**3. Simulation cases**

In order to underline the range of a specific electric vehicle, the Tesla Model S, the initial case starts with a fully loaded battery, so initial state of charge is set to 100%. In other cases, an ISOC of 60 and 30% was considered, as shown in **Table 2**.


**Table 2.** Simulation cases.

After creating the Case 1 Model, the simulation is started, and the results of the battery current and energy can be monitored in the DataWindow (**Figure 18**). After the vehicle stops, the distance is recorded and the state of charge of the battery is changed (**Figure 19**), with new results (**Figure 20**) and the same is done for case 3 (**Figure 21**).

**Figure 18.** Battery current and energy monitored in the DataWindow, for Case 1.

**Figure 17.** Road generated for the simulation.

1212 Modeling and Simulation for Electric Vehicle Applications

of 60 and 30% was considered, as shown in **Table 2**.

In order to underline the range of a specific electric vehicle, the Tesla Model S, the initial case starts with a fully loaded battery, so initial state of charge is set to 100%. In other cases, an ISOC

After creating the Case 1 Model, the simulation is started, and the results of the battery current and energy can be monitored in the DataWindow (**Figure 18**). After the vehicle stops, the

**Case/properties Battery power [kW] Battery state of charge [%] Mass of the vehicle [kg]**

Case 1 85 100 2108 Case 2 85 60 2108 Case 3 85 30 2108 Case 4 51 100 1892 Case 5 51 60 1892 Case 6 51 30 1892 Case 7 25.5 100 1770 Case 8 25.5 60 1770 Case 9 25.5 30 1770

**3. Simulation cases**

**Table 2.** Simulation cases.


**Figure 19.** Changing the SOC of the high‐voltage battery to 60%.

**Figure 20.** Battery current and energy monitored in the DataWindow, for Case 2.

**Figure 21.** Battery current and energy monitored in the DataWindow, for Case 3.

In order to change the data for Cases 4–6, the mass of the vehicle bodies was modified so that the total mass of the vehicle is correct for these cases (1892 kg) as shown in **Figure 22**, but also the maximum power was reduced to 51 kW (**Figure 23**), with results shown in **Figure 24** (Case 4), **Figure 25** (Case 5), and **Figure 26** (Case 6).


**Figure 22.** Vehicle bodies change for Cases 4 to 6.

**Figure 20.** Battery current and energy monitored in the DataWindow, for Case 2.

1414 Modeling and Simulation for Electric Vehicle Applications

**Figure 21.** Battery current and energy monitored in the DataWindow, for Case 3.

4), **Figure 25** (Case 5), and **Figure 26** (Case 6).

In order to change the data for Cases 4–6, the mass of the vehicle bodies was modified so that the total mass of the vehicle is correct for these cases (1892 kg) as shown in **Figure 22**, but also the maximum power was reduced to 51 kW (**Figure 23**), with results shown in **Figure 24** (Case


**Figure 23.** High‐voltage battery properties for Case 4.

**Figure 24.** Battery current and energy monitored in the DataWindow, for Case 4.

**Figure 25.** Battery current and energy monitored in the DataWindow, for Case 5.

**Figure 26.** Battery current and energy monitored in the DataWindow, for Case 6.

For Cases 7–9, the mass of the vehicle bodies was modified so that the total mass of the vehicle is correct (1770 kg) as shown in **Figure 27**, but also the maximum power was reduced to 25.5 kW (**Figure 28**), with results shown in **Figure 29** (Case 7), **Figure 30** (Case 8), and **Figure 31** (Case 9).


**Figure 27.** Vehicle bodies change for Cases 7 to 9.

**Figure 24.** Battery current and energy monitored in the DataWindow, for Case 4.

1616 Modeling and Simulation for Electric Vehicle Applications

**Figure 25.** Battery current and energy monitored in the DataWindow, for Case 5.


**Figure 28.** High‐voltage battery properties for Case 7.

**Figure 29.** Battery current and energy monitored in the DataWindow, for Case 7.

**Figure 30.** Battery current and energy monitored in the DataWindow, for Case 8.

**Figure 28.** High‐voltage battery properties for Case 7.

1818 Modeling and Simulation for Electric Vehicle Applications

**Figure 29.** Battery current and energy monitored in the DataWindow, for Case 7.

**Figure 31.** Range results for all simulation cases.
