BATTERY MANAGEMENT SYSTEM

DEPARTMENT OF AUTOMOTIVE AND MARINE

ENGINNERING

NED UNIVERSITY OF ENGINEERING AND

TECHNOLOGY KARACHI, PAKISTAN
 DESIGN & DEVELOPMENT OF BATTERY
MANAGEMENT SYSTEM
(FINAL YEAR PROJECT REPORT)

Group: 04 Batch: 2015-16

Muhammad Mohsin AU-15015

Abdul Rehman AU-15021
Umar Ayaz AU-15042
Muhammad Huzaifa Khan AU-15054

Internal Advisor: Dr. Saqib Jamshed Rind

(Assistant Professor)
Department of Automotive
Engineering
 Department of Automotive Engineering
NED University of Engineering and Technology,
Karachi, Pakistan

CERTIFICATE

It is to certify that the following students have completed their project “Design &
Development of Battery Management System for Electric Vehicle” satisfactorily, and that this
report has been tested against plagiarism.

Group:04 Batch:2015-16

NAME Seat Nos.

Muhammad Mohsin AU-15015

Abdul Rehman AU-15021
Umar Ayaz AU-15042
Muhammad Huzaifa Khan AU-15054

Internal Advisor Projects Coordinator

Dr. Saqib Jamshed Rind
Assistant Professor
Department of Automotive
Engineering
NED University of Engg. & Tech.
Dr. Noman Uddin Yousuf
Assistant Professor
Department of Automotive Engineering
NED University of Engg. & Tech.

DEPARTMENT OF AUTOMOTIVEENGINEERING
NED UNIVERSITYOF ENGINEERING AND TECHNOLOGY
 DEDICATION

“Failure is central of engineering. Every single calculation that an engineer make is a

failure calculation. Successful engineering is all about understanding how things break or
fail.”
-Henry Petroski
For their infinite love and support in every stage of life, we dedicate this project to our
beloved families and friends in particular to the parents. It is committed to all employees of
the group who respond to the call in the middle of day or night. For those who respond from
close and far to the call. For those who do not expect private gain to respond to the call for
assistance. We also want to dedicate this project to our inner consultant Dr. Saqib Jamshed
Rind because it would not be feasible without him for his continuous assistance and guidance
in this project.
Thank You, Sir.
 ACKNOWLEDGMENT

Firstly we would like to thank our project advisor Dr. Saqib Jamshed Rind for his
contribution towards our project, the project would not have been possible without his
guidance, strict project protocol and motivation. Our team members were greatly influenced
by his example and as such gave us the determination required in completing the project.
Secondly we would like to thank our Lab practical instructor Mr. Zeeshan for providing us
with technical assistance and guidance for our project.

We would also like to thank the Chairman of Automotive Department Dr Mushahid

Hussain Hashmi for giving us the opportunity to participate in the Automotive EV Project
and providing all the lab facilities for testing, instrumentation and prototyping without any
restrictions.

We would to thank all the teachers of automotive department for their support and guidance
towards problems which were outside our field of scope and providing us the best possible
solution to our problems.
 ABSTRACT
The thesis contains the fundamental theory regarding the problems faced by Lithium Ion
Batteries during load conditions such as overheating, over charging and discharging, cell
parameter inequality and the solution of these problems by installation of an electric control
system called Battery Management System (BMS). BMS plays an important role in
improving cell life, durability and efficiency and also provides information regarding various
parameters such as State of Charge (SOC), State of Health (SOH), State of Function (SOF),
voltage, current, resistance, temperature of each individual cell and controls each of these
parameters within optimal range of operation and provides a failsafe if problems should arise.
The thesis is divided into six chapters
The thesis also contains detailed information regarding our research area of Battery
Management System which is Cell balancing and Thermal Management of individual cells
and problems, complexities faced in these areas of research. It also contains the analysis,
methodology, simulation and results of a model 4-series battery pack used for our thesis.
It also contains detailed specifications of Battery Management System used in our
Automotive EV Project, followed by its cost and operating parameters during load
conditions.
Nomenclature

BMS Battery Management System

BEV Battery Electric Vehicle

SOC State of Charge

SOH State of Health

ESS Energy Storage system

EV Electric Vehicle

FEA Finite Element Analysis

CAD Computer Aided Design

FET Field Effect Transistor

MOSFET Metallic Oxide Field Effect Transistor

HEV Hybrid Electric Vehicle

ICE Internal Combustion Engine

SOL State of Life

CC/CV Constant Current/Constant Voltage

CD Compact Disc

PM Power Module

HVIL High Voltage Inter-look Loop

DC Direct Current

OCV Open Circuit Voltage

EIS Electrochemical Impedence Spectroscopy

KFM Kalman Filter Method

NNM Neural Network method

PID Proportional-Integral-Derivative

I 2C Inter Integral Circuit

SAR Successive Approximation Register

Li-Ion Lithium Ion

GUI Graphical User Interface

PHEV Plug-in Hybrid Electric Vehicle

OEM Original Equipment Manufacturer

Qb Battery Capacity of Electric Vehicle

Re Reynolds Number

Pd Prandlt Number

Nu Nussellt Number

EMF Electro-motive Force

SOF State of Function

DOD Depth of discharge

 Table of Contents
CHAPTER#01............................................................................................................................1
1.1 MOTIVATIONS.........................................................................................................1
1.2 OBJECTIVES..............................................................................................................2
1.3 SCOPE.........................................................................................................................2
1.4 METHODOLGY & STRATEGIES............................................................................3
1.4.1 Use of Battery Management System....................................................................3
1.4.2 BMS Design.........................................................................................................4
1.4.3 Prototype Model...................................................................................................4
1.4.4 BATTTERY COOLING STRATEGY:...............................................................5
1.4.5 CELL BALANCING PROGRESSION...............................................................6
1.5 IMPLEMENTATIONS AND KEY CONTRIBUTIONS...........................................6
1.6 FYP PLANNING AND EXCECUTION....................................................................7
CHAPTER#02............................................................................................................................8
2.1 BATTERY MANAGEMENT SYSTEM....................................................................8
2.2 FUNCTIONS OF BATTERY MANAGEMENT SYSYTEM..................................10
2.2.1 PRIMARY FUNCTIONS OF BMS...................................................................10
2.3 BMS TOOPOLOGY.................................................................................................22
2.3.1 CENTRALIZED BMS.......................................................................................22
2.3.2 MODULAR........................................................................................................23
2.3.3 MASTER-SLAVE.............................................................................................25
2.3.4 DISTRIBUTED BMS........................................................................................25
2.4 INTRODUCTION TO BATTERIES........................................................................26
2.5 BATTERIES USED IN ELECTRIC VEHICLES....................................................27
2.5.1 LI-ION BATTERIES CHEMISTRY.................................................................28
2.5.2 LI-ION BATTERY SAFETY FEATURES.......................................................30
2.5.3 LIFE TIME OF LI-ION BATTERIES...............................................................31
2.5.4 LI-ION BATTERIES PERFORMANCE PARAMETERS...................................32
CHAPTER#03..........................................................................................................................34
3.1 BMS (CONTROLLER) DESIGN MODEL & USAGE...........................................34
3.2 BUIL-IN FUNCTIONS IN BMS..............................................................................34
3.3 CHARGERY BMS16 INTERFACE HANDLING...................................................35
3.4 CHARGERY BMS16 SPECIFICATIONS...............................................................36
3.5 OPERATION GUIDELINES.........................................................................................36
 3.6 PROGRAM SETUP..................................................................................................38
3.7 ACCESSORIES........................................................................................................39
CHAPTER#04..........................................................................................................................40
4.1 HARDWARE COMPONENTS USED IN BTMS...................................................40
4.1.2 MICROCONTROLLER (ARDUINO UNO)....................................................40
4.1.3 BD-139 TRANSISTOR.....................................................................................40
4.1.4 LM-35 TEMPRATURE SENSOR....................................................................43
4.1.5 9V BATTERIES................................................................................................45
4.1.6 12V FAN............................................................................................................46
4.2 HARDWARE COMPONENTS USED IN CELL BALANCING............................46
CHAPTER#05..........................................................................................................................47
5.1 BTMS & Cell balancing Design Schematic & CAD Models...................................47
5.1.1 PROTEUS Simulation Software........................................................................47
5.2 BTMS SCHEMATIC DESIGN................................................................................48
5.3 Cell Balancing Schematic Design.............................................................................49
5.4 Physical circuit design on Breadboard......................................................................52
5.5 CAD Design of BTMS & Cell Balancing.................................................................52
5.5.1 SolidWorks.........................................................................................................52
5.5.2 CAD Model of BTMS & Cell Balancing Circuit...............................................54
5.6 Thermal Analysis of 18650 Li-ion Cell.....................................................................56
5.6.1 ANSYS Simulation & 3D Design Software......................................................56
5.6.2 Thermal Analysis & Heat Flux Calculations.....................................................58
1.7 Flow Chart for Battery Thermal Management..........................................................59
1.8 Flow Chart for Cell Balancing..................................................................................60
CHAPTER#06..........................................................................................................................61
6.1 Challenges Involves...................................................................................................61
6.2 Obtain Results...........................................................................................................61
6.2.1 Thermal Management System:..........................................................................61
CHAPTER#07..........................................................................................................................62
7.1 CONCLUSION.........................................................................................................62
7.2 Recommendations for Future Work on BMS............................................................62
Bibliography.............................................................................................................................64
Appendix..................................................................................................................................66
Appendix A (BTMS Coding)...............................................................................................67
Appendix B (Cell Balancing)...............................................................................................70
 Appendix C (EES Calculation For BTMS)..........................................................................73

