Review of Battery Management System, its functional safety testing and SOH

testing

1. SCOPE
The growing market of Electric Vehicles (EV) and energy storage systems (ESS) leads to a huge demand
on high performing batteries but most of all safe and long lasting ones. A key element in any energy
storage system is the capability to monitor, control, and optimize performance of an individual or multiple
battery modules in an energy storage system and the ability to control the disconnection of the module(s)
from the system in the event of abnormal conditions. This management scheme is known as “battery
management system (BMS)”, which is one of the essential units in any battery system. BMS reacts with
external events, as well with as an internal event. It is used to improve the battery performance with
proper safety measures within a system.
It performs different safety functions in case battery parameters leave safe state. Also it contains several
estimation models such as SOC, SOH, Capability etc.. The Battery State of Health (SOH) provides
critical information about its performances, its lifetime and allows better energy managment in battery
system. In this document the focus is to describe BMS main functionalities, functional safety parameters
and how to test them properly. Study also includes descriptuion how to test battery SOH as one of the
most importat parameters to predict battery lifetime as well as which parameters should be monitored in
SOH alghoritim testing.

2. INTRODUCTION
A battery is an electrical energy storage system that can store a considerable amount of energy for a long
duration. The battery degradation process needs to be reduced by conditioning the battery in a suitable
manner by controlling its charging and discharging profile, even under various load conditions. In general,
the battery lifetime will be diminished when the battery is operated under a wide range of thermal
conditions and frequent charge and deep discharge cycles, particularly at high-pulse current conditions.
Batteries are safe, despite reports of explosion or failure, when used with a power-conditioning system
that incorporates safety features and automatic shutdown.
A battery management system (BMS) is a system control unit that is modeled to confirm the operational
safety of the system battery pack. The primary operation of a BMS is to safeguard the battery and open
contactors in case any of functional safety limits has been reached. Due to safety reasons, cell balancing,
and aging issues, supervision of each cell is indispensable. Besides, since the system temperature
affects the power consumption profile, BMS also confirms the proper procedure to control the system
temperature. In addition to controlling the safety limits and controlling the power and temperature, every
BMS is equipped with estimation block intended to keep track of battery performance and different battery
states such as State of Health (SOH), State of Power (SOP) and State of Charge (SOC).
One of the most important parameters that indicates the level of degradation of battery system is SOH.
Due to the nonlinear complex behavior of the battery, estimating battery SOC, SOP and SOH can be very
challenging, yet necessary. The battery SOH is attracting more and more attention. Estimating the battery
SOH in real time is very important for automotive applications. It allows battery fault diagnosis and help
prevent hazardous accidents. It provides accurate knowledge on the battery performance that can help
manage the energy distribution in HEV and improve their consumption and lifetime. Most of all the real
time SOH estimation allows an accurate estimation of the battery SOC and SOP. Additionally, it can be
useful in terms of maintenance and replacement schedules.
Different approaches are used for battery state estimations. Regarding the SOH estimation, there are two
main indicators that describe this state:

• Battery internal resistance

• Battery Capacity

These parameters change over life time due to aging mechanisms. The battery state of health can be
calculated using the ratio between actual indicator value and its referent (initial) one. Tracking changes of
these parameters is very challenging task since the changes in both of them find their origins in many
different causes but also in interactions between them. In addition to that some changes are temporary
and most of the time reversible, so they dont reflect adequatelly continoues degradation of battery health.

To identify SOH indicators accuratelly and reach SOH estimation different methods have been deployed.
These methods can be listed in three main categories:

• Experimental methods ( Internal resistance measurement, Capacity measurement, Incremental

Capacity Analysis etc..)

• Model based methods (Adaptive filtering, Electrochemical models, other methods)

• Machine learning methods

Machine learning methods stand as combination of experimental methods and model based ones. They
use examples of data recorded by BMS in real life or during validation testing as input data for training
machine learning models. Together with model based methods they can meet requirements of online
estimation in EV applications.

Experimental based methods provide good repetability, however they require more time to be conducted
and increase the costs of maintanance.

