu- where ρ is the air density, A is the frontal area of the vehicle,
lation to directly resemble the physical system using Matlab/ Cd is the air drag coefficient, and v is the vehicle speed in
Simulink graphical software environment. The article [9] devel- relation to the air. The subsystem that models this force is
oped a GUI in Matlab to monitor the most important variables demonstrated in Figure 4.
from the EV where the measured variables depend on the sensors’
signal to be later adapted to the appropriate voltage range. A 2.1.2. Acceleration Force There are two types of accel-
testing method focusing on the EVs’ driveability is proposed in erations to be considered while modelling an EV: linear and
[10] where the Matlab/Simulink models were developed to mimic angular accelerations. The angular acceleration can
the real-time testing cases. On the other hand, the authors in [11] be denoted as
used the Matlab/Simulink to study and model the system of EVs,
and they obtained simulation results that proved the accuracy IG 2
Fwa = a Eq. (2)
and efficiency of the proposed dynamic model. ng r 2
In our work, we deduce the best types of battery via
modelling the EV dynamics and transmission performance, where I is the moment of inertia, G is the gear ratio, ng is the
and the used battery to acquire the power requirements. The gear system efficiency, r is the tire radius, and a is the
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MODELLING OF ELECTRIC VEHICLES USING MATLAB/SIMULINK 3

FIGURE 2 Proposed Simulink model for EVs.

© Anas AlTarabsheh.
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4 MODELLING OF ELECTRIC VEHICLES USING MATLAB/SIMULINK

TABLE 1 Simulation parameters. FIGURE 5 Linear acceleration force Simulink subsystem.

Parameters
Air density 1.25 kg/m3
Frontal area 2.64 m
Air drag coefficient 0.3

© Anas AlTarabsheh.
Vehicle total mass 1605 kg
Coefficient of rolling resistance 0.001
Gravitational force 9.81 m/s2
Efficiency of gear system 0.95
Regenerative coefficient 0.5
Gear ratio 13
Radius of the Tire 0.376 m
modelled their vehicle as such. The formula for the linear
Copper losses coefficient 0.3 acceleration force model, which is shown in Figure 5, is there-

© Anas AlTarabsheh.
Iron losses coefficient 0.01 fore given by Equation 3:
Windage losses coefficient 0.000005
Constant losses 600 FLa = 1.05ma Eq. (3)
Average power of accessories 150 W

2.1.3. Rolling Resistance Force This force depends

on the friction between the tires of the vehicle and the road.
FIGURE 3 Total tractive effect on a vehicle. As such, it is modelled by Equation 4, where the coefficient of
rolling resistance, μrr, depends on the type of the tire utilized
and its pressure.

Frr = µrr mg Eq. (4)

The Simulink subsystem model that is represented is

shown in Figure 6.

2.1.4. Hill-Climbing Force The last force accounted for

© Anas AlTarabsheh.

in the vehicle dynamics of an EV is the hill-climbing force.

This force depends on the angle of inclination of the road and
is given by Equation 5.

Fhc = mgsin (ψ ) Eq. (5)

FIGURE 4 Aerodynamic drag force Simulink subsystem. Our proposed model assumes level ground; thus, the
angle of inclination is zero, which in turn means that there is
no effect to the hill-climbing force on our model. However,
the blocks for modelling this force are shown in Figure 7.

2.1.5. Tractive Effect The total tractive force is modelled

by Equation 6, which is simply the addition of all four afore-
© Anas AlTarabsheh.

mentioned forces affecting an EV. Since Fhc is 0 N, it is not

mentioned in Equation 6.
Fte = Fad + Fla + Frr Eq. (6)

FIGURE 6 Rolling resistance force Simulink subsystem.

acceleration. Often the moment of inertia will be unknown,
so to account for angular acceleration, we deduce a ratio from
Equation 2. Assuming a 30 kW motor with G/r values typically
given at 40 and ng of 0.025 kg m2 with a weight of approxi-
mately 800 kg, this will return a considerably small value as
© Anas AlTarabsheh.

compared to the linear acceleration with a ratio of 40/800 =

0.05; hence the 5% ratio. Due to this reason, we increase the
mass in the linear acceleration formula by 5% to model a
typical scenario. This is explained in [13], where the authors
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MODELLING OF ELECTRIC VEHICLES USING MATLAB/SIMULINK 5

FIGURE 7 Hill-climbing force Simulink subsystem. •• The vehicle is slowing down due to braking:

■■ Output Motor Power

Pmotorout = Pte n g Eq. (10)

■■ Power into Motor

© Anas AlTarabsheh.