List of Figures
Figure 1 Location of Battery Management System in EV’s.....................................................1
Figure 2 Showing different BMS strategies..............................................................................3
Figure 3 BMS used for 6-cell prototype....................................................................................4
Figure 4 6-cell prototype...........................................................................................................4
Figure 5 6-cell prototype...........................................................................................................5
Figure 6 Battery Air Cooling....................................................................................................6
Figure 7 Safe operating area of a C/LiFePO4 cell....................................................................8
Figure 8 System Diagram for Hybrid Electric Vehicle.............................................................9
Figure 9 System diagram for Battery Electric Vehicle............................................................9
Figure 10 Comparison of different SOC estimation methods.................................................10
Figure 11 Load voltage curve of Li-ion batteries at different rates.......................................11
Figure 12 OCV versus SOC plot.............................................................................................12
Figure 13 Theory of SOC estimation using Kalman Filter Method........................................13
Figure 14 Flowchart diagram for Kalman Filter Method........................................................13
Figure 15 The balancing process (a) un-balanced (b) top balanced........................................14
Figure 16 Passive Cell Balancing............................................................................................15
Figure 17 Active cell balancing..............................................................................................16
Figure 18 Comparison between SOC and DOD....................................................................17
Figure 19 SOC and DOD plots: (a) at nominal capacity and (b) after the battery loses 1/2 of
its capacity................................................................................................................................17
Figure 20 Discharging Algorithms..........................................................................................18
Figure 21 The Nissan Leaf’s battery pack is cooled by air.....................................................20
Figure 22 Air cooler battery thermal management system used in Toyota’s Prius................21
Figure 23 Tesla uses a metallic cooling tube that snakes through the EV battery pack.........22
Figure 24 Centralized structure...............................................................................................23
Figure 25 Modular topology...................................................................................................24
Figure 26 Master Slave topology............................................................................................25
Figure 27 Distributed topology...............................................................................................26
Figure 28 Comparison between topologies.............................................................................26
Figure 29 Individual Cell and 8-Cell battery pack..................................................................27
Figure 30 Lithium-ion internal representation........................................................................27
Figure 31 Energy & power demands in batteries for different vehicle applications...............28
Figure 32 Tradeoffs among the five principal Lithium-Ion battery technologies...................29
Figure 33 Schematic drawing of shapes and components of several Lithium-ion battery
configurations:..........................................................................................................................30
Figure 34 Lithium Battery from Boeing Dreamliner Airplane safety failure.........................30
Figure 35 Safety failure related mechanisms on cell level......................................................31
Figure 36 Capacity variation with temperature.......................................................................32
Figure 37 Capacity reduction at different temperatures and discharge rates..........................33
Figure 38 Chargery BMS16....................................................................................................34
Figure 39 Charger BMS16 user interface and guidelines.......................................................35
Figure 40 Opening Interface...................................................................................................36
Figure 41 Charge and Discharge of battery current and power..............................................37
Figure 42 Cell Voltage interface.............................................................................................37
Figure 43 Program user interface............................................................................................38
Figure 44 Arduino Circuit.......................................................................................................40
Figure 45 BD-139 Component Diagram and schematic.........................................................41
Figure 46 BD-139 Charachteristic Curve................................................................................43
Figure 47 LM35 Schematic.....................................................................................................43
Figure 48 LM-35 Internal Circuit............................................................................................44
Figure 49 9V Battery...............................................................................................................45
Figure 50 12V Fan...................................................................................................................46
Figure 51 Proteus windows interface......................................................................................48
Figure 52 Schematic of BTMS................................................................................................49
Figure 53 Cell Balancing Schematic Design...........................................................................49
Figure 54 Cell Balancing( Cell 1 fluctutes)...........................................................................50
Figure 55 Cell Balancing( Cell 2 Fluctuates).......................................................................50
Figure 56 Cell Balancing(Cell 3 Fluctuates)........................................................................51
Figure 57 Cell Balancing(Cell 4 Fluctuates)........................................................................51
Figure 58 BTMS physical circuit design.................................................................................52
Figure 59 Workbench of SolidWorks.....................................................................................53
Figure 60 A mini PCB design on Electrical SolidWorks........................................................53
Figure 61 BTMS top view.......................................................................................................54
Figure 62 BTMS isometric view.............................................................................................54
Figure 63 BTMS side view.....................................................................................................55
Figure 64 Cell Balancing top view..........................................................................................55
Figure 65 Cell balancing isometric view.................................................................................56
Figure 66 Cell balancing side view.........................................................................................56
Figure 67 ANSYS workbench Interface.................................................................................57
Figure 68 Boundary Conditions..............................................................................................58
Figure 69 Temperature Distribution........................................................................................58
Figure 70 Total Heat Flux.......................................................................................................59
Figure 71 Flow chart for BTMS..............................................................................................59
Figure 72 Flow chart for Cell Balancing..............................................................................60

List of Tables

Table 1 BMS16 Key Operations.............................................................................................35

Table 2 BMS specifications used in EV..................................................................................36
Table 3 Parameters of BMS16................................................................................................38
Table 4 Accessories.................................................................................................................39
Table 5 Electrical Ratings.......................................................................................................41
Table 6 Thermal Ratings.........................................................................................................41
Table 7 On-off States...............................................................................................................42
Table 8 Electrical data.............................................................................................................45
 CHAPTER#01
INTRODUCTION
A Battery Management System or BMS is an essential part of a pure electric vehicle. The
measure purpose of BMS is to maintain the battery pack safer and efficient to perform its
work smoothly. BMS requirements are often very similar to those on the car market, which
means that cell and packaging control is always crucial in a robust, secure and optimal way.
Each lithium-ion battery (Li-ion) requires a BMS. This is because when overloaded,
completely discharged or operated outside the safe temperature window, all Li-ion batteries
fail. Each kind of Li-ion cell has its own safe operating area requiring coherent BMS
programming. The basic location of BMS on our EV’s is located in Fig.1 given below:

Figure 1 Location of Battery Management System in EV’s

1.1 MOTIVATIONS
Now for a few days, everybody in our country will use ICE's whose measure set back is that t
hey will emit large quantities of gasses such as CO 2, irrespective of whether they emit  NO x  et
c. Due to its high effectiveness and zero emissions during the use stage, the Electric Vehicle
(EV) is seen as a prospective alternative to minimize these impacts. In addition, EVs can
communicate actively with the electrical grid as they can be used as an energy bank to store
energy from renewable sources, known as car to grid interaction. Another interesting
implementation is the use of EVs in demand reaction programs as controllable loads.
The EV is already on every major vehicle manufacturer's roadmap. Continuous evolution in
the various areas is anticipated to result in lighter materials (such as composite materials),
batteries with greater energy density and longer life span, quicker and more effective
charging. It is also anticipated that the price will reduce, supporting the implementation of
effective and sustainable alternatives for electric mobility.

1
During our BMS project we can understand so many different phenomenon related to electro
nics and electricity. We have a full modeled battery pack structure from which we can operat-
e our BMS with it. During this testing we can observed so many things in which some
flexibilities were missing.

1.2 OBJECTIVES
Our objective is to design a BMS for EV according to the given parameters of li-ion battery
pack. Whose objective is to maintain the SOC, SOH, current-voltage, temperature of a cells
and other critical parameters of battery pack to make it safe and sound. Further-more we will
try to design some measure features of BMS by using our skills and knowledge. The features
on which we were working is Thermal Management and Cell Balancing of the li-ion battery
pack.

1.3 SCOPE
 The damaging emissions of vehicles have had a adverse effect on the environment
and human health over the centuries. Increasing air pollution from the transport
industry has led many government agencies to impose rigorous laws on car producers
to decrease damaging emissions below permissible limits.

 Due to this scientist and engineer are accumulated at certain point and trying to get a
solution for that sort of a cases. Then they found EV’s which will run on the
renewable energy of li-ion cells which is in the form of a battery pack. The battery
pack requires a certain controller which controls the State of charge(SOC), State of
Health, temperature, current-voltage, cell balancing and other parameters of a battery
pack which is necessary to be monitered. The controller named is a Battery
Management System or BMS.

 Growing environmental concerns and fossil fuel reduction have resulted to electric
vehicle innovation and growth. Two primary kinds of electric vehicles are battery
electric cars (BEV) and plug-in hybrid electric vehicles (PHEV). BEV uses batteries
for energy storage and the battery has to be plugged-in to recharge. Whereas, PHEV
uses both batteries and liquid-fuel storage and refueling systems. Lithium-ion
properties, such as high energy and current density, makes it highly suitable for
application in electric vehicles. But, these batteries can be dangerous if they are not
operated within their SOA.

 Global Battery Management System Market Report is an in-depth and professional

study report on the major national market circumstances in the world, concentrating
on the primary areas (North America, Europe and Asia-Pacific). It includes the
business landscape over the coming years and its growth opportunities. Also included
in the study is a debate of key vendors working on this global market.

2
1.4 METHODOLGY & STRATEGIES
There are so many set-backs and strategies that occur during the design as well as
development procedure of BMS.

Use of
Battery
Management
system

Cell
Balancing BMS Design
Progression
BMS
Methodolgy

Battery
Prototype
Cooling
Model
Strategy

Figure 2 Showing different BMS strategies

1.4.1 Use of Battery Management System

The Battery management system is an essential component of electric vehicles whose
measure purpose is to protect the battery pack of a car. Different OEM’s try to design their
own BMS for their battery packs. A battery pack battery pack that is constructed together
with a battery management system with an external data bus for interaction. An intelligent
battery charger must charge a smart battery pack. The measure function of a BMS is to
maintain the following parameters of a battery pack:
 Battery cell voltage measurement.
 Battery temperature measurement.
 Battery pack current measurement.
 Battery total voltage measurement.
 Insulation resistance measurement.
 Thermal management.
 Battery pack state of health (SOH) estimation.
 Battery pack SOC estimation.
 Analysis of battery fault and online alarm.