This document is organized as follows. The BMS main functionalities, functional safety and the ways how
to test it is described in section 3. The SOH validation and model inputs is described in section 4, and the
main requirements of the equipment needed for this testing is summarized in section 5, followed by
conclusion in section 6.

3. BATTERY MANAGEMENT SYSTEM – MAIN FUNCTIONALITIES

BMS deals with battery packs that are connected internally or externally. It calculates the battery
quantities, with typical measurements performed for cell voltages, pack current, pack voltage, cell and
pack temperatures. Using these measurements and calculations it must ensure protection against any
battery system hazards. This section lists and describes some of the main BMS functionalities. It also
describes functional safety parameters and how they can be tested to get the required certification for
different markets.

3.1. Controler Area Network (CAN) communication

To perform its main task and ensure protection of battery system against any hazards as well as extend
its lifetime the BMS needs to communicate essential information to external interface and battery test
equipment used for testing. This BMS to battery cycler communication has several important functions
such as verifying the BMS is working properly by comparing readings of the tester with BMS readings but
also to send measurement values from the battery to the cycler and enable correct test control. Most of
the BMSs on the market communicate with VCU (Vehicle Control Unit) or test equipment via CAN. The
CAN interface is usually defined in accordance with J1939 standard. This also describes how errors are
communicated over CAN. All the required signals that should be communicated between BMS and a
cycler are provided in corresponding DBC files. DBC files are developed by battery manufectirers and are
provided to testing personel to establish communication and signal recognition.

3.2. Cell balancing

Cell balancing is required when the cell voltages in a battery pack are uneven. If this state occurs BMS
will signal it to the vehicle or external equipment through corresponding CAN message. The BMS utilizes
a passive balancing strategy to deal with this. The cell balancing will stop when cell voltages are even. To
control the cell balancing and for the BMS to report some balancing status information corresponding
CAN signals need to be defined in the BMS and transmitted.

3.3. State of battery contactors

During the battery operation, it is expected that all contactors will age over time, especially if they are
opened while current is flowing. In order to increase life time of internal contactors it is recomended that
external contactors are opened before internal. Regardless it is important to monitor the health of internal
contactors and protect them. Its state of health as well as operational status is monitored in the BMS and
communicated over corresponding CAN message.

3.4. State of Charge

SOC is one of the parameters of battery alghoritm block. SOC is influenced by parameters such as:
temperature, discharge rate, operating cycles etc... Therefore BMS incorporates algorithm that takes into
account effects of these factors. Typically inputs to the algorithm include voltage, current and temperature
obtained from corresponding sensors installed internally on the modules and BMS hardware and
communicated to the Battery Management Unit. The sensors provide analog inputs, digitized with A-D
converters and constantly monitored over microproccesor. SOC values are transmitted over
corresponding CAN message to the external devices for better system control.

3.5. State of Health

The SOH is part of the BMS battery alghoritm block as well. It is defined model incorporeted in the BMS
and is based on the remaining capacity of the battery cells compared to the initial capacity, or internal
resistance values. Value calculated in the SOH model is communicated to the external system over
corresponding CAN message. SOH model validation will be discussed in section IV of this document.

3.6. Thermal Management

Every battery system is equipped with cooling/heating system known as thermal management system.
The aim of this system is to keep cells within corresponding temperature limits, so the vehicle can be able
to charge/discharge the system with maximum available power. Figure 1 presents dismantled Tesla
module and shows how cells have been cooled and heated by cooling pipes attached to it.
 a. Dismantled Tesla module b. Coolant flow illustration

Figure 1 Tesla module cooling system

The BMS will monitor cell temperature, coolant temperature and ICs temperature and in case any
temperature exceeds the predetermined thresholds, the BMS will enter a safe state by opening its relays.
Depending on which threshold the temperature has exceeded, the BMS can in some cases open the
vehicle contactors to prevent overheating. All these temperatures are transmitted over CAN
communication to external VCU or battery test equipment in case of battery system testing. Test
equipment can be programmed to open its relays and protect the system after receiving certain
temperature value from the BMS.

