VISVESVARAYA TECHNOLOGICALUNIVERSITY

BELAGAVI-590018

A Seminar on

“BATTERY MODEL FOR HYBRID ELECTRIC VEHICLE CORRECTED

FOR SELF DISCHARGE AND INTERNAL RESISTANCE”

Submitted in the partial fulfillment of the requirements for the award of the Degree.

Under the Guidance of

MR. SACHIN S

Assistant professor Of Electrical and Electronics Engineering

Department of Electrical and Electronics Engineering

SHRI ADHICHUNCHANGIRI INSTITUTE OF TECHNOLOGY

Chickmagaluru - 577101

2020-2021

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 ADICHUNCHANAGIRI INSTITUTE OF TECHNOLOGY
CHIKKAMAGALURU-577102
DEPARTMENT OF
ELECTRICAL AND ELECTRONICS ENGINEERING

CERTIFICATE

This is to certify that HARSHITH K.M, bearing USN (4AI17EE017) has submitted the Technical
Seminar report entitle “BATTERY MODEL FOR HYBRID ELECTRIC VEHICLE
CORRECTED FOR SELF DISCHARGE AND INTERNAL RESISTANCE” has
satisfactorily completed the Technical Seminar work Prescribed by VISVESVARAYA
TECHNOLOGICAL UNIVERSITY, BELAGAVI for 8th semester B.E curriculum of
ELECTRICAL AND ELECTRONICS ENGINEERING in this institute for the academic
year 2020-2021.

GUIDE CO-ORDINATOR
Mrs.POSHITHA.B.M.Tech Mrs.KAVITHA.K.M.M.Tech
Assistant Professor
Assistant Professor Department of E&E
Department of E&E
A.I.T. Chikkamagaluru
A.I.T. Chikkamagaluru

H.O.D PRINCIPAL
Dr.G.R. VEERENDRA M.E,Ph D Dr. C.T. JAYADEVA M.E,Ph D
Professor & Head Department of E&E A.I.T. Chikkamagaluru
A.I.T. Chikkamagaluru

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ABSTRACT
Accurate battery models are vital part of Electric Vehicle (EV) and Hybrid Electric Vehicle
(HEV) simulation. An efficient battery model in hand enhances the ability to predict of the
performance of EVs and HEVs. An improved battery model which can apply in HEV design
and analysis is proposed in this paper. Integration of electrical and thermal characteristics of
the battery provides accurate results from the model. This model also considers the effect of
self-discharge on State of Charge (SOC) and terminal voltage of the battery. Effect of SOC
on internal resistance is another critical factor which decides the performance of the battery.
Addition of the effect of the factors affecting the battery parameters improves the accuracy of
the model. Simulation study of Li-ion battery in MATLAB Simulink validates the reliability
of the proposed model in various operating conditions. With slight modifications, the
proposed model can also be extend to other battery technologies.

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CONTENT

ABSTRACT
CHAPTER 1 Introduction 5

CHAPTER 2 Literature survey 7

CHAPTER 3 Battery model 9

CHAPTER 4 Electric model 10

CHAPTER 5 Proposed model 15

CHAPTER 6 Conclusion 18

Refrences 19

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CHAPTER-1

INTRODUCTION
Batteries are the power sources of the Electric Vehicles (EV) and they share the vehicular
power demand with the fossil fuel in the Hybrid Electric Vehicles (HEV)Nickel- Metal
hydride (NiMH), Lithium-ion (Li-ion), and lead acid batteries are the commonly used
batteries in electric vehicles.

Battery modeling is useful for calculation of state of charge (SOC), for calculation of state of
health (SOH), as part of an overall vehicle model and to study the steady state and dynamic
system behavior of the hybrid or electric vehicle as affected by the presence of the battery.
This chapter focuses on hybrid and electric vehicle batteries, particularly the nickel metal
hydride (NiMH) and lithium-ion (Li-Ion) batteries especially with reference to modeling. The
battery model development eventually depends on the estimation of the resistance and
capacitance values in the circuit model and validating those against experimental results.
There are several types of models that are applicable to batteries. These can be broadly
classified as electrochemical model, computational or artificial intelligence type of models,
analytical models and electric circuit model. Electric circuit model is suitable for integration
within an overall system-level simulation

Lead acid batteries are the cheapest and most common traction batteries available. Lower
energy density of these batteries end up being a significant portion of the final vehicle mass.
Nickel-metal hydride batteries have a much longer life cycle than lead-acid batteries and are
safe and abuse tolerant.