3
  Communication with on-board equipment.
 Communication with on-board monitoring equipment.
 Communication with battery charger which can realize the safe charge.
 Evaluation of battery discreteness in each pack.
 Recording of discharge and charge times.

1.4.2 BMS Design

The BMS that we can install with a battery pack in our EV has a straightforward design
consisting of cables that communicate with a battery pack. The design and schematics of a
BMS will not be provided by the manufacturer, which is why we cannot demonstrate that, but
we can demonstrate the parts and elements of a BMS in chapter #04.
The prototype design of our BMS which we can use for 6-cells battery pack is shown as
follows:

Figure 3 BMS used for 6-cell prototype

1.4.3 Prototype Model
 The prototype model will consists of 6-cells connected in series from which the BMS
was connected. This prototype model is only testing for our EV.

Figure 4 6-cell prototype

4
 Figure 5 6-cell prototype

 First, we can develop a Thermal management Model, whose work is to control the
temperature of a battery pack. Which is the part of a Battery Management System. For
a cooling of battery we can use an electric fan which will turned on when the inlet
temperature of a cells raising up to 290 C .

 Secondly we can also developed a prototype of a Cell Balancing Circuit, first we can
analyze what cell balancing is, from which we can find that cell balancing are of two
main types ACTIVE and PASSIVE cell balancing. In between these two we can
select passive cell balancing because at our stage, we can understand its phenomenon
easily and its circuit component will be easily available.

1.4.4 BATTTERY COOLING STRATEGY:

Battery cooling was done in so many different ways. To preserve appropriate and consistent
battery and car efficiency, proper heat management of EV batteries (the most common is
lithium-ion). Excessive temperature affects the battery and efficiency of an EV. Features that
can be impacted include its electrochemical system, charge acceptance, power output, safety
and life cycle / replacement cost and the vehicle's driving distance.
For the lithium-ion battery of an EV, the optimal temperature range is similar to that
preferred by humans. The battery temperature must be tracked and adapted to maintain it
within this range. To avoid extreme temperatures, guarantee adequate battery efficiency and
attain the anticipated life cycle, a battery thermal management system (BTMS) is needed. An
efficient BTMS maintains cell temperatures within their working range permitted.
Various methods are used in battery thermal management system, AIR COOLING and
LIQUAID COOLING are used in EV’s. due to thermal conductivity issues we can use Air
cooling system. We can use a fan which is used air to cool down the battery and maintain the
battery temperature.

5
 Figure 6 Battery Air Cooling

1.4.5 CELL BALANCING PROGRESSION

The cell balancing which we were done is a passive cell balancing. A battery pack may
initially have relatively well matched cells. But over time, the corresponding cell degrades
owing to cycles of load / discharge, high temperature, and aging in particular. A weak battery
cell charges and discharges quicker than stronger or greater capacity cells, making it the
limiting factor in a system's runtime. Passive balancing enables the pack to appear as each
cell has the same ability as the weakest cell. It drains a tiny quantity of energy from elevated
SOC cells during the charging process using a comparatively low current so that all cells
charge their highest SOC. This is achieved by using parallel to each battery cell a switch and
bleed resistor.

1.5 IMPLEMENTATIONS AND KEY CONTRIBUTIONS

The main implementations and contributions can be summarized as follows:
 Installation of a BMS on 48 Volts & 2000mAh li-ion battery pack. To test the cells
either they work properly or not.

 Individual cells are used to be tested in the lab by the help of BMS user interface. The
interface of BMS shows various factors of a li-ion battery pack such as SOC, SOH,
SOF, temperature changes of a cell and a current-voltage fluctuations are tested.

 Further we can charge the empty cells by the help of charger and watching the SOC’s
of an individual cell on the BMS interface.

 After that all process BMS and battery pack are stuck together in a box and them
implemented in the EV.

 Further the battery pack was connected by the motor were we can generate the power
for driving the EV on road.

 So many factors and flexibilities were analyze of BMS during a road testing of EV.

6
1.6 FYP PLANNING AND EXCECUTION

7
 CHAPTER#02
2. STATE OF ART LITERATURE REVIEW
2.1 BATTERY MANAGEMENT SYSTEM
Battery management systems (BMSs) are real-time systems that control numerous functions
essential for the proper and safe operation of the electrical energy storage system in EVs and
PHEVs. This involves tracking temperatures, voltages and currents, maintenance planning,
optimizing battery efficiency, predicting and/or preventing failure, and battery information
collection / analysis.
Each lithium-ion battery (Li-ion) requires a BMS. This is because when overloaded,
completely discharged or operated outside the safe temperature window, all Li-ion batteries
fail. Each kind of Li-ion cell has its own safe operating area requiring coherent BMS
programming. Figure 1 indicates the typical safe operating area for a phosphate cell of C /
lithium ion.

Figure 7 Safe operating area of a C/LiFePO4 cell.

The following figures show the configuration of Electric Vehicles ' hardware structure (i.e.
Electric Vehicle Battery and Electric Vehicle Hybrid) and how BMS is integrated to support
all subsystems:

8
Figure 8 System Diagram for Hybrid Electric Vehicle

Figure 9 System diagram for Battery Electric Vehicle

9
2.2 FUNCTIONS OF BATTERY MANAGEMENT SYSYTEM
Battery Management System functions can be classified as primary and secondary as follows:

2.2.1 PRIMARY FUNCTIONS OF BMS

 State of Charge, Health and Function Estimation Calculation
 Cell Balancing
 Contactor control
 Temperature Sensing and Management
 Cell Voltage and Current measurement

2.2.1.1 STATE OF CHARGE ESTIMATION CALCULATION

There are different techniques to estimate the SOC for Li ion batteries, which can be
summarized in a table below fig 2.2:

Figure 10 Comparison of different SOC estimation methods

Some of the above methods will be discuss below in detail.

2.2.1.1.1 LOAD VOLTAGE METHOD

The change in load voltage with SOC is comparable to that of the OCV with SOC during the
discharge phase of a battery, so we can use the load voltage to estimate the SOC.
Figure 2.3 shows the load voltage curves of a lithium-ion battery at various discharge rates.
The benefit of load voltage detection is that the SOC of batteries is efficiently realized when
discharging with steady current.

10
However, the drastically fluctuating voltage of the batteries makes it hard to detect load
voltage in practical implementation. To fix this issue, a enormous quantity of voltage
information must be stored and a mathematical model of dynamic load voltage must be
constructed with SOC, current and temperature. Load voltage detection is not frequently used
in actual cars, but is often used to assess the discharge or discharge of batteries.

Figure 11 Load voltage curve of Li-ion batteries at different rates

2.2.1.1.2 ELECTROMOTIVE FORCE METHOD

A battery's electromotive force reflects the battery's electrical field force and defines the
internal driving force when the battery produces electrical energy. In principle, a battery's
electromotive force can be acquired from the battery's thermodynamic parameters and the
Nernst equation. The battery's OCV is often used in practice to approximate the
electromotive force.
A lithium-ion battery's OCV, particularly a lithium manganese oxide battery, has an roughly
linear connection with SOC and does not alter with the circumstances of battery running. The
relationship can therefore be used to predict the SOC. Figure 2.4 shows the adjustments that a
lithium manganese oxide battery's OCV undergoes with the SOC.
However, the purchase of the OCV requires the batteries to be long-lasting and stable,
particularly under times of low temperature and elevated speed, when it takes a few hours or
more to stabilize the battery recovery. SOC assessment techniques are based on the OCV
using three techniques: look-up tables, linear segment features, and mathematical expression.

11
 Figure 12 OCV versus SOC plot

The look-up table technique includes connecting the parameters of the battery to the SOC in
tables. The precision of the assessment relies on the data file size. The OCV can be
approximated to segmental linear functions using the segmental linear function technique.
Taking the OCV as an example, the voltage interval and the corresponding value of the SOC
are shown in Figure 8 at 10 equal SOC discontinuity points of the single battery.
OCV −V l
SOC=SOC l + ×(SOC h−SOC l) ×100 %
V h−V l
Where

V h∧V l are OCV of SOC h∧SOC l respectively .

In the mathematical expression method, the electromotive force of batteries is expressed by

the determined function formula, the mathematical expression for the electromotive force
about OCV tested in the standing process and the standing time:

Where,

γ >0 , α > 0 , δ>0

All are constants∧are related ¿ battery charging∧discharging

Γ =+1 ,if battery terminal voltage increases withtime

Γ =−1 ,if battery terminal voltage decreases withtime

V ∞ is theOCV when the battery is stable

V t is theOCV when the battery is tested at time t

12
ε t isthe stochastic error term .

The method of electromotive force is better for estimating SOC at the beginning and end of
charging and is often used with the Ah counting method.

2.2.1.1.3 KALMAN FILTER METHOD

The Kalman filter technique describes the scheme using a state space technique, the solution
of which is calculated using a recursive method and has the function of self-adaptability. The
Kalman filter is gradually stable for a linear system.
The Taylor equation is used for linearization for the nonlinear trait of a energy battery,
followed by the Kalman recursive process calculation. This is called the Kalman Extended
Filter (EKF). The overall form of the state equation and observation equation for a stationary
stochastic nonlinear discrete scheme is:
x k+1=f ( x k ,u k ) + Γ k w k

y k =g ( x k , uk ) + v k

The figures 2.5 and 2.6 show the detailed schematic of how the Kalman Filter works:

Figure 13 Theory of SOC estimation using Kalman Filter Method

Figure 14 Flowchart diagram for Kalman Filter Method

13
2.2.1.2 CELL BALANCING
Balancing leaves room for more charge, without overcharging the most charged cell.
Eventually, the balancing process brings all the cells to the same SOC. Balancing can be
performed by the BMS or by a distributed charger. If done by the BMS, balancing can be
passive (energy is wasted in heat) or active (energy is transferred between cells).