Pmotorin = Pmotorout nm Eq. (11)

EVs can be in one of two states: normal forward driving

or regenerative braking. Typically, there’s a single gear in EVs,
which means the gear efficiency denoted by ng is constant.
The required output from the vehicle dynamics part of Motor efficiency, nm considers both the efficiency of the motor
our proposed model is the energy required to drive the vehicle and its controller and is calculated using Equation 13. In the
for each second time slot. This is equivalent to the tractive case of the vehicle being driven, the electrical input power
power, which is defined in Equation 7. required by the motor, Pmotorin, is greater than the mechanical
power. On the other hand, when there is a case of braking,
Pte = Fte v Eq. (7) the motor is being used to slow down the vehicle, so the elec-
trical power is reduced and the mechanical output power,
This represents the end of the vehicle dynamics modelling Pmotorout, increases.
section. The transmission performance primarily depends on Two switches are used to model the four aforementioned
the power calculated in this step in addition to other param- equations related to the output and input motor powers. ng
eters, which will be discussed in Section 2.2. and nm represent the efficiency of the gear system and the
motor and controller efficiency, respectively. The efficiency of
the gear system is a constant taken from Table 1, while the
2.2. Transmission motor efficiency is calculated and modelled in Section 2.2.3.
Performance 2.2.2. Motor Torque Torque is represented by the
The next stage in the proposed model accounts for mechanical mechanical output power of the motor divided by the angular
losses. It deals with the motor of the EV, and it considers the speed as seen in Equation 12.
input and output powers of the motor, its efficiency, torque,
and other parameters. This is represented by the lower section Pmotorout
Torque = Eq. (12)
up until the battery model in Figure 2. It is essential for finding ω
the energy requirements of the EV’s battery.
The angular speed is calculated using Equation 13.
2.2.1. Motor Power The motor converts the electrical
Gv
power into mechanical power. Using the tractive power, ω= Eq. (13)
we can find the output power of the motor and hence the r
torque and the electrical power needed into the motor. The
The gear ratio and the tire radius are constants taken from
EV undergoes two distinct scenarios while on the road. The
Table 1, and the velocity is taken from the Matlab workspace.
first is when it is driving, and the other one when it is slowing
The angular velocity is measured in radian per second (rad/s).
down and braking. When the vehicle is moving and acceler-
The torque and angular speed, in addition to multiple losses
ating, the electric power into the motor is greater than the
coefficients, are used to calculate and model the
output mechanical power. On the other hand, the electric
motor’s efficiency.
power into the motor is reduced when the motor is slowing
down the vehicle when the brakes are hit. These two scenarios
2 . 2 . 3 . Motor and Cont roller Ef ficiency
are summarized as follows with their respective equations:
Modelling The subsystem for modelling the motor effi-
•• EV is being driven; the vehicle is accelerating: ciency is presented in Figure 8. All the constants are unitless
and are taken from Table 1. The derivation of the motor effi-
■■ Output Motor Power ciency is presented in Equation 14:

Pte Pout
Pmotorout = Eq. (8) η= × 100%
ng Pin
Pout
■■ Power into Motor η= × 100% Eq. (14)
Pout + Losses
Pmotorout Tω
Pmotorin = Eq. (9) η= × 100%
nm Tω + K cT 2 + K iω 3 + C
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6 MODELLING OF ELECTRIC VEHICLES USING MATLAB/SIMULINK

FIGURE 8 Motor and controller efficiency FIGURE 9 Velocity (solid line) and acceleration (dashed
Simulink subsystem. line) of the EV vs. time.

© Anas AlTarabsheh.

© Anas AlTarabsheh.
T represents the torque and w represents the angular
speed. Since the current is directly proportional to the torque
provided by the motor, we use the torque instead of the current
in our proposed model. The coefficients of losses in Table 1
are that of a 100 kW induction motor primarily used for
modelling EVs.
FIGURE 10 Distance travelled vs. time.

2.3. Battery
Accurate battery models are a vital part of EV simulation. An
efficient battery model in [14] studied the Li-ion battery in
Matlab/Simulink to validate the reliability of the proposed
model. The final stage of the in-hand proposed model is the
battery requirements. It is modelled in the farthest lower right
side of the Simulink model in Figure 2. It depends on the total
electric power into the motor and the average accessory power.
Their addition corresponds to the total power utilized by the
battery. The accessory power, Pac, can include the power
required by the radio or the headlights, for instance. Equation

© Anas AlTarabsheh.
15 shows how to calculate such.

PBattery = PMotorin + Pac Eq. (15)

3. Results 3.1. Vehicle Dynamics Results

The velocity modelled for the simulation of the EV ranges The proposed model studies the vehicle dynamics and the
from 0 km/h to 350 km/h. The derivative of the velocity gives effect of different forces on the EV’s performance. With the
us the acceleration. Figure 9 shows the velocity and accelera- increase in velocity, the aerodynamic drag force increases.
tion graphs versus time, which are inputted to our Simulink There is a direct relationship between the force and the square
model. These are in meter per second (m/s) and meter per of the velocity, which is clearly shown in Figure 11.
second squared (m/s2), respectively. As for the linear acceleration, it is directly proportional
The red highlighted area of the velocity graph represents to acceleration, as seen in Figure 12. As acceleration increases,
the region where the torque is constant. After that, the torque the acceleration force increases. It is important to note that
changes so the velocity is modelled using another equation. this acceleration takes into account the angular acceleration
Since the velocity doesn’t change dramatically, the accelera- since it accounts for an increase in the mass by 5%. When it
tion corresponding to it changes slightly. The distance trav- comes to the rolling resistance force, it only depends on the
elled in meters by the EV corresponding to the simulated vehicle weight. As such, it will be constant throughout the
velocity can be seen in Figure 10. whole simulation time. The addition of the forces results in
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MODELLING OF ELECTRIC VEHICLES USING MATLAB/SIMULINK 7

FIGURE 11 Aerodynamic drag force vs. velocity of the EV. FIGURE 13 Total tractive force vs. velocity of the EV.
© Anas AlTarabsheh.