These batteries have been used successfully in electric vehicles and are widely used in hybrid
electric vehicles. Poor efficiency and high self-discharge are the main disadvantages of
NiMH batteries. High specific energy and energy density are the main reasons for the
domination of Li-ion battery in recent HEVs development. Time consuming and expensive
hardware prototyping for performance analysis of HEVs can be avoided with the help of
simulation models. A model which accurately predicts the performance of battery is required
in the simulation of an HEV for the control strategy development, cell monitoring and
balancing tasks. The details of the state of charge (SOC), State of Health (SOH), battery
temperature, and terminal voltage under different working conditions are available from the
models.

A battery can be modelled in three different ways and they are experimental, electrochemical
and electric circuit based. An accurate model must incorporate the electrical and thermal
characteristics of the cells. Variation of ambient temperature affects the performance of
battery. Increment of temperature results in the increment of rate of the chemical reaction in
the cells. The simplest electric model of a battery consists of an ideal voltage source in series

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with an internal resistance.This model is unable to predict the performance of a cell in
practical world. The effect of SOC and temperature are the primary factors which was not
considered in the paper. Model which doesn’t consider the effect of temperature are also
available in paper.

Internal resistance of the battery is considered as the resistance of electrode and electrolyte
which varies with specific density. Low self-discharge rates and constant temperature are the
assumptions made to form the model which mainly depends on the SOC. Developments have
been there in the models which don’t consider the factors like capacity fading of cells by
ageing and assuming constant internal resistances.

Effect of temperature is a considerable factor and heat generation in the core and crust of
cells affects the performance. Self-discharge reduces the stored energy in a battery and this
effect is not considered in the model. This paper models a battery by considering both
electrical as well as the thermal characteristics. Factors like self- discharge, and effect of SOC
on internal resistance are also included.

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CHAPTER -2

LITERATURE SURVEY

Karen L Butler, Preyas Kamath 1999

This paper discusses a simulation and modeling package developed at Texas A&M
University, V-Elph 2.01. V-Elph facilitates in-depth studies of electric vehicle (EV) and
hybrid EV (HEV) configurations or energy management strategies through visual
programming by creating components as hierarchical subsystems that can be used
interchangeably as embedded systems. V-Elph is composed of detailed models of four major
types of components: electric motors, internal combustion engines, batteries, and support
components that can be integrated to model and simulate drive trains having all electric,
series hybrid, and parallel hybrid configurations. V-Elph was written in the Matlab/Simulink
graphical simulation language and is portable to most computer platforms. This paper also
discusses the methodology for designing vehicle drive trains using the V-Elph package. An
EV, a series HEV, a parallel HEV, and a conventional internal combustion engine (ICE)
driven drive train have been designed using the simulation package. Simulation results such
as fuel consumption, vehicle emissions, and complexity are compared and discussed for each
vehicle.

A control-oriented cycle-life model for hybrid electric vehicle lithium-ion

batteries

Girish Suri, Simona Onori .2016

In this paper, a semi-empirical Lithium-iron phosphate-graphite battery aging model is

identified over data mimicking actual cycling conditions that a hybrid electric vehicle battery
encounters under real driving scenarios. The aging model is then used to construct the
severity factor map, used to characterize relative aging of the battery under different
operating conditions. This is used as a battery degradation criterion within a multi-objective
optimization problem where battery aging minimization is to be achieved along with fuel
consumption minimization. The method proposed is general and can be applied to other
battery chemistry as well as different vehicular applications. Finally, simulations conducted
using a hybrid electric vehicle simulator show how the two modeling tools developed in this
paper, i.e., the severity factor map and the aging model, can be effectively used in a multi-
objective optimization problem to predict and control battery degradation

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CHAPTER -3

BATTERY MODEL
An electric-vehicle battery (EVB, also known as a traction battery) is a battery used to power
the electric motors of a battery electric vehicle (BEV) or hybrid electric vehicle (HEV).
These batteries are usually rechargeable (secondary) batteries, and are typically lithium-ion
batteries. These batteries are specifically designed for a high ampere-hour (or kilowatt-hour)
capacity.

Electric-vehicle batteries differ from starting, lighting, and ignition (SLI) batteries as they are
designed to give power over sustained periods of time and are deep-cycle batteries. Batteries
for electric vehicles are characterized by their relatively high power-to-weight ratio, specific
energy and energy density; smaller, lighter batteries are desirable because they reduce the
weight of the vehicle and therefore improve its performance. Compared to liquid fuels, most
current battery technologies have much lower specific energy, and this often impacts the
maximum all-electric range of the vehicles.

The most common battery type in modern electric vehicles are lithium-ion and lithium
polymer, because of their high energy density compared to their weight. Other types of
rechargeable batteries used in electric vehicles include lead–acid ("flooded", deep-cycle, and
valve regulated lead acid), nickel-cadmium, nickel–metal hydride, and, less commonly, zinc–
air, and sodium nickel chloride ("zebra") batteries.[1] The amount of electricity (i.e. electric
charge) stored in batteries is measured in ampere hours or in coulombs, with the total energy
often measured in kilowatt-hours.

Since the late 1990s, advances in lithium-ion battery technology have been driven by
demands from portable electronics, laptop computers, mobile phones, and power tools. The
BEV and HEV marketplace has reaped the benefits of these advances both in performance
and energy density. Unlike earlier battery chemistries, notably nickel-cadmium, lithium-ion
batteries can be discharged and recharged daily and at any state of charge.

The battery pack makes up a significant cost of a BEV or a HEV. As of December 2019, the
cost of electric-vehicle batteries has fallen 87% since 2010 on a per kilowatt-hour basis.[2]
As of 2018, vehicles with over 250 mi (400 km) of all-electric range, such as the Tesla Model
S, have been commercialized and are now available in numerous vehicle segments.[3]

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CHAPTER - 4

A. Electrical Model
A battery is considered as series combination of current controlled voltage source and an
internal resistance [4]. Fig.1. shows a nonlinear battery model on which modifications are
imposed for the improvement of accuracy

Fig. 1. Nonlinear battery model

Controlled voltage source depends on different factors like open circuit voltage, battery
capacity, and charge in battery. Terminal voltage of the battery in the model is described .

Vbatt, E0, and Qmax are the terminal voltage (V), open circuit voltage (V), and the capacity
(Ah) of battery. K is polarization voltage (V), A, and B are the exponential zone voltage
amplitude (V) and time constant inverse (Ah-1) respectively.

Effect of self-discharge on SOC of the battery is included in the proposed model. A typical
Li-ion battery discharges at a rate of 5% in the first 24 hours and then at a rate of 2-3% per
month [10]. Self-discharge characteristics are different for other batteries such as NiMH and
Lead acid.

Fig. 2 shows the discharge characteristics of a Li-ion battery. Same characteristics is assumed
for both charging and discharging for simplicity and model is developed accordingly

Correction in the SOC with temperature and discharge current is done as in (2).

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 Fig. 2. Discharge characteristics of Li-ion battery

Fig. 3. Rate factor α for Li-ion battery (Sony US18650)

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 Fig. 4. Temperature factor β for Li-ion battery (Sony US18650)

SOCinit is the initial state of charge of the battery. Rate factor (α) and Temperature factor (β)
are defined in [11] and values are as shown in Fig. 3 and Fig. 4 respectively. These correction
factors are included in the model as a look up table for obtaining required characteristics.

Internal resistance of Li-ion battery is fairly flat from 30 to 100 % of the SOC [12]. Change
in the value of series internal resistance with SOC is given by (3) [13]. Effect of the SOC on
the value of internal resistance is modelled as shown in Fig. 5. Hence the real time correction
of internal resistance during the operation of the battery is a part of the proposed model.

Fig. 5. Internal resistance correction with SOC

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B. Thermal Model
An accurate thermal model should be capable of predicting the effects of temperature
changes on battery performance parameters namely internal resistance, battery capacity and
SOC [14]. Temperature affects several aspects of a battery including [15]

• Operation of electrochemical system

• Round trip efficiency

• Charge acceptance

• Power and energy capability

• Reliability

• Life and life cycle cost

A battery’s temperature changes from its initial value because of internal heat generation due
to electrochemical reactions and internal resistance. Heat escape to the environment tends to
reduce the temperature.

Q1 is the total heat generated in anode and cathode half reactions (kJ/mol), Ibatt is the
discharging current of the battery (A), and Rt is the total battery resistance during discharge
(Ω).

Conductive heat transfer from the battery to the surrounding can be calculated with the ohms
law analogy

Where Qout is the conductive heat transfer in (W), Tbatt and Tair are Battery temperature
and air temperature in (K) respectively. Reff is the effective thermal resistance in (K/W).

Here h is the heat transfer coefficient on air side (W/m2K), Ar is the cross sectional area of
the battery in (m2) and k is the conduction heat transfer coefficient (W/mK).

Air temperature Tair is estimated on the assumption that 50% of the heat from the battery
goes to warm the air. With the values of ambient temperature, m0air is the air flow rate (g/s),
CPair is the heat capacity of air (J/gK)

The battery temperature Tbatt is calculated based on the energy balance between heat
generations, and amount of heat lost from the battery.