All cells (or blocks of cells in parallel) in series in a pack see exactly the same current
without balancing, and thus their DOD (in Ah) changes at exactly the same rate. A BMS
balances a battery by allowing a specific cell (or cell block) to see a current that is distinct
from the current of the pack in one of the following ways:

 Removing some charge from the most charged cells, leaving room for more current
charging and allowing more charge for the less charged cells.
 Bypassing some or all of the charging current around the most loaded cells, further
charging the less loaded cells.
 Feeding additional current to the cells with the lowest charges.

The following figures shows a brief description of the balancing process:

The section Cell balancing techniques describes various ways by which we can balance Li
ion cells for more efficiency.

Figure 15 The balancing process (a) un-balanced (b) top balanced

There are two main types of cell balancing are present:

1. Passive Cell Balancing
2. Active Cell Balancing

14
2.2.1.2.1 Passive Cell Balancing
 Resistors are used to discharge excess voltage
 Each cell will have its own resistor
 Switching is done using MOSFET
 Less cost
 Increases discharging time
 Highly inefficient

Figure 16 Passive Cell Balancing

Active Cell Balancing

 Capacitors are used to transfer voltage from high voltage cells to low voltage
 Charge is not wasted
 Capacitors only control adjacent cells
 High capacitor charging and discharging time
 Switching losses

15
 Figure 17 Active cell balancing

2.2.1.3 CONTRACT CONTROL

The BMS often regulates the pack contactors as defined in the section on cell voltage control,
which involves both the pre-charge contactor and the main contactor(s). Some battery packs
use a separate high-voltage circuit to limit the quantity of high-voltage powered wires on the
vehicle during charging for plug-in charging. This architecture will require an additional set
of contactors and a more complex contactor control algorithm.
The contactor control algorithm must also receive some contact state feedback (open / closed)
and must be able to confirm that the pre-charge technique worked as expected. This
algorithm should be able to identify a contactor that is not in operation and should be able to
identify a fault (brief circuit or other faults etc.) outside the battery pack that prevents the
preload process from bringing the high voltage system up to the working voltage.

2.2.1.4 State of Charge, Energy Calculation and Estimation

For Lithium-ion batteries, at a specified moment, the state of charge (SOC) is described as
the charge proportion available at that stage relative to the complete charge required when
fully charged. It is expressed as a proportion, from 100% to 0% vacant.
Q rem
SOC= × 100 %
Q max

The SOC evaluation function is also known as the fuel gage, especially in EVs, because of its
analogy with a gas car's fuel gage. It is essential to understand that each cell in a battery has
its own SOC and the battery itself has its own separate SOC.
Because SOC shows how much load remains with the cell, another helpful measure is used to
indicate how much load was removed from the cell called Depth of Discharge (DOD). It is
measured in Ampere-hour (Ah). Expressing DOD in percentage terms is also convenient, but
this is generally achieved for lead-acid batteries.
While you may think that SOC is just the opposite of DOD at first glance (one comes up
while the other one goes down), that's not really precise (see Figure 2.8).

16
 Figure 18 Comparison between SOC and DOD

Their units should not only be separate, but also what happens when the battery is empty.
Note that if a 100-Ah battery loses half its ability, the SOC will still go from 100% to 0%, but
the DOD (which used to go from 0 Ah to 100 Ah) will now go from 0 Ah to 50 Ah (Figure
2.9). (A cell or battery's real capacity (expressed in Ah) is equivalent to its DOD (also
expressed in Ah) when it is fully discharged. The supplier of cells indicates the nominal
ability of a cell.

Figure 19 SOC and DOD plots: (a) at nominal capacity and (b) after the battery loses 1/2 of its
capacity

17
An important restriction of efficient cell ability is the phase at which charge and discharge are
stopped. Cell companies instruct customers at a specified terminal voltage to stop
discharging. This leads to the cell's seemingly helpful ability to differ accordingly.
Therefore, the casual viewer can conclude that the actual cell capacity has been reduced by
the high discharge rate. That's not the situation, though. Real capability has not altered, the
helpful capacity has only been affected by the elevated discharge current. If you continue to
discharge the cell at a reduced pace, the cell can then generate the full charge.

Figure 20 Discharging Algorithms

There are various ways by which we can model SOC, The simple way by which we can
model it is by using First Order differential Equation:

dz i(t)
=−η(t )×
dt Q

Where,

dz
is thetime derivative of SOC
dt

η ( t ) is the charging efficiency ,η ( t )=1(When discharging ), η ( t ) ≤ 1(When charging),

18
i ( t ) isthe charging∧discharging current

We can integrate the above equation to get an approximate aggregate solution over some time
interval:

t
1
z ( t )=z ( t 0 ) + ∫ η ( τ ) i ( τ ) dτ
Q t 0

Where

τ is the place holder for time variable

The above equation is the continuous-time model for SOC but often we are interested in
discrete time models due to easy analysis and simplification as such the above equation can
be converted into a more simplified form:

∴ Let t 0 =k Δ t

t=( k +1 ) Δt ,

constant
Assuming that cells input current is time Δ t we have :
sampling

Δt
z ( ( k +1 ) Δ t )=z ( k Δt )− η (k Δ t )i (k Δ t )
Q

The above can be used as a simplified model to determine SOC. Since DOD and SOC are
complementary to one another we can also calculate DOD using the following formula:

¿ DOD=1−z (t)

∴ If DOD is expressed as a fraction∨ percentage ,

¿ DOD=Q( 1−z ( t ) )

∴ If DOD is expressed as∈milliamperehours (mAh)

The above equation can be further refined by taking into account the internal resistance, the
polarization effect of voltage etc.

2.2.1.5 Temperature Measurement and Management

Temperature measurement of the pack or, better yet, of individual cells is useful for a few
reasons:

19
  Li-ion cells must not be discharged if they are outside a certain temperature range and
are not charged outside an even tighter range, which is a problem in non-temperature-
controlled apps such as portable apps.
 Should a cell become particularly hot due to internal problems (the cell is bad or is
being abused) or external ones (poorly done power connection, localized heat source),
it is best to warn the system than to wait for catastrophic failure.
  It is very simple to include a sensor on each cell board in a distributed BMS, not only 
to detect the temperature of its cell, but also to identify whether a balancing load wor-
ks.

The cooling was basically done by so many various methods. But the frequent method used
in EV’s are as follows.

 Cooling by air.
 Cooling by fluid.

2.2.1.5.1 COOLING FROM AIR

Air is the smallest price technique for cooling the EV battery. To cool the battery, a passive
air-cooling system utilizes outside air and the vehicle's motion. This natural air is enhanced
by active air-cooling systems with fans and blowers. The need for cooling loops and any
worries about liquids leaking into the electronics are eliminated by air cooling. It also avoids
the additional weight from the use of liquids, pumps and tubing.

Figure 21 The Nissan Leaf’s battery pack is cooled by air

20
The trade-off is that air cooling does not carry the same heat amount as a liquid system can,
even with high-powered blowers. This has resulted in EV issues in warm climates, including
more variability in battery pack cells temperature. Blower noise may also be a problem.

Figure 22 Air cooler battery thermal management system used in Toyota’s Prius.

2.2.1.5.2 COOLING BY FLUID

Piped liquid cooling systems provide better thermal management of the battery because it is
easier to conduct heat away from batteries than air cooling systems. One downside is the
system's limited supply of liquid compared to the substantially limitless amount of air that
can flow through a battery.
Figure 6. Tesla uses a metallic cooling tube that snakes through the EV battery pack Liquid
glycol is used as a coolant by Tesla's thermal management scheme (as well as GM's).
Through a refrigeration cycle, both the GM and Tesla systems transfer heat. Glycol coolant is
spread to refresh the cells throughout the battery pack. This is a challenge, considering that
Tesla has 7,000 cells to cool down.

21
 Figure 23 Tesla uses a metallic cooling tube that snakes through the EV battery pack

2.3 BMS TOOPOLOGY

BMSs can be classified based on how they are mounted: on each cell individually and
directly, in a single unit or in some intermediate form. This is a much more significant feature
of a BMS that it would appear first because it impacts price, efficiency, ease of installation
and maintenance, and precision of measurement.
Here, BMSs are divided according to functionality as: centralized, master-slave, modular,
and distributed.

2.3.1 CENTRALIZED BMS

A centralized BMS (Figure 2.14) is situated completely in a single assembly from which a
bundle of cables (N + 1 wires for series N cells) passes into the cells. There are several
benefits to using just one assembly:

 It is compact.
 It is the least expensive approach (it is cheaper to group electronics in a single
assembly than splitting it into multiple assemblies).
 If troubleshooting or repair is required, it is easier to replace just a single assembly.

22
 Figure 24 Centralized structure

2.3.2 MODULAR
A modular BMS (Figure 2.15) is similar to a centralized one, except that the BMS is divided
into multiple, identical modules, each with a bundle of wires going to one of the pack's
batteries.
One of the modules is typically designated as a master, as it is the one that manages the
whole package and communicates with the rest of the system, while the other modules act as
simple remote measuring devices. A communication connection transfers to the master
module the measurements from the other modules.

23
 Figure 25 Modular topology

The modular topology has most of the same advantages as the centralized topology. In
addition:

 The cell cables are simpler to handle: each module can be put near the battery.
Expansion to larger packs is straightforward: more BMS modules are added.
 BMS costs are somewhat greater than centralized topology: slave modules have
duplicated, unused features.
 It takes a few additional tap cables, as taps served by two modules require two cables,
one for each module.
 Since each module can manage a set amount of cells, some of its outputs may stay
unused when it is physically simpler to have a few more components that are better
situated on the pack than many lengthy cables that use every accessible input.