3.7. External cooling system

To maintain optimal operating temperature for the cells, an external cooling system is required. The BMS
has support for providing necessary signals to the CSCU (cooling system control unit).

3.8. BMS Functional Safety parameters and testing

Lithium-Ion cells and systems contain considerable amount of energy which can be hazardous if not
controlled and maintained properly. Many typical hazards relevant to these batteries and their
application have been considered in BMS and corresponding protection to secure the system has
been included. This section describes some of functional safety parameters of the battery systems
and how to validate their proper operation using charge/discharge test equipment. All these tests are
stipulated by UL 2580 and IEC62619 and are required to be performed as a part of certification
process.
When certain errors occur during the BMS operation, it will enter a so-called safe state. Some of the
conditions that will trigger entering to the safe state mode and need to be validated in design and
certification phase are listed in subsections below.

3.8.1. Overcharge and over discharge voltage of cells

Overcharging the cell might lead to the thermal runaway, and potential fire propagation to other cells
and system components. Therefore, it is crucial to protect the system from overcharging, and open
BMS relays when highest cell voltage limit has been reached. To confirm that this protection works
UL2580 and IEC62619 standards defined the tests to be done before the systems goes into the serial
production and customer delivery. Test that verifies this protection is called overcharge voltage test
and is performed on ambient temperature and under normal operating conditions. To perform the test
battery system must be connected to the charge/discharge test equipment with corresponding CAN
bus interface to read and set all the corresponding signals.
 The battery is then being charged with maximum allowed charging current and continued until one of
the results below occurs:

• The battery system charging is terminated by the BMS due to voltage control. The system is
monitored for a 1 h observation time prior to concluding the test, and temperatures are falling
below the corresponding limit.

• Where an automatic interrupt function fails to operate and the battery system is charged to
110% of its rated voltage, (reaching 110% of the manufacturer-specified charging limit would
be considered as a failure of the overcharge evaluation). In this case charge/discharge unit is
needs to be programmed to stop the test automatically after it receives the corresponding
voltage value.

• DUT failure occurs as evidenced by explosion, fire, cell venting, enclosure rupture, leakage.

After verifying overcharge voltage protection battery needs to be subjected to charge discharge cycle to
confirm its expected operation and energy efficiency. All the data obtained by the test equipment need to
be extracted to csv file.

3.8.2. Overcurrent in charging/discharging

Battery cell manufacturers specify maximum continuous charging/discharging current limits along with
peak current limits. These limits are temperature dependent and must be mapped in the BMS software. In
case max current charging limit is reached the BMS needs to enter to the safe state mode by opening its
relays. This protection is tested by applying 10% higher charging current then maximum allowed which is
usually in range between (150 – 200A). After detecting current higher then maximum allowed BMS shall
open relays within 500 ms. Max allowed current will be communicated over CAN with test equipment that
will protect the system by stopping the test if BMS doesn’t operate as expected.

3.8.3. Cell (critical components) temperature

Increased cell temperature in the battery system might lead to hazardous conditions such as thermal
runway as well as reduce the battery service life. Even every battery is equipped with cooling system to
cool down the cells and keep the cell temperatures within the recommended limits, cells might reach
highest limits if the system is loaded or charged with high C-rates. To avoid system stoppages due to high
cell temperature BMS is equipped with algorithm that controls maximum available power and drops the
current if the cell temperatures reach higher values.
To validate this algorithm and ensure that critical components in the system such as cells will keep
working within manufacturer recommended limits, battery system needs to be subjected to 5 charge
discharge cycles with maximum specified C-rates and at maximum specified ambient temperature for the
system. Maximum charge discharge current will be set by the cycler and needs to be changed as the cell
temperature during the charge/discharge sequence changes. To change the maximum charge/discharge
current values automatically during the test cycler needs to follow max available current that will be
transmitted by the BMS over corresponding CAN signal. This test is stipulated by UL2580 and needs to
be passed along with other tests to get the UL certification.

3.8.4. Battery module imbalance – charging test

A battery system (battery pack) may vary slightly depending on the type of application where it is used.
But generally, all the battery systems (packs) contain three main components: cells, modules and in the
end packs. A cell is a basic unit that exerts electrical energy by charging and discharging. A module is an
assembly of battery cells put in a frame by combining a fixed number of cells to protect them from
external factors like heat, shock, or vibrations. Modules are welded together to complete the electrical
current flow within a pack. These modules also incorporate cooling mechanism and temperature and
voltage sensing of the battery cells with built in cell monitoring board. Example of the Tesla 24V module
with 250 Ah capacity is presented on the Figure 2.

Figure 2 Tesla battery module

It can be observed that besides cells connected in series and parallel it is equipped with cell sensing
board that transmits voltage and temperature values to the BMS as well as cell monitoring interface to
check the measured values. Most of the battery system manufacturers provide cell monitoring interface
for the module to keep track of temperatures and voltages during module charge/discharge to ensure
safe process.

Modules are connected in serial/parallel connection to build battery pack. They are also used as spare
parts and might be replaced in the system (pack) due to multiple reasons such as broken wire bonds
etc... This replacement requires modules to be set on the proper state of charge (SOC) level to avoid
condition of imbalanced modules with the pack. Anyway, BMS must be designed in a way to ensure safe
operation even the modules are imbalanced within a pack. UL2580 stipulates imbalanced charging test
on the system level to determine if the system with modules connected in series can maintain
cells/modules within their operating parameters if it becomes imbalanced. It is performed on the way that
battery system with all its modules is discharged to 0%SOC level. After that one of the modules is
charged to 50% SOC to create imbalanced condition before charging entire system. After making
imbalanced condition entire system will be charged again, voltage of partially charged module will be
monitored to determine if the voltage limits are being exceeded. Maximum allowed voltage on the module
level should not be exceeded.

Charge/Discharge test system needs to monitor the signals provided by the BMS and if the BMS doesn’t
open the relays after touching critical limits, battery cycler needs to stop the test to protect the system.
Any loss of CAN communication between cycler and BMS triggers relay openings on both cycler and
BMS side.

Once test is completed, and if there were no failure indications (no gasses observed from the battery, and
BMS opened as expected) battery needs to be subjected to charge/discharge cycle to confirm the system
operates as expected and delivers expected amount of energy.
 3.8.5. Heat generation – thermal stability test

Cooling system of the battery plays vital role in its operation and keeps the cells within recommended
temperature operation range. Most of the battery systems especially in EV application uses liquid coolant
in different ways. Figure 3 describes cooling of the Tesla battery module

Figure 3 Module cooling system

To test cooling efficiency and heat generation, battery system needs to be subjected to different
charge/discharge cycles that will encompass battery operation regimes. These tests include
charge/discharge with maximum available power, profiles that encompass vehicle or application duty
cycle etc. Sample rate for data acquisition is 1 second and parameters that are monitored during the test
are: current temperatures and voltage. Tests help designers to determine system temperature weak spots
in the module for positioning temperature sensors. Test equipment used for the testing needs to receive
all the CAN measurements and export it to the csv file. Additional benefit is availability of additional
temperature measurement channels (type K thermocouples) that can be integrated into the csv file and
support temperature measurement on additional positions within the module.

Cooling system as part of the entire energy storage or electric vehicle might end in the failure mode. To
make sure system remains in the safe state mode BMS needs to protect the cells within the allowed
temperature range and stop the charging/discharging or derate the power to the lower levels. To test the
system behavior in case of failure of cooling UL2580 standard defined a test “Failure of coolant” that
requires charging/discharging the system with cooling system turned off. This test must be performed with
equipment that communicated over CAN with the BMS and receives transmitted CAN signals in order to
control corresponding current values.
 4. BATTERY STATE OF HEALTH ESTIMATION – EXPERIMENTAL METHODS
To keep track of battery performances and battery states, battery system BMS is equipped with state of
health estimation algorithm. SOH is a figure of merit that indicates battery level of degradation, however
due to nonlinear and complex battery behavior its estimation is very challenging. Different approaches are
used to estimate different battery states. Regarding the SOH estimation different methods are deployed
to accurately identify SOH indictors and reach accurate SOH estimations. These methods are listed in
three main categories and presented in Figure 4.

Figure 4 SOH estimation methods

This section will only focus on experimental based methods. Experimental methods are most of the time
conducted in the laboratories since they require specific equipment such as cycler, thermal chamber, and
chiller for cooling the cells in the system. Test methods are based on collecting the data, measurements
after subjecting the system to the profile that can be used to estimate and evaluate battery aging.
Experimental methods used to estimate SOH will be described in sub sections below.

4.1. Battery Internal Resistance Measurement

The battery internal resistance is considered an important SOH indicator that defines the voltage drop
when current is applied to the battery. This parameter is heavily impacted by aging and degradation.
Therefore it is often used as an strong indicator to estimate battery SOH. ACIR measurement doesnt
reveal much about how the cell will behave in real world application therefore the most commonly used
method is DCIR also called current pulse method. To measure DCIR resistance fast acting and fully
programable bi-directional cyclers are used. Some of the main charcteristics of the equipment used to
measure DCIR are:

• The device that is applying the current pulse needs a risetime of a few milliseconds or faster.
• The measurement of voltage response must be fast and made immidiatelly upon completition of
the applied current step.

Figure 5 DCIR measurement profile

Battery system manufacturers develop algorithms in the BMS that estimate SOH of the battery and
transmit the value over CAN communication to the external system.
Algorithms are often built to use different charge discharge transients and pulses during the operation on
different temperatures and SOC levels to estimate the battery degradation. Before including it into the
BMS it is validated during the systems life cycle test. Example of the cycle used to validates SOH is
presented on the Figure 6.

Figure 6 Transient profile for SOH model validation

The cycle is transient cycle current cycle that mainly discharges the battery. Charge/discharge current
data points are provided with 10 – 20 msec time resolution.

Charge discharge current is used as an input to the cycler, but all the CAN data are logged and exported
as additional references. Voltage and current must be recorded with at least 20 msec rate while other
signals included in the CAN bus can be obtained with lower sample rates.

4.2. Battery Energy Level

The capacity is characteristic that indicates the total amount of energy that can be stored in battery. It is
important indicator of battery state of health (SOH) estimation to evaluate aging degree since SOH is the
ratio of the current maximum available capacity to the rated capacity.
ISO 12405-4:2018 standard specifies test procedures for performance characteristics such as capacity
using different C-rates and different temperatures, life cycle, energy efficiency and electrical functionality
tests of battery systems (packs), which are performed experimentally in laboratory using
charge/discharge system (cycler). Results obtained in this analysis especially life cycle testing are often
used in different empirical models that are built in BMS to predict the capacity and energy level based on
experimental data, however it is difficult to ensure the accuracy of these models.
In addition to this testing, advanced BMS systems that sends data to the cloud is used analyze charging
capacity and predict SOH since a lot of systems are charged with standard procedures recommended by
manufacturer.

To obtain referent performance picture and validate or get input for the model tests defined in ISO12405-
4:2018 are performed on system level. To run these tests specified in standard, high voltage (HV), low
voltage (LV) system and the cooling system are connected to the test equipment.
Test equipment needs to be programed to follow test profile requirements as well as to keep protecting
the system if any of the functional safety limits are going outside of operational range. Measurements of
parameters are obtained using BMS sensors and algorithms and transmitted from BMS over CAN bus to
test equipment. Unlike internal resistance test capacity testing doesn’t require high sampling rates in
range of milliseconds to obtain correct values. However, the testing it-self includes more cycling and
preparation. Cycles used to obtain battery system capacities and energy are presented in this section.

4.2.1. Preconditioning cycles

Before performing the real capacity, testing system is subjected to five preconditioning cycles to ensure
stabilization of battery system performance. The battery shall be considered “preconditioned” