Improved Charge Control Algorithm considering

Temperature of Li-ion Battery

Tae-Ho Eom, Min-Ho Shin, Jun-Mo Kim, Jeong Lee, Chung-Yuen Won
Department of Information and Communication Engineering, Sungkyunkwan University
Suwon, Republic of Korea
taehooo@skku.edu

Abstract—In this paper, Li-ion battery charging method of
On-Board Charger(OBC) for Electric Vehicle(EV) considering
temperature is proposed. Considering the characteristics of the
Li-ion battery that varies with temperature, it is a method for
charging while maintaining the proper temperature. It operates
in three modes and maintains the proper temperature of the
battery via self-charge·discharge. In this paper, analyzing the
temperature characteristics of the Li-ion battery, it proposed a
method for charging while maintaining the proper temperature.
The proposed charge method is validated by experiment.
Keywords—OBC, charge algorithm, li-ion battery, temperature
control, self-charge·discharge
I. INTRODUCTION
Recently, due to global carbon dioxide regulation, much
attention and research on electric vehicles are advanced. The
development of Hybrid Electric Vehicle(HEV) has resulted in
a longer mileage compared to existing internal combustion
engine vehicles. In addition, the development of pure electric
vehicles is being actively promoted, and it is attracting
attention as an environmentally friendly automobile. The
mileage of electric vehicles depends heavily on battery
performance, as the battery capacity increases, an effective
filling method is required[1]-[3].
OBC is a method that allows users to easily charge at
home and many types of research are under way. OBC is also
increasing its rating as battery capacity increases and performs
power control for charging the battery. Most electric vehicles
use the Li-ion battery with high energy density. The lithium-
based battery of the characteristics is to fluctuation according
to the temperature during charging, In the conventional
charging method, the life-time of a battery not considering the
temperature decreases[4],[5]. In this paper, Li-ion battery
charging method of OBC for electric vehicle considering
temperature is the description. The validity of the provided
battery charge control method is verified through experiment.
II. CONFIGURATION OF OBC SYSTEM
A. Configuration of System
Fig. 1 show a block diagram of the OBC system. Since it
had to be insulated from the grid, it was composed of a full-
bridge converter. Execute Power Factor Correction(PFC) using
the boost converter and control to bring the power factor close
to 1[6]. Using a full-bridge converter which is an isolated
converter, charge to convert to the power load of the battery is
required. The OBC system is designed with a 6kW of rated
power to charge the battery.
Diode Boost Full-bridge Li-ion
Rectifier Converter Converter Battery
Grid
DC DC
DC DC
isolation
Fig. 1. Block diagram of OBC system
Fig. 2 show the configuration of the OBC system. An
Electro Magnetic Interference(EMI) filter was constructed on
the system side to reduce electrical noise. The boost converter
is configured as a switch instead of a diode to reduce the power
loss. The full-bridge converter configured for isolation
implements Zero Voltage Switching(ZVS) through LLC
resonance, which is a series·parallel resonance. The efficiency
of switching can be reduced by increasing the efficiency of the
full-bridge converter[7]. LC filter is configured on the output
side to reduce the ripple of the power supplied to the battery.

Diode Boost Full-bridge

Rectifier Converter Converter LC Filter
RELAY
EMI
Grid CP LBoost S1 S3 S5 S7 Lf1
Filter SBoost2
C S LP LS
SBoost1 COut1 Cf

S2 S4 S6 S8
Lf2

Fig. 2. Configuration of OBC system

978-1-5090-5157-1/17/$31.00 ©2017 IEEE 1971

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 loss due to internal resistance due to temperature
B. Temperature Characteristic of Li-ion Battery occurs[12],[13].
Fig. 3 shows the charging characteristics of a Li-ion
20௃
battery. Li-ion battery can be charged up to three times their 350
30௃
capacity. Charging is possible more than five times during fast

Internal resistance[m]
40௃
300 50௃
charging. It can be confirmed that the temperature rise rate
increases as the charge amount through Fig. 3 increases[8],[9]. 250

200

150
55 1.0C
1.5C
3.0C 100
50 5.0C
Temperature[௃]

50
45
0
40 0 10 20 30 40 50 60 70 80 90 100
35 Capacity[%]

30 Fig. 5. Internal resistance fluctuation according to temperature

25
The Li-ion battery is heated by the internal resistance
20
0 10 20 30 40 50 60 70 80 90 100
during charging and the temperature rises. It also has a
characteristic that the temperature rises in proportion to the
Capacity[%]
amount of current to be charged. The resistance of the battery
Fig. 3. Temperature increase according to battery charge can be expressed as Equation 1. In order to improve rate
limiting characteristics, it is important to minimize resistance
Li-ion battery is chemically charge·discharge. Therefore, it inside the battery[14],[15].
is affected by temperature. At low temperature, battery Rtot = Re+RLi (1)
capacity is reduced. To increase the utilization of the battery,
(Rtot : total resistance, Re : resistance by electron, RLi : resistance
performing the charging at an optimum temperature of 25ƒC by Li-ion)
~35 ƒ C is the best charging efficiency. The Fig. 4 with
increasing temperature can be seen the characteristic that the
capacity of the battery increases[10],[11].
III. CHARGE METHOD OF LI-ION BATTERY

A. Propose battery charge method

100 0.2C
0.5C Conventional battery charging method is simply charging
1.0C
90 2.0C by Constant Current(CC) method without consideration of
battery characteristics. However, if charging is performed with
Capacity[%]

80
a constant current as shown in Fig. 6, there arises a problem
70 that the temperature rises. Also, when charging at a low
temperature, breakage of the lattice structure which is the
60
internal structure of the Li-ion battery occurs, causing a
50 problem that the life-time of the battery is lowered[7].
Therefore, in this paper, we propose a control scheme that
40
maintains the optimum temperature of 25 ƒ C~35 ƒ C during
30 battery charging. As shown in Fig. 7, State of Charge(SOC) of
-30 -20 -10 0 10 20 30 40 50 60 70 the battery reaches 100%, self-chargedischarge is executed to
Temperature[௃ ] maintain proper temperature.
Fig. 4. Battery capacity fluctuation according to temperature

As shown in Fig. 5, the internal resistance of the battery

increases with increasing temperature, charging should be
performed at temperatures below 35ƒC. The internal resistance
of the battery is inevitably due to the internal configuration of
the battery. It consists of both an anode and a cathode
electrode, an electrolyte and a separation membrane. In the
process of electrochemical oxidation and restoration reaction
Fig. 6. Temperature increase according to constant current charge

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 C. Operating mode
Fig. 9 shows the battery voltagecurrent of MODE 1 that
performs self-chargedischarge with the provided charging
method. It has a delay time different from the ideal current, and
chargedischarge is performed. This is a basic chargedischarge
mode for maintaining the battery temperature at an appropriate
temperature after the SOC reaches 100%.

MODE 1
15 : IBAT 30

Current [A]
: VBAT

Voltage [V]
Fig. 7. Proposed charging method 10
5
20
10
0 0
-5 -10
-10 -20
-15 -30
B. Control algorithm of proposed method 0 0.05 0.10
Time [s]
0.15 0.20 0.25

Fig. 8 show the control algorithm of the proposed battery

charging method. It receives battery temperature and SOC Fig. 9. Battery voltage and current waveforms of MODE 1
information from Battery Management System(BMS) and
performs constant control.

Start

Get information of battery

state from BMS

Yes No
Self-chargeȝdischarge BAT Temp. MODE 2
SOC > 90%
sequence > 25Ș operation

No Yes

Constant Current(CC) Charge operation

MODE 1
charge operation C-rate Ȣ step increase
operation
(general method) (0.1C-rate ȡ)

No Charge operation Yes

1C-rate charge BAT Temp.
0.1C-rate  BAT Temp. > 1Ș
(Maximum) > 25Ș
100Hz

Yes No

Yes
BAT Temp. MODE 3
0.5C-rate charge
< 35Ș operation

No

Yes Charge operation

BAT Temp.
Freq. Ȣ step increase
< 35Ș
(50Hz ȡ)

No

Battery charge stop

End

Fig. 8. Control algorithm of proposed charging method

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 Fig. 10 shows that in a low-temperature environment such Boost converter fsw 20 [kHz]
as winter or cold fat, MODE 1 is a mode that operates to raise
the temperature further when the appropriate temperature of the Full bridge converter fsw 90 [kHz]
battery can not be maintained. MODE 2 is a method of
increasing the amount of current for self-chargedischarge so Cs capacitance 10 [F]
that the temperature of the battery rises due to internal Lp inductance 300 [H]
resistance. By increasing the C-rate, the battery temperature
can be shortened. Ls inductance 20 [H]
Output filter Cf 10 [F]
MODE 2
15 : IBAT 30 Output Filter Lf1 10 [H]

Current [A]
: VBAT
Voltage [V]

10 20
5 10
0
-5
0
-10
Output filter Lf2 10 [H]
-10 -20
-15 0.1 C-rate 0.2 C-rate 0.3 C-rate 0.4 C-rate 0.5 C-rate -30
0 0.05 0.10 0.15 0.20 0.25
Time [s]
Fig. 10. Battery voltage and current waveforms of MODE 1

Fig. 11 shows that in a situation where the external

temperature is low, the temperature in the case can not
maintain the proper temperature of the battery to the MODE 2
is a mode that operates to further rise. MODE 3 is a method of
controlling the battery temperature to increase by increasing
the frequency at which self-chargedischarge is performed. The
frequency can be increased to shorten the time the battery
temperature increases. At this time, the amount of current to be
charged and discharged operates at the same 0.1C-rate as
MODE 1.
Li-ion Battery Power Converter
Control Board Output Filter
MODE 3
15 : IBAT 30 SMPS Grid Input
Current [A]

: VBAT
Voltage [V]

10 20
5 10
0 0
-5 -10 Fig. 12. OBC system hardware for battery charge
-10 -20
-15 100Hz 150Hz 200Hz 250Hz 300Hz -30
0 0.05 0.10 0.15 0.20 0.25
Time [s] Fig. 12 show the OBC hardware configured to charge the
Fig. 11. Battery voltage and current waveforms of MODE 1 battery. Diode rectifier is constructed to convert the grid power
to DC power. It consists of a boost converter and an isolated
converter full-bridge converter for PFC operation. The output
is connected to the battery. In addition, the temperature of the
IV. EXPERIMENT RESULTS battery was measured with an infrared camera.
The battery temperature characteristics are very difficult to
implement by simulation. Therefore, in this paper, it was to
validate the charge control method of the Li-ion battery
through the experiment. The experimental specifications are
shown in Table Ǥ.

TABLE Ǥ. EXPERIMENT PARAMETERS

Parameters Values Symbols

Rated power 6,000 [W]
Input voltage 220 [Vac]
Output voltage 240 [Vdc]
Boost inductance 500 [H]
Fig. 13. Battery temperature applied the general method

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Fig. 14. Battery temperature applied the proposed method
Fig. 13, Fig. 14 shows the temperature of a Li-ion battery
measured through a thermal imaging camera. Fig. 13 shows the
battery temperature when the general method is applied. Fig.
14 shows the battery temperature when the proposed method is
applied.
Fig. 15. Temperature graph of the proposed method
Fig. 15 shows the temperature increase graph when the
general method and proposed method are applied. It can be
confirmed that the proposed method keeps the temperature of
the battery at the proper temperature.
V. CONCLUSIONS
This paper proposed improved method of charging Li-ion
battery for an electric vehicle. Considering the characteristics
of the battery which varies with temperature, in order to
guarantee the life-time of the battery, it proposed a charging
method considering temperature. Using the algorithm to
perform mode specific operations, the validity of the proposed
charging method was verified through experiments.
1975
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