24
2.3.3 MASTER-SLAVE
A master-slave BMS (Figure 2.16) is comparable to a modular scheme in that it utilizes
various identical modules (slaves), each measuring a few cells ' voltage. The master is
distinct from the modules, however, and does not measure voltages.it handles only computing
and communication.
The topology of master-slave has the same benefits and disadvantages as the modular
topology. Moreover, each slave's price tends to be lower than the modular topology, as it is
optimized for just one job measuring cell voltages.

Figure 26 Master Slave topology

2.3.4 DISTRIBUTED BMS

A distributed BMS (Figure 2.17) differs considerably from the other topologies (in which the
electronics are divided individually from the cells). The electronics are contained in a
distributed BMS on cell boards that are positioned directly on the measured cells.
Instead of many cell-to-electronic touch cables, a distributed BMS utilizes only a few cell
board-to-controller communication wires. Computing and communication are handled by the
BMS controller. (Some simpler implementations do not require a BMS controller).

25
 Figure 27 Distributed topology

Figure 2.17 highlights the main advantages and disadvantages of distributed and non-
distributed topologies of BMS which are useful during selection phase:

Figure 28 Comparison between topologies

2.4 INTRODUCTION TO BATTERIES

A battery is an electrochemical instrument that transforms straight into electrical energy the
chemical energy contained in its active materials. By reversing this method, the battery is
recharged in automotive rechargeable devices. While often the word "battery" is used, the

26
"cell" is the fundamental electrochemical unit. Depending on the required output voltage and
capability, a battery comprises of one or more of these cells, linked in series or parallel, or
both. Figure 2.19 demonstrates a single cell and a series-connected 8-cell battery pack.
The cell consists of three major components (represented in Figure 2.20):

Figure 29 Individual Cell and 8-Cell battery pack.

Figure 30 Lithium-ion internal representation.

2.5 BATTERIES USED IN ELECTRIC VEHICLES

EVs require a mobile electrical energy source. All this energy is previously stored in the
Energy Storage System (ESS), which is intended to meet the energy requirements of the
various car systems (traction, lighting, climate control) and ensure a reasonable autonomy.
Most of this energy is stored in batteries with current state-of - the-art technology (sometimes
complemented by supercapacitors or flywheels to enhance reaction to peak requirements).
Typical energy and power requirements for different vehicle applications can be found in
Figure 2.21.

27
 Figure 31 Energy & power demands in batteries for different vehicle applications.

EV batteries are defined by their comparatively elevated power-to-weight ratio, ratio of

energy-to-weight and density of energy. Smaller, heavier batteries decrease the vehicle's
weight and enhance its efficiency. Compared to liquid fuels, nowadays, battery technologies
have much lower specific energy and this often influences the maximum all-electric range of
the vehicles.
The main trend in automotive battery applications is to increase energy density. This has
supported moving towards Lithium-Ion chemistries, although other chemistries may show
higher longevity and reduced particular expenses.

2.5.1 LI-ION BATTERIES CHEMISTRY

Lithium-ion batteries consist of a family of battery chemistries using a variety of anode and
cathode material combinations. Each combination has distinct advantages and Safety,
efficiency, price and other parameters disadvantages.
Lithium-nickel-cobalt-aluminum (NCA), lithium-nickel-manganese-cobalt (NMC), lithium-
manganese-spinel (LMO), lithium-titanate (LTO), and lithium-iron-phosphate (LFP) are the
most prominent technologies for automotive apps. Lithium-Cobalt-Oxide (LCO), which is
usually deemed inappropriate for automotive applications due to its inherent safety hazards,
is presently the most common technology in consumer apps. All automotive battery
chemistry requires elaborate surveillance, balancing, and cooling systems to regulate energy
release, deter thermal runaway, and provide cells with a fairly lengthy life span.
On the technical hand, it is possible to compare competing lithium-ion technologies in six
dimensions as shown in Figure 2.22:

28
 Figure 32 Tradeoffs among the five principal Lithium-Ion battery technologies.

 Safety.

 Life span (both number of charge and discharge cycles and overall battery age).
 Specific energy (how much energy the battery can store per kilogram of weight).
 Specific power (how much power the battery can deliver per kilogram of weight).
 Performance (maximum power, measurement of SOC and thermal management at
low temperatures).
 Cost.

NCA technology, for instance, is a relatively high-performance solution, but it poses security
difficulties, while LFP technology is safer at the cell level but offers a security alternative.
Another significant feature of Lithium-based technology is its flexibility to construct batteries
in several forms and settings as shown in Figure 2.23, such as cylindrical, coin, prismatic and
flat.

29
 Figure 33 Schematic drawing of shapes and components of several Lithium-ion battery
configurations:

2.5.2 LI-ION BATTERY SAFETY FEATURES

For electric car batteries, safety is one of the most significant criteria. Even a single battery
fire could transform the public against electric mobility and for months or years set back the
growth of the sector. The primary issue in this region is to avoid thermal runaway-a positive
feedback loop whereby the cell's induced chemical reactions exacerbate heat release, possibly
leading to a fire. Thermal runaway can be caused by an overloaded battery, too high
discharge rates, or a brief circuit (inner or external).
Chemistries that are susceptible to heat runaway, such as NCA, NMC, and LMO, should be
used in combination with safety measures at system level that either contain the cells or track
their behaviour. Such measures include a solid battery box, a very effective cooling system
(to avoid thermal runaway early phases), and accurate SOC tracking and balancing of cell-
discharge. Recently, a fire in a Lithium-Ion battery has grounded the entire fleet of Boeing
Dreamliner aircraft (Figure 2.24).

Figure 34 Lithium Battery from Boeing Dreamliner Airplane safety failure.

30
2.5.3 LIFE TIME OF LI-ION BATTERIES
Life span is a significant parameter of an EV battery as it heavily affects the vehicle's
complete ownership price (TCO). Batteries are an EV's heaviest element and can cost more
than half the final procurement price.

Figure 35 Safety failure related mechanisms on cell level.

Hence, understanding the battery's aging processes is essential to prevent the circumstances
that can accelerate these impacts. Battery life span is measured in two respects: cycle stability
and general age. Cycle stability is the amount of times a battery can be completely charged
and discharged (80% DOD) before being completely charged to 70% of its initial ability.
Overall age is the amount of years it can be anticipated that a battery will stay helpful. Under
test circumstances, the batteries of today fulfill the cycle stability criteria of electric cars.
However, overall age remains a barrier, partly because aging accelerates at greater
temperatures in the environment. However, it is uncertain how quickly different types of
batteries will age across a spectrum of temperature circumstances specific to the automotive.
OEMs specify batteries of adequate size to satisfy the energy-storage requirements of electric
cars over the typical life of a car to handle these uncertainties.
Most automotive companies, including anticipated degradation, are planning a ten-year
battery life span. For instance, an OEM whose electric vehicle needs a 12-kilowatt-hour
(kWh) battery will probably indicate a 20-kWh battery instead, so that the battery will still
have adequate power ability for ordinary operation after 10 years and 40% degradation of
performance. This strategy, of course, improves the battery's size, weight, and price,
adversely affecting the EV business case.

31
2.5.4 LI-ION BATTERIES PERFORMANCE PARAMETERS
Following are some measure parameters used in designing of li-ion cells:

2.5.4.1 EFFICIENCY
Some of the energy is inevitably lost during the charge during the process of chemical
conversion, usually as heat. Likewise on the return trip, some of the available charge is lost
for the same reasons and only part of the stored charge is available for work. The
effectiveness is the proportion between the energy of discharge and the energy of charge. The
effectiveness and capability of the battery will alter depending on the parameters of charge
and discharge. The charging and discharge features typically form part of the requirements of
the battery.

2.5.4.2 CAPACITY CHANGE RATE & TEMPRATURE

Figure 2.26, demonstrates how a Lithium-Ion cell's capability differs with temperature and
frequency of discharge. It indicates that the cell's effectiveness is very high at ordinary
operating temperatures, but at low temperatures there is a significant decrease in
effectiveness, especially at elevated discharge rates, which can lead to severe mistakes in the
SOC assessment. This phenomenon is not unique to lithium cells as other cell chemistries
also show deterioration in low temperature efficiency.

Figure 36 Capacity variation with temperature.

Figure 2.27, characterizes a lithium-ion cell's efficiency over two of its anticipated working
circumstances (temperature and discharge rate). The capacity values matrix associated with
all possible combinations of current temperature is useful as a look-up table used by a BMS
load estimation algorithms.

32
Figure 37 Capacity reduction at different temperatures and discharge rates.

33
 CHAPTER#03
3. SPECIFICATION & OPERATIONS OF BMS
USED IN EV
To control the battery pack of our EV we can purchase the BMS from a market. Which was
design according to our requirement. Following are some modes and overall specification of
BMS.

3.1 BMS (CONTROLLER) DESIGN MODEL & USAGE

Chargery BMS16 is specially intended for LiPo & LiFe battery pack applied to storage
systems and electric vehicles including electric motorcycles, electric scooters, etc. The device
can assess or detect the voltage of the battery, the voltage of the cell, the current of charge &
discharge, the temperature of the battery and the SOC (State of Charge) of the battery.
Model Discription Accessories
BMS16 V2.0 300A charge and discharge 300A shunt, and standard
accessories

3.2 BUIL-IN FUNCTIONS IN BMS

We can choose Chargery BMS16 according to the power of the motor which is about 5kV an
d 48V capacity. It has the following functions that are programmed under it.
 Cell balancing
 Temperature monitoring
 Over voltage and under voltage protection
 Over charge and discharge protection
 Charging and discharging control
 State of charge
 Voltage and current monitoring

The reason for selecting BMS is the cheap price and the number of features provided by
manufacturer. BMS has the ability to support more cells.

