2014 IEEE Biennial Congress of Argentina (ARGENCON)

Sizing and Performance Analysis of Battery Pack

in Electric Vehicles
Mauro G. Carignano∗1 , Javier M. Cabello†2 and Sergio Junco†3
∗ EIM, Facultad de Ciencias Exactas, Ingenierı́a y Agrimensura, Universidad Nacional de Rosario
Beruti 2109, Rosario, Argentina
1
mauroc@fceia.unr.edu.ar
† LAC, Facultad de Ciencias Exactas, Ingenierı́a y Agrimensura, Universidad Nacional de Rosario
Riobamba 250bis, Rosario, Argentina
2
jcabello@fceia.unr.edu.ar
3
sjunco@fceia.unr.edu.ar

Abstract—In this paper a battery-powered electric vehicle
(BEV) model is presented along with a simple simulation-based
iterative method of battery sizing. For simulations and sizing
purposes the urban speed profile FTP-75 has been used. The
model allows obtaining both voltage and current behaviour in
the battery, which is useful for sizing and selection of several
components of the electric vehicle. Finally a simple algorithm
is proposed as a systematic iterative sizing method. This work
is the result of the first stage in the creation of a complete
object oriented EV model aiming at developing an integrated
sizing and power-management procedure.
Resumen—En este trabajo se crea un modelo simple
de un vehı́culo eléctrico y se aplica un proceso iterativo
para dimensionar su pack de baterı́as. Para realizar las
simulaciones y el dimensionamiento se utiliza el perfil
urbano de velocidad FTP-75. El modelo permite obtener el
comportamiento de la tensión y la corriente en la baterı́a, lo
cual es útil para el dimensionamiento y la selección de otros
componentes del vehı́culo eléctrico. Finalmente se propone un
algoritmo simple con el objetivo de sistematizar el proceso
iterativo de dimensionamiento. Este trabajo es el primer
resultado en la creación de un modelo completo de EV que
tiene por objetivo el desarrollo de un procedimiento integrado
de dimensionamiento y gestión de la energı́a.
I. I NTRODUCTION
Vehicles can be classified in three different groups: in-
ternal combustion engine vehicles, hybrid electric vehicles
(HEV) and all-electric vehicles (AEV) [1]. Nowadays most
commercial EV are HEV. The association of electric ca-
pability with combustion motor enhance transportation per-
formance, increases autonomy and lowers fuel consumption
and contamination. AEV are more suitable for stop-and-run
driving profiles such as urban driving.
It is well known that the drive train of an EV is mainly
composed of 3 devices: electrical machine(s) (EM), elec-
tronic power converters (EPC) and energy storage system
(ESS). These last devices (e.g. electro-chemical batteries,
ultra-capacitor, free-wheels, fuel-cells) represent an impor-
tant component in terms of performance and cost [1], [2].
Oversizing ESS could increase the vehicle cost considerably.
Sizing is not an easy task as it becomes evident if we
consider the several possible topologies [1] and multiple
different storage technologies (storage hybridisation) avail-
able. This hybridisation is done in order to complement
the benefits of different technologies. For example, the
use of battery-ultracapacitor compounds in order to reduce
high frequency charge-discharge processes from battery is a
common practice [3], [4].
Special attention was paid to electro-chemicals batteries
because they are the most widely used [1]. Battery models
can be categorized in three main types: electrochemicals
models, electrical-circuit models and analytical models.
These last types of models describe the battery in a higher
abstraction plane resulting in the need of fewer equation
and parameters. Several analytical models already available
in the literature (e.g. [5]–[10] were analysed and compared
with the aim of selecting a model fulfilling the problem
requirements. For both electrical machines and power con-
verters simple models are used integrated into a relatively
simple longitudinal model of the vehicle dynamics [11].
The rest of the paper is organized as follows. Section
II discusses the different battery models taken into con-
sideration and describes the analytical model selected for
simulations. Section III addresses the overall vehicle model.
Section IV deals with the battery selection and sizing
algorithm and, finally, Section V presents the conclusions.
II. BATTERY MODELS
An electrochemical battery is an element capable of trans-
forming electrical energy into chemical energy (charging)
and viceverse (discharging) through electrochemical reac-
tions. For simulating them, several application-dependent
models of varying complexity can be used. If only the
store/supply of energy is important, a simply energetic
model is possible (cf. Section II-A), but if, for instance, the
precise amount of charge left in the battery or the electrolyte
concentration are of interest, more complex models should
be used (e.g. KiBaM [9], [10], Diffusion model [12] for
amount of charge left and Dualfoil model [12] for electrolyte
concentration).
A. Energetic battery model (EBM)
The ideal battery would provide all the accumulated
charge at a constant voltage regardless of its State of Charge
(SoC), actual current value, historical profiles, ageing, tem-
perature, etc.
It is easy to realize that the maximum amount of stored
energy, Ebat max , can be calculated as follows,