SOC correction is carried out in real time with the help of thermal model. Temperature
correction factor is responsible for the temperature correction.

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CHAPTER – 5

III. SIMULATION
With the modification in the internal resistance, voltage and with addition of the effect of
self-discharge, the model is developed in MATLAB Simulink. Simulation with constant
discharging current is carried out for Sony US 18650 Li-ion battery. The required data are
collected from the data sheet of Sony US 18650. Specifications of the battery are given in
Table I.

TABLE I. SPECIFICATION OF LI-ION BATTERY SONY US 18650

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CHAPTER - 5

A. Proposed model
Fig. 6 shows the Simulink model of the battery. Discharge current and ambient temperatures
are the directly controlled variables in the battery model. All other data are fixed for a
particular battery. Analysis is performed by changing the values of discharge current Ibatt of
the model.

Fig. 6. Simulink model of the proposed system

The proposed model uses the internal resistance with a small correction. The typical internal
resistance given in the data sheet is 12 mΩ at 1kHz and the proposed model uses a value of
18 mΩ as dc resistance.

Variation of internal resistance with the SOC of the battery is as shown in Fig. 7. For low
percentages of the state of charge, internal resistance has a large value [7]. The proposed
model assumes same characteristics for both charging and discharging. So the change in
internal resistance during charging and discharging doesn’t consider separately.

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 Fig. 7. Variation of internal resistance with SOC

B.Thermal characteristics
Fig. 8 shows the change in battery temperature for different charging currents. As the
charging current increases the rate of increment of temperature also increases.

Fig. 8. Battery temperature for different currents

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C.Electrical characteristics
Fig. 9 shows the variation of voltage with the capacity for different discharge currents. As
discharge current increases the terminal voltage of the battery decreases. The reduction in
voltage is modelled as the voltage drop in the internal resistance.

The simulation of the proposed model using MATLAB Simulink shows the closeness of the
results with the data provided by the manufacturer.

Fig. 9. Variation of battery voltage for different discharging currents

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CHAPTER - 6

CONCLUSION
Modelling of a battery with the effects of temperature, SOC, internal resistance and other
factors like aging is required for the simulation of a hybrid electric vehicle. An improved
model of a Li-ion battery is proposed in this paper. Variation of internal resistance, and
terminal voltage with SOC is included in the model. Reduction in the battery capacity with
self-discharge is also a part of the model. The combination of thermal and electrical circuit
models including the above stated factors gives an accurate model which can apply in HEV
simulations. The proposed model is validated for Sony US 18650 Li-ion battery. Slight
modifications in the parameters will help to extend the model to other types of batteries also.

A further modified model can be developed by including the factors like effect of temperature
on internal resistance, and reduction of capacity by number of cycles of use of the battery.
The proposed model assumes same characteristics for both charging and discharging of the
battery. A more improved model can be developed by considering the charging and
discharging characteristics separately.

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References

[1] K. L. Butler, M. Ehsani, and P. Kamath, “A matlab-based modeling and simulation

package for electric and hybrid electric vehicle design,” IEEE Trans. Veh. Technology, vol.
48, no. 6, pp. 1770-1778 , Nov. 1999.

[2] A. F. Burke, “Batteries and ultracapacitors for electic, hybrid, and fuel cell vehicles,”
Proceedings of the IEEE, vol. 95, no. 4, pp. 806-820, April 2007.

[3] Young, Kwo, Caisheng Wang, and Kai Strunz. "Electric Vehicle Battery Technologies."
Electric Vehicle Integration into Modern Power Networks. Springer New York, 2013. 15-56.

[4] T. Kim, and W. Qiao, “A hybrid battery model capable of capturing dynamic circuit
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[5] O. Tremblay, and L. A. Dessaint, and A. I. Dekkiche, “A Generic battery model for the
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[6] M. Durr, A. Cruden, S. Gair, and J. R. McDonald, ”Dynamic model of a lead acid
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[7] B. Schweighofer, K. M. Raab, and G. Brasseur, “Modeling of high power automotive

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[8] M. Chen, and G. A. Rincon-Mora, “Accurate electrical battery model capable of

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[9] Y. K. Tan, J. C. Mao, and K. J. Tseng, “Modelling of battery temperature effect on

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[10] http://batteryuniversity.com/learn/article/elevating_self_discharge as on 26/10/2015.

[11] L. Gao, S. Lijun, Shengyi Liu, and R. A. Dougal. "Dynamic lithium-ion battery model
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[12] S. Rodrigues, N. Munichandraiah, and A.K. Shukla, “ A review of state- of-charge

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