Figure 38 Chargery BMS16

34
3.3 CHARGERY BMS16 INTERFACE HANDLING

Figure 39 Charger BMS16 user interface and guidelines

Table 1 BMS16 Key Operations

Power Selector Alternate BMS16 external or battery pack. If the unit is powered by all
cells, the battery pack must be 8S to 16S LiFe or LiPo. But if power is
provided by external power supply, BMS16 can do the 2S-16S LiPo or
LiFe battery pack.
External power External power input, voltage should be 15V to 60V, minimum 3A, the
supply current depends on the relay, the connector is 5.5 * 2.1 DC jack.
Charge controller Charge controller, switch on or off charging circuit, usually connect to
relay or DC contact. If any cell voltage is over-set, the charger will be
switched off by relay "OPEN," otherwise BMS16 will power the coil
12V to close the relay. The relay has to be OPEN form.
Discharge Discharge controller, switch on or off discharge circuit, usually connect
controller to relay or DC contact. When any cell voltage is set up, switching off the
engine or other load will make the relay "OPEN," otherwise BMS16
will power the coil 12V to close the relay. The relay must be form
OPEN.
Temperature Two temperature sensors track the temperature of the battery, the sensor
sensor must bind to the battery surface or cell gap where the temperature during
storage or discharge should be the highest. The temperature range is
between 0 and 150°C
LED Connect to high light LED, the LED will flash when any warning event
happened
Beeper Connect to alarm with beeper or others. It is going to produce max. 12V
25mA.
Current sense Connect to the present shunt, one shunt can be used to measure the
present charging and release.

35
 USB Connect to PC update the firmware by Chargery UpdateTool.exe
Socket 1 Connect to 2S to 8S battery,
Socket 2 Connect to 9S to 16S battery. for over 8S battery, please connect 8S
battery to socket 1 and then connect to socket 2, such as 8S + 2S for 10S
and 8S +5S for 13S
3.4 CHARGERY BMS16 SPECIFICATIONS
Following are the specifications of a BMS used in EV:
Table 2 BMS specifications used in EV

Battery range 2S-16S LiPo & LiFe battery pack

Accurate scope of the cell voltage -5mV/+5mV
Cell Voltage display range 0.10~4.99V
The voltage of external power 13.5-60V
Temperature display range 0.0℃~150℃
0
 Display 0.0 under 0.0 C
SOC indicator  RED area @ 0~15% of SOC
 YELLOW area @ 16~35% of SOC
 GREEN area @ 36~100% of SOC
Size 105*80*24 ( L*W*T, mm)
Weight 190g
Warning LED 11000mCd, @ 2.0V, 20mA
Warning beeper 85dB @ 12V, 25mA
Package Al alloy case

3.5 OPERATION GUIDELINES

 Connect Beeper, LED, and Current Sensor to BMS16 and connect the Temperature
Sensor and Relay Controller.

Figure 40 Opening Interface

 Connect the battery to BMS16, maintain right cell polarity. The following typical
connection drawings are the comprehensive connection diagram. Move the device's
energy selector.

36
 BMS16 will initialize beeper and LED, beeper sounds once, the battery type and cell
count interface will be displayed after display of BMS16 and version. It is possible to
select two battery types LiPo and LiFe. The cell count range is 2S to 16S, when the
battery pack connects to the BMS16, the cell count will be recognized. Press the
DOWN or UP button to select the item and click the SET blink button, then press the
modified DOWN or UP button, then press the START button to run the BMS16 or
automatically start the BMS16 waiting for 8 seconds. Battery type and cell count will
not be changed after starting unless BMS16 is powered off.
 SOC the dashboard of the battery gage will be shown first, as follows. Alter other
interface by pressing the Up/DOWN button.

Figure 41 Charge and Discharge of battery current and

power

 The following interface is cell voltage column, the highest and the lowest cell voltage
is displayed in RED column.

Figure 42 Cell Voltage interface

 All data, including all cell voltage, is displayed in the third interface. RED text
displays the maximum and lowest cell voltage. Cell voltage difference and battery
temperature difference is shown. BMS16 will go to the interface and show error data
when any warning events are triggered. The cell count and ERROR will be presented

37
 in turn as if the battery link is bread down. In turn, the cell voltage and HIGH will be
displayed when the cell voltage is over the setup value.

3.6 PROGRAM SETUP

Figure 43 Program user interface

 Enter the program setup interface for 3 seconds by pressing the SET button.
 Press UP or DOWN button select the item, press SET shortly make the value flash,
and press UP or DOWN change the value. Press SET button shortly confirm the
change. After finish all setup, press SET for 3 seconds quit the setup menu.
 When quit setup mode, BMS16 will remember all parameters till next change.
Table 3 Parameters of BMS16

38
3.7 ACCESSORIES
Table 4 Accessories

USB data cable Battery connection XHR-9PIN, 600mm

Temperature sensor, 600mm Relay controller wire 600mm

Warning LED, 300mm Warning Beeper, 300mm

Current Sensor wire 600mm

39
 CHAPTER#04
4. HARDWARE COMPONENTS
The key components used in development of the prototype of Thermal Management and Cell
Balancing are given as follows:

4.1 HARDWARE COMPONENTS USED IN BTMS

 Arduino UNO
 BD-139 Transistors
 12V Fan
 LM-35 Temperature Sensor
 9V Batteries

4.1.2 MICROCONTROLLER (ARDUINO UNO)

The Arduino Uno Board is one of the basic boards used for programming integrated systems.
The Arduino Uno is a panel based on the ATmega328P (datasheet) microcontroller. It has 14
digital input / output pins (including 6 as PWM outputs), 6 analog inputs, a 16 MHz quartz
crystal, a USB connection, a power jack, an ICSP header, and a reset button. It includes
everything you need to help the microcontroller; merely connect it to a USB cable laptop or
power it to get began with an AC-to-DC adapter or battery.

Figure 44 Arduino Circuit

40
4.1.3 BD-139 TRANSISTOR
These planar epitaxial transistors are installed in the plastic package SOT-32. They are
intended to use complementary or quasi-complementary circuits for audio amplifiers and
drivers. The kinds of NPN are the BD135 and BD139, and the supplementary kinds of PNP
are the BD136 and BD140.

Figure 45 BD-139 Component Diagram and schematic

4.1.3.1 ELECTRICAL RATINGS

41
 Table 5 Electrical Ratings

4.1.3.2 THERMAL RATING

Table 6 Thermal Ratings

4.1.3.3 ON-OFF STATES

42
 Table 7 On-off States

4.1.3.4 ELECTRICAL CHARACHTERISTIC CURVE

43
 Figure 46 BD-139 Charachteristic Curve

4.1.4 LM-35 TEMPRATURE SENSOR

The LM35 series are integrated circuit temperature equipment with a linearly proportional
output voltage to the temperature of Centigrade. The LM35 device has an benefit over
Kelvin-calibrated linear temperature sensors, as the user does not need to remove a big
constant voltage from the output to achieve convenient Centigrade scaling.
Since the LM35 device draws from the supply only 60 μA, it has very low self-heating in still
air of less than 0.1 ° C. The LM35 device is rated to operate at a temperature range of −55 ° C
to 150 ° C, while the LM35C device is rated at a range of −40 ° C to 110 ° C (−10 ° C with
better precision). The instruments of the LM35 series are accessible in hermetic TO transistor
packages, while the LM35C, LM35CA and LM35D devices are accessible in the TO-92
transistor plastic package. The LM35D instrument is accessible in a small-outline package of
8-lead surface mounting and aTO-220 plastic package.

4.1.4.1 SCHEMATIC DESIGN

Figure 47 LM35 Schematic

44
Figure 48 LM-35 Internal Circuit

45
4.1.4.2 ELECTRICAL DATA
Table 8 Electrical data

4.1.5 9V BATTERIES
These batteries are used to supply power to the fans:

Figure 49 9V Battery

46
4.1.6 12V FAN
The purpose of the fan is to cool down the Lithium Ion Batteries using forced air convection:

Figure 50 12V Fan

4.2 HARDWARE COMPONENTS USED IN CELL

BALANCING
We can used same components in cell balancing as we used in BTMS, some new components
like led, MOSFETS, bleeding resistors were used in the development of cell balancing
circuit.

47
 CHAPTER#05
5. SOFTWARE TOOLS & SCHEMATIC/CAD
MODELS
There is a number of modern software which we were used in this thesis to develop our
prototype models and schematics design and then analyzing our result from it. The software
tools which we using are as follows:
 PROTEUS.
 SolidWorks
 ANSYS Workbench
As we mentioned that our project is being split into two features one is the general BMS and
other one is on which we are working on, we can select two functions of BMS which are
Battery Thermal Management System (BTMS) and another one is Cell balancing. Now we
can starts from BTMS design schematic and CAD models using above software tools:

5.1 BTMS & Cell balancing Design Schematic & CAD Models
Proteus schematic software has been used to design a schematic circuit of battery thermal
management system. Following are some features of proteus:

5.1.1 PROTEUS Simulation Software

The Proteus Design Suite is a proprietary tool suite that is used primarily for automation of
electronic design. The software is mainly used by electronic design engineers and technicians
to create schematics and electronic prints for printed circuit board manufacturing.
There are different modules used in proteus some of them are given below:
 PCB design
 Microcontroller simulation
 3D Verification
 Schematic Capture
The Proteus Design Suite is a Windows application designed for schematic capture,
simulation and layout design for PCB (Printed Circuit Board). Depending on the size of the
designs being produced and the requirements for microcontroller simulation, it can be
purchased in many configurations. All PCB Design products include SPICE simulation
capacities for an auto-router and fundamental mixed mode.

48
5.1.1.1 PROTEUS WINDOWS INTERFACE
The window interface of proteus is look like as:

Figure 51 Proteus windows interface

5.2 BTMS SCHEMATIC DESIGN

49
In order to create a fundamental circuit on a vero-board, we can first design a schematic of
BTMS using PROTEUS software instruments. The schematic design consists of various
components such as the micro-controller (ARDUINO UNO) in which the program code is
installed, the code of which is given in APPENDIX B, and the serial monitor is used to
analyze the temperature change of the cells and the LM-35 temperature sensor. The engine
we're going to use here instead of the fan because there's no library accessible for a 12V fan
in PROTEUS, so that's why the engine could be used in this schematic. The schematic will
look as follows:

Figure 52 Schematic of BTMS

The serial monitor used in BTMS is used for a display purpose which shows a temperature
changes.

5.3 Cell Balancing Schematic Design

The cell balancing circuit that we are showing is a simple understanding circuit to understand
what is cell balancing is and how it will works, the schematic of cell balancing is shown
below:

50
 Figure 53 Cell Balancing Schematic Design

All cells have the same voltages in the diagram above. It fluctuates the voltage of any cell
between the range of 1V-5V the led will turn on, and the voltage of a cell was balanced by
the assistance of the charger.

Figure 54 Cell Balancing( Cell 1 fluctutes)

51
Figure 55 Cell Balancing( Cell 2 Fluctuates)

Figure 56 Cell Balancing(Cell 3 Fluctuates)

52
 Figure 57 Cell Balancing(Cell 4 Fluctuates)

5.4 Physical circuit design on Breadboard

After developing the BTMS schematic, we can further convert this software model into a
physical circuit model that we will design on the breadboard. The physical circuit on the
breadboard looks like the following:

Figure 58 BTMS physical circuit design

53
5.5 CAD Design of BTMS & Cell Balancing
For a CAD design, we can choose SolidWorks as our software tool to design our necessary
and final BTMS model.

5.5.1 SolidWorks
SolidWorks is a strong computer-aided design (CAD) and computer-aided engineering
(CAE) program that operates mainly on Microsoft Windows. While it is feasible to operate
SolidWorks on Mac OS, it is not supported by SolidWorks. SolidWorks is released by
Dassault Systmes.
SolidWorks is a solid modeler, using a parametric feature-based strategy originally created by
PTC (Creo / Pro-Engineer) to produce models and assemblies. Design purpose is how the
part's creator wants it to react to modifications and updates. For instance, you'd want the hole
at the top of a drink to stay at the top surface, regardless of the height or size of the can.
SolidWorks enables the user to specify that the hole is a characteristic on the top surface and
then will honor their design purpose regardless of the height they later assign to the can.

Figure 59 Workbench of SolidWorks

Solidworks is also used to design a electrical CAD models, which will comprises of all
required libraries and designing solutions. Some examples of electrical solidworks is given as
under:

54
 Figure 60 A mini PCB design on Electrical SolidWorks

5.5.2 CAD Model of BTMS & Cell Balancing Circuit

The simple CAD design for our BTMS and cell balancing is given below:

5.5.2.1 CAD Model for BTMS

The simple CAD design for BTMS with different views is given under:

Figure 61 BTMS top view

55
 Figure 62 BTMS isometric view

Figure 63 BTMS side view

5.5.2.2 CAD Model for Cell Balancing

56
Below are cell balancing CAD models with distinct opinions:

Figure 64 Cell Balancing top view

Figure 65 Cell balancing isometric view

57
 Figure 66 Cell balancing side view

5.6 Thermal Analysis of 18650 Li-ion Cell

For a thermal analysis of li-ion cell we can use ANSYS workbench, to analyze cell total heat
flux. There is some introduction about ANSYS workbench.

5.6.1 ANSYS Simulation & 3D Design Software

ANSYS is an American public enterprise based in Pennsylvania, Canonsburg. It creates and
markets simulation software for engineering. ANSYS software is used to design products and
semiconductors as well as to create simulations that test the durability, distribution of
temperature, fluid movements, and electromagnetic properties of a product.
ANSYS creates and markets software used to simulate engineering issues with finite element
assessment. To simulate strength, toughness, elasticity, temperature distribution,
electromagnetism, fluid flow, and other characteristics, the software generates simulated
computer models of buildings, electronics, or machine parts. ANSYS is used to determine
how a product will work with distinct requirements without the construction of test products
or crash testing. For instance, ANSYS software can simulate how a bridge will hold up after
years of traffic, how best to process salmon in a cannery to decrease waste, or how to design
a slide that utilizes less material without sacrificing safety.
Most ANSYS simulations are carried out using the software ANSYS Workbench, which is
one of the main products of the company. Users of ANSYS typically break down larger
structures into tiny parts that are separately modeled and tested. A person may first define an
object's size, then add weight, pressure, temperature, and other physical characteristics. The
ANSYS software finally simulates and analyzes over time motion, fatigue, fractures, fluid
flow, temperature distribution, electromagnetic effectiveness and other impacts.

58
 Figure 67 ANSYS workbench Interface

5.6.2 Thermal Analysis & Heat Flux Calculations

The cell has a maximum wattage of 12.5 Watts. The volume of the cell came out to be
3.898e-07 m^3. Dividing these two values we can get Internal Heat Generation in W/m^3.
The Bulk Temperature is taken as 300 K. The convection heat transfer coefficient is assumed
to be 50 W/m^2 k. The thermal conductivity of the material is assumed to be 10 W/m k.

59
 Figure 68 Boundary Conditions

Figure 69 Temperature Distribution

60
 Figure 70 Total Heat Flux

1.7 Flow Chart for Battery Thermal Management

Figure 71 Flow chart for BTMS

61
1.8 Flow Chart for Cell Balancing

Figure 72 Flow chart for Cell Balancing

62
 CHAPTER#06
DISCUSSION & RESULTS
6.1 Challenges Involves
While designing and developing battery management systems, scientists and engineers face
open challenges. These include battery modelling challenges, the design of battery
monitoring system and the construction of algorithms for the estimation of key battery
parameters.
 SOC, SOH and SOF Calculation algorithms for the 12V batteries VRLA (Valve
Regulated Lead - Acid) and LA (Lead - Acid).
 Construction of self adaptive and self learning computer algorithms with high
accuracy (error tolerence 5%).
 Battery monitoring technology architecture proposals necessary for the calculation of
SOC, SOH and SOF (hardware, software, etc.).
6.2 Obtain Results
6.2.1 Thermal Management System:
 The prototype of BTMS is consists of 4-cells and the components mentioned in
chapter 4. We can analyze thermal conductivity changes during charging and
discharging of a battery pack.
 The model which we can develop finally is given as follow:

63
 CHAPTER#07
CONCLUSION & RECOMMENDATIONS FOR
FUTURE WORKS
7.1 CONCLUSION
The main objective our project was to examine the different aspects of battery management
system. How it measures and controls various parameters. Battery Management System is an
essential component for Li-ion battery packs since it increases it efficiency and also promotes
its safety. Then we created a simple project to illustrate the thermal management and cell
balancing aspect of the battery management system on a small scale Li ion battery pack using
Arduino, transistors, temperature sensors and also calculated the heat transfer rate and heat
transfer coefficient of the whole system using simplified assumptions and we got different
results just by changing the orientation of the pack relative to the cooling fans. The results
imply that placing the pack vertically instead of horizontally would drastically increase the
heat transfer rate hence improving the cooling effect of the whole system. We also explored
various methods of cell balancing along with their advantages and disadvantages such as long
discharging times, cost factor etc but for the project we selected a passive cell balancing
algorithm using shunt resistors because of its simple construction but it has one major flaw
such as long discharging time. For our EV Project we selected CHARGERY BMS16 by
considering the battery size and capacity. Since battery management system is an electronic
embedded system, the programming aspect of the system is very complex but still we have
made a simple program that enables us to operate the system with ease.
The advanced BMS hardware is fully operational and capable of precise cell voltage, present
and temperature readings. It can conduct passive cell balancing for the entire pack depending
on individual cell data, thus reducing the differences on the distinct cells ' SOC, thereby
optimizing the helpful ability of the battery pack. It was also intended to enable various
charging, cell balancing algorithms and SOC estimation methods to be implemented on
typical business BMS.
It is a dangerous job to operate on a battery pack with an 48V build-up voltage and cells that
can supply hundreds of Ampere during ordinary operation or even more during short circuits.
All steps to prevent any (unintended) event of a temporary or complete short circuit should be
taken.

7.2 Recommendations for Future Work on BMS

Based on results that we can obtain from this project, we can learn that BMS is an essential
feature of an EV’s now a days. Additional features are required to optimize charging and
discharging patterns in BMS. A battery management system (BMS) is any electronic system
that manages a rechargeable battery (cell or battery unit), such as preventing the battery from
functioning outside its Safe Operating Area, tracking its condition, calculating secondary
data, reporting that information, controlling, authenticating and/or balancing its environment.

64
A group of Chinese scientists recently created a new mobile smart battery management
system (PIBMS), consisting of a battery measuring unit, a controller, and a information
recording unit. Researchers state that Bluetooth can connect the smart battery management
system to the battery to transfer real-time battery status data to a personal computer. By
providing this data on battery voltage and temperature at the charging station, the PIBMS
could also assist end users reach appropriate charging and safeguard the battery effectively.
Over the previous few years, with burgeoning sales of battery-operated vehicles, the world
wide market for automotive battery management systems has seen a shift in demand at sea.
Manufacturers on the market for battery management technologies regard Electric Vehicle
sales as the bedrock on which to develop and maintain innovative and technologically
advanced battery management systems. More research is required on control algorithms in
battery management system.

65
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[2] Zhu, C., Li, X., Song, L., and Xiang, L., Development of a theoretically based thermal
model for lithium ion battery pack, Journal of Power Sources, 223, 155–164, 2013.
[3] Wang, Q., Jiang, B., Li, B., and Yan, Y., A critical review of thermal management models
and solutions of lithium-ion batteries for the development of pure electric vehicles,
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and their applications. 96:113–120.

[6] Ng, K. S., Moo, C.-S., Chen, Y.-P., and Hsieh, Y.-C. (2009). Enhanced
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[7] Huet, F. (1998). A review of impedance measurements for determination of the

state-of-charge or state-of-health of secondary batteries. 70:59–69.

[8] Tarascon, J. and Armand, M. (2001). Issues and challenges facing rechargeable lithium
batteries. Nature 414, 359-367.

[9] Xing, Y., Ma, E. W. M., Tsui, K. L., and Pecht, M. (2011). Battery management
systems in electric and hybrid vehicles. Energies, 4(12):1840–1857. Available from:
[http://www.mdpi.com/1996-1073/4/11/1840/].

[10] Silva, M., Moita, F., Nunes, U., Garrote, L., Faria, H., and Ruivo, J. ISRobotCar: The
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[http://ieeexplore.ieee.org/lpdocs/epic03/wrapper.htm?arnumber=6386292].
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[12] Georges, J. (2014). Getting the Most Out of the MAX14920/MAX14921 High-
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September 2014.

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[15] G.A. Nazri, G. Pistola, Science and Technology of Lithium Batteries.
[16] Huria, T., Ceraolo, M., Gazzarri, J., and Jackey, R. (2010). High fidelity electrical model
with thermal dependence for characterization and simula- tion of high power lithium battery
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[18] Faria, R., Marques, P., Moura, P., Freire, F., Delgado, J., and de Almeida,
A. T. (2013). Impact of the electricity mix and use profile in the life-cycle assessment of
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[19] Huria, T., Ceraolo, M., Gazzarri, J., and Jackey, R. (2010). High fidelity electrical model
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[20] ORION (2014). Orion bms. Available from: [http://www.orionbms.com].

[21] Xing, Y., Ma, E. W. M., Tsui, K. L., and Pecht, M. (2011). Battery management
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[http://www.mdpi.com/1996-1073/4/11/1840/].

67
Appendix

68
Appendix A (BTMS Coding)
# define T1 A1
# define T2 A2
# define T3 A3
# define T4 A4
# define C1 2
# define C2 3
# define C3 4
# define C4 5
// declare float variables for calibration
float tempcelsius1,tempcelsius2,tempcelsius3,tempcelsius4;
float svalue1,svalue2,svalue3,svalue4;
float svolt1,svolt2,svolt3,svolt4;

// Configuration of LM pins
// calibration required

void setup()
{
//Initialise all Input Sensor Pins
pinMode(T1,INPUT);
pinMode(T2,INPUT);
pinMode(T3,INPUT);
pinMode(T4,INPUT);
//Initialise all Output Controller Pins
pinMode(C1,OUTPUT);
pinMode(C2,OUTPUT);
pinMode(C3,OUTPUT);
pinMode(C4,OUTPUT);
Serial.begin(9600);

69
}

void loop()
{
//Prints the temperature of cell
Serial.print("Temperature of cell 1:");
svalue1=analogRead(T1);
//calibration algorithm
svolt1=svalue1*(5000/1023);
tempcelsius1=svolt1/10;
Serial.print(tempcelsius1);
Serial.print("C\n");
// to make display easy
delay(3000);

Serial.print("Temperature of cell 2:");

svalue2=analogRead(T2);
svolt2=svalue2*(5000/1023);
tempcelsius2=svolt2/10;
Serial.print(tempcelsius2);
Serial.print("C\n");
delay(3000);

Serial.print("Temperature of cell 3:");

svalue3=analogRead(T3);
svolt3=svalue3*(5000/1023);
tempcelsius3=svolt3/10;
Serial.print(tempcelsius3);
Serial.print("C\n");
delay(3000);

70
Serial.print("Temperature of cell 4:");
svalue4=analogRead(T4);
svolt4=svalue4*(5000/1023);
tempcelsius4=svolt4/10;
Serial.print(tempcelsius4);
Serial.print("C\n");
delay(3000);

if (tempcelsius1>29)
digitalWrite(C1,HIGH);
else
digitalWrite(C1,LOW);
delay(100);

if (tempcelsius2>29)
digitalWrite(C2,HIGH);
else
digitalWrite(C2,LOW);
delay(100);

if (tempcelsius3>29)
digitalWrite(C3,HIGH);
else
digitalWrite(C3,LOW);
delay(100);

if (tempcelsius4>29)
digitalWrite(C4,HIGH);

71
else
digitalWrite(C4,LOW);
delay(100);
}

Appendix B (Cell Balancing)

float a;

float b;

float c;

float d;

void setup()

//initialise all input and output pins

pinMode(A0,INPUT);

pinMode(A1,INPUT);

pinMode(A2,INPUT);

pinMode(A3,INPUT);

pinMode(2,OUTPUT);

pinMode(3,OUTPUT);

pinMode(4,OUTPUT);

pinMode(5,OUTPUT);

// initialise serial port

Serial.begin(9600);

void loop()

// taking reading from analog pins and storing them into variables

a=analogRead(A0);

b=analogRead(A1);

72
c=analogRead(A2);

d=analogRead(A3);

// printing the values in the serial monitor

Serial.print("Voltage of Cell 1:");

Serial.print(a/1023);

Serial.println();

//so that display becomes more profound

Serial.print("Voltage of Cell 2:");

Serial.print(b/1023);

Serial.println();

Serial.print("Voltage of Cell 3:");

Serial.print(c/1023);

Serial.println();

Serial.print("Voltage of Cell 4:");

Serial.print(d/1023);

Serial.println();

Serial.println();

if((a>b)&&(a>c)&&(a>d))

digitalWrite(2,HIGH);

digitalWrite(3,LOW);

digitalWrite(4,LOW);

digitalWrite(5,LOW);

else if ((b>a)&&(b>c)&&(b>d))

73
digitalWrite(3,HIGH);

digitalWrite(2,LOW);

digitalWrite(4,LOW);

digitalWrite(5,LOW);

else if((c>a) && (c>b) && (c>d))

digitalWrite(4,HIGH);

digitalWrite(2,LOW);

digitalWrite(3,LOW);

digitalWrite(5,LOW);

else if ((d>a) && (d>b) && (d>c))

digitalWrite(5,HIGH);

digitalWrite(2,LOW);

digitalWrite(3,LOW);

digitalWrite(4,LOW);

else

digitalWrite(2,LOW);

digitalWrite(3,LOW);

digitalWrite(4,LOW);

digitalWrite(5,LOW);

74
Appendix C (EES Calculation For BTMS)
"thermal analysis of lithium ion batteries"
"Consider forced convection of an individual cell using a fan"
p_surrounding=1.013[kPa]
t_infinity=25[C] "room temperature"
t_cell=30[C] "temperature of cell"
"calculate average of the temperature"
t_avg=(t_cell+t_infinity)/2
mew_air=VISCOSITY(Air,T=t_avg)"viscosity of air"
rho_air=DENSITY(Air,T=t_avg,P=p_surrounding)
d_cell=18e-3[m] " diameter of the cell"
v_air=4[m/s]
Re=(rho_air*v_air*height)/(mew_air) "Reynolds number"
"calculate Prandtl number"
Pr=Prandtl(Air,T=t_avg)
"Calculate Nusselt number using correlation"
Nu=0.683*(Re^(0.466))*(Pr^(1/3))
k_cell=0.31[W/(m*C)]"Thermal conductivity of cell"
h_cell=(Nu*k_cell)/height
"Calculate the heat transfer rate"
"Assuming all cells and fans are placed seperately,all cells are considered same ,all fans
are considered same "
height=65e-3[m] "Height of the cell and also its characteristic length"
A_cell=3.14128*d_cell*height
q_cell=4*h_cell*A_cell*(t_cell-t_infinity)
thermal analysis of lithium ion batteries
Consider forced convection of an individual cell using a fan
psurrounding = 1.013 [kPa]
t¥ = 25 [C] room temperature
tcell = 30 [C] temperature of cell
calculate average of the temperature
tavg =
tcell + t¥
2
mewair = Visc Air , T = tavg viscosity of air
rair = r Air , T = tavg , P = psurrounding
dcell = 0.018 [m] diameter of the cell
vair = 4 [m/s]
Re =
rair · vair · height
mewair
Reynolds number
calculate Prandtl number
Pr = Pr Air , T = tavg
Calculate Nusselt number using correlation
n = 0.683 · Re 0.466 · Pr 1 / 3
File:C:\Users\umar\Downloads\umar thermal calculations.EES 8/7/2019 12:37:35 PM Page 2
EES Ver. 9.457: #1514: For use only by Mohamed Shaker, Ginza, Cairo, Egypt
kcell = 0.31 [W/(m*C)] Thermal conductivity of cell

75
hcell =
n · kcell
height
Calculate the heat transfer rate
Assuming all cells and fans are placed seperately,all cells are considered same ,all fans are
considered same
height = 0.065 [m] Height of the cell and also its characteristic length
Acell = 3.14128 · d cell · height
qcell = 4 · hcell · Acell · tcell – t¥
SOLUTION
Unit Settings: SI C kPa kJ mass deg
Acell = 0.003675 [m2] dcell = 0.018 [m] height = 0.065 [m]
hcell = 31.55 [W/m2-C] kcell = 0.31 [W/(m*C)] mewair = 0.0000186 [kg/(m*s)]
n = 6.615 Pr = 0.7274 psurrounding = 1.013 [kPa]
qcell = 2.319 [W] Re = 164.1 rair = 0.01174 [kg/m3]
tavg = 27.5 [C] tcell = 30 [C] t¥ = 25 [C]
vair = 4 [m/s]

76