FIGURE 12 Linear acceleration force vs. acceleration of © Anas AlTarabsheh. FIGURE 14 Motor efficiency vs. motor torque.
the EV.
© Anas AlTarabsheh.
© Anas AlTarabsheh.

the total tractive force. Figure 13 shows how the change in high, where the motor efficiency reaches its peak at around
velocity affects the total tractive force [15]. As mentioned 88%, and then it drops until it stabilizes at around 72%. This
previously, there is a small section where the torque is constant corresponds to the induction motor’s behavior, which verifies
up until around 19.8 m/s, which is equivalent to 71.28 km/h. the results we obtained. As for the torque-speed characteris-
This justifies why most of the results showcase two distinct tics, it can be noticed that an increase in the angular speed,
sections in the graphs. The increase in speed after the point which is directly proportional to the velocity, increases the
where the torque is constant clearly shows that it is followed torque since the mechanical output power of the motor is not
by an increase in the total tractive force. constant. In the beginning, the torque is almost constant or
slowly varying, but after 695 rad/s it increases significantly
until it reaches a maximum of 150 Nm.
3.2. Transmission As expected, the simulated graph of the torque versus the
velocity, Figure 16, will show a similar curve in Figure 15,
Performance Results since there is a direct relationship between the two speeds.
The transmission performance results deal with the motor’s In theory and practice, the higher the mechanical output
torque, efficiency, and electrical and mechanical powers. power of the motor the higher its torque. Our simulated graph
Figure 14 represents the relationship between the motor effi- shown in Figure 17 validates such concept. The highest
ciency and torque. In the beginning the induced torque is very mechanical output power reached is 500 kW.
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8 MODELLING OF ELECTRIC VEHICLES USING MATLAB/SIMULINK

FIGURE 15 Motor torque vs. angular speed. FIGURE 18 Battery power required vs. the velocity of
the EV.

© Anas AlTarabsheh.

© Anas AlTarabsheh.
FIGURE 16 Motor torque vs. velocity.

3.3. Battery Results

The battery needs require the electrical power into the motor
as well as any additional power from powering on or activating
the EV’s accessories. For instance, turning on the headlights
consumes power, and that has to be accounted for in the
battery needs. Another example would be turning on the
radio. These power requirements are negligible when
compared to the electrical power, but they are still important
while sizing the battery and selecting the best type. Figure 18
shows that the increase in the velocity of the EV increases the
© Anas AlTarabsheh.

electric power into the motor, which in turn increases the

required power of the battery.
In the very beginning, when the car is not moving, the
power is at its minimum of about 1 kW. The highest required
power of the battery required is 700 kW. For simplicity, the
FIGURE 17 Motor torque vs. mechanical output power. log scale is used for such and is presented in Figure 19.

4. Conclusion
In this paper, we model an EV while taking into consideration
its vehicle dynamics, transmission performance, and battery.
The model is done in Matlab/Simulink, and all the parameters
used mimic real EVs. There are three forces acting on the
modelled EV, which are the aerodynamic drag, linear accelera-
tion, and rolling resistance forces, as we assume level ground
for the hill-climbing force. The motor efficiency modelled
reached an average of 73%, which meets the expectations of
EV’s motor efficiency. The power required from the battery
may reach up to 700 kW for high speeds. As for the initial
© Anas AlTarabsheh.

power required, it reaches 1 kW due to the accessory power

and the initial start of the vehicle. Part of the future work
includes modelling the depth of discharge for multiple battery
types to ensure it doesn’t exceed 90%.
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MODELLING OF ELECTRIC VEHICLES USING MATLAB/SIMULINK 9

FIGURE 19 Battery power required vs. the velocity of I - Moment of inertia

the EV. m - Vehicle’s mass
ng - Gear efficiency
ng - Gear system efficiency
ng - Motor efficiency
Pac - Accessory power
Pmotorout - Electrical input power required by the motor
Pmotorout - Output motor power
Pte - Tractive power
r - Tire radius
T - Torque
v - Vehicle’s speed in relation to the air
© Anas AlTarabsheh.

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© 2020 Anas AlTarabsheh. Published by SAE International. This Open Access article is published under the terms of the Creative Commons Attribution License (http://
creativecommons.org/licenses/by/4.0/), which permits distribution, and reproduction in any medium, provided that the original author(s) and the source are credited.

Positions and opinions advanced in this work are those of the author(s) and not necessarily those of SAE International. Responsibility for the content of the work lies
solely with the author(s).

ISSN 0148-7191