978−1−4799−4269−5/14/$31.00 c 2014 IEEE 240


Ebat = Vn .Cbatt
max
where Vn is the nominal voltage and Cbatt is the maxi-
mum capacity of the battery.
B. Tremblay-Dessaint model
The Tremblay-Dessaint model (TDM) is an analytical
semi-empirical battery model [5], [6]. TDM offers a set of
non-linear equations to calculate the battery voltage. The last
version of TDM is suitable for dynamic load profile. Under
dynamic load conditions, the validation tests show battery
voltage values with less than 5% of error [6]. Furthermore,
the model shows a continuous evolution of voltage under
continuous current profiles. Moreover, TDM is adaptable to
different types of batteries and is easily parameterizable for
commercial batteries. For this reason this analytical model
was selected to be used in this work. A NiMH cell will
be utilized along the work. For this type of cell the battery
voltage is given by [6]:
Discharge:
Q flows from the mechanic to the electric domains it is said to
Vbatt = E0 − R.i − K.( ).(it + i∗ ) + Exp(t)
Q − it
Charge:
Q Q
Vbatt = E0 −R.i−K. .i∗ −K.
|it| + 0.1.Q Q − it
where the battery voltage, Vbatt , and the battery current,
i, are output and input of the model, respectively. E0 , K,
Q, A, RB and R are fitting parameters. it is removed charge
(it = idt) and i∗ is filtered current. Exp(t) is calculated
by non-linear first-order equations [6]. To use the model, the
parameterization is required. Similar battery to those used in
the Toyota Prius have been chosen. It is a NiMH Panasonic
battery (HHR650D) [13], which has 1,2V nominal voltage
and 6.5Ah nominal capacity. To perform the necessary fitting
in order to parameterize the battery a voltage curve of
discharge is required. The discharge curve at 0.2it rate given
in the data sheet was utilized and fitting procedure described
by authors in [6] was applied.
1.4
1.3
Voltage (Volt)
1.2
1.1
1 Fr = m.g.cos(α).µ
0.9
0 10 20 30 40 50
Time (min)
Fig. 1: Voltage comparison, TDM simulation (dotted line)
and manufacturer (solid line) discharge curves.
Figure 1 shows the comparison of the voltage predicted by
the TDM and those provided in the manufacturer discharge
test curves for three discharge rates.
Power
Battery
(1) Converter
Motor / Drive Wheels
Generator Train Vehicle
Fig. 2: Architecture of a battery electric vehicle.
III. V EHICLE M ODEL
Figure 2 shows a typical architecture of a battery-powered
electric vehicle (BEV). Four operation modes are possible:
acceleration, cruise, braking and resting. During acceleration
and cruise operation electric energy is consumed from the
battery. During braking energy is recovered. Finally during
resting no energy is interchanged. Red arrows show electric
energy flow while blue arrows show mechanical energy flow.
A. Electrical machine model
The electrical machine (EM) is a key component in the
EV because is at the core of the power conversion between
the mechanical and electrical domains. When the power
be working as a generator and if the power flows inversely
as a motor. For both operation modes, an electronic power
converter (EPC) is necessary. In both, electric and electronic
power conversion stages losses exist.
.it+Exp(t)
For the purposes of this work these two elements (EM
and EPC) are modelled together as a simple efficiency factor
between power input and output. Different efficiency factors
are considered when working as motor and generator, as
reflected in the following two equations.
Pmec = ηdch Pelec (motor mode)
Pelec = ηch Pmec (generator mode)
where Pmec and Pelec are mechanical and electrical
power, respectively, and ηdch and ηch are efficiencies for
motor and generator modes, respectively. In table I the
considered efficiencies can be found [1].
B. Model of the vehicle dynamics
The vehicle dynamics is modelled as a mass that can move
forward and a set of propulsion and resistance forces acting
6.5A
on it. The model includes aerodynamic resistance Fa , tire
13A
32.5A
rolling resistance Fr and gravitational resistance by slope
in the road Fg , these are given by [11]. Resistances can be
described by the following expressions:
Fa = 0.5.ρ.Af .Cx .v 2
60 70
Fg = m.g.sin(α)
where ρ is the air density, Af and Cx are frontal area and
drag coefficient respectively, v forward speed, m the vehicle
mass, g the gravity acceleration constant, α the road slope
and µ the rolling resistance constant.
The force provided by the EM, Fem , is utilized to
overcome the resistances and accelerate the mass. The
longitudinal speed dynamics is given by:
241
 dv 30
Fem − Fa − Fr − Fg − m. =0
dt

Speed (m/s)
20
It is worth noticing that aerodynamic and rolling resis-
tance dissipate energy, but gravity resistance and inertial 10
resistance are conservative forces and the energy consumed
by them can be partially recovered. 0
Table I shows parameters corresponding to a medium size 0 500 1000 1500 2000
passenger EV, which are used to perform the simulations.
10
TABLE I: Parameters of a BEV Epack →

Electric Energy (MJ)

8
Battery model Vehicle & electric
(TDM) machine models 6
E0 1.2690 V m 1300 kg 4
K 0,0014 V /Ah, Ω Af 2 m2
2
Q 7 Ah Cx 0,32
A 0.1335 V µ0 0.015 0
0 500 1000 1500 2000
B 2.308 Ah−1 ηdch 0.85 Time (seg)

R 0.002 Ω ηch 0.60

Fig. 3: Evolution of vehicle speed and electric energy.
In this approach, in order to avoid the implementation
of a speed controller, which is unnecessary for this study,
a backward model was developed. In this model the speed Then, the np value is checked by simulation. If at any
profile is taken as the input to the vehicle model which time a constraint is violated (e.g. Vpack < Vpack min ) np is
computes as output the electric power (Pelec ) needed to increased and re-tested. Figure 4 represents the algorithm
obtain this profile. previously described. Other conditions could be applied
involving variables like Ipack , Ibatt and Vbatt .
IV. S IZING AND ANALYSIS
Aiming at the sizing process the main objective is that the
EV be able to perform a complete trip using energy stored
in the battery pack without violating the constraints imposed
to the battery pack. For this purpose a standard urban
speed profile was selected (FTP-75 [14]). This test is a 31
minutes typical urban drive profile with a maximum speed
of 25,5m/s over a total distance of 17,8Km. An important
design parameter is the battery pack voltage (Vbatt ) (and
the voltage excursion) because the type of the associated
EPC depends on it. In this work several commercial EV
were analysed and a nominal value of 200V was selected
for Vpack (like the one used in the Toyota Prius).

A. Sizing algorithm
The first stage of the algorithm consist in defining the
minimal number of batteries needed from an energetic point
of view. In the next section (IV-B) a first simulation is shown
which depicts the energy delivered from the battery pack
under test (Fig. 3). Taking the maximum energy drained
from storage (Epack max ) and dividing it for the maximum
energy that each battery can supply (Ebat max equation 1),
the minimum number of batteries, Nbat min , is calculated.
The second stage of the sizing algorithm involves the def-
inition of ns , the number of batteries in series (constituting a
branch), and np , the number of branches arranged in parallel.
ns is defined by Vpack , the desired battery pack voltage, and Fig. 4: Battery pack sizing algorithm flowchart
Vbat nom ,the nominal battery voltage.
ns = dVpack /Vbat nom e B. Simulation and Analysis
and the initial np is defined by Nbat and ns . In the following, a BEV model is assembled aiming
min
at performing the simulations for sizing as anticipated in
np = dNbat min /ns e the previous subsection. Due to both its object-oriented

242
 clock FTP75_Profile

t Speed
Vehicle Dynamic
signalCurrent
Battery Pack
TDM
ground
Fig. 5: Dymola diagram BEV model.
and complex multidomain modeling capability all mod-
els described were created using M odelica R [15] and
implemented in Dymola R [16]. It generates simulation
diagrams on the base of declarative code. Figure 5 shows
the Dymola R diagram model used in the simulations.
Table I summarizes the parameters used in the simula-
tions.
Following the algorithm, the first simulations allows
knowing the evolution of the electric energy demanded
during the test. Figure 3 shows this. From this simulation,
the maximum energy needed is obtained (Epack max =
8.1M J).
It is worth noticing that this evolution is independent of
the battery pack, it depends only on the dynamics of the
vehicle and the electric machine.
Then, applying the sizing algorithm, the battery pack size
is determined. The pack satisfies the following constraint:
160V minimum voltage. The battery pack is composed by
498 batteries: 3 parallel-branches of 166 battery each. With
a nominal voltage of 200V and a maximum energy able to
deliver is 15.1M J.
Figure 6 shows that the maximum and minimum voltage
are 233V and 185V , respectively. It can also be seen that
Fem
x the maximum discharge current is 192A, and the maximum
Pem
Electric Machine
Pelec. charge current is 56A. Three times less current flows at
each individual battery, i.e. 64A is the maximum discharge
current on one battery in the pack. Moreover, SoC drops
off from 100% to 47% during the test.
Power_to_current V. C ONCLUSION
In this paper, an iterative method to size a battery pack in
V
an electric vehicle has been addressed. Vehicle dynamics,
voltageSensor electric machines and battery pack were modeled and as-
sembled together in order to perform a set of simulations
using a standard speed profile. The final electric vehicle
model is relatively simple with low order equations and
allows knowing the behavior of main electrical variables like
voltage and current in the battery. Finally a simple algorithm
was described which provides a systematic method to define
the battery pack. Further research will focus in modeling
other energy storage units for hybridization process and
optimization methods for sizing process.
ACKNOWLEDGMENT
The authors wish to thank CONICET (the Argentine
National Council for Scientific and Technological Research),
SeCyT-UNR (the Secretary for Science and Technology of
the National University of Rosario) and ANPCyT (PICT
2012 Nr. 2471) for their financial support as well as the
Facultad de Ciencias Exactas Ingenierı́a y Agrimensura for
providing workplace.
The second author would like to thanks Dr. Xavier
Roboam and Laplace Laboratory (ENSEEIHT-Toulouse,
France) for providing the means for the first stages of this
work.

40
Speed (m/s)

20
0
−20
0 200 400 600 800 1000 1200 1400 1600 1800 2000
240
Vpack (volt)

220
200
180
0 200 400 600 800 1000 1200 1400 1600 1800 2000
100
Ipack (A)

0
−100
−200
0 200 400 600 800 1000 1200 1400 1600 1800 2000
100
SoC (%)

50
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Time (seg)

Fig. 6: Battery sizing result.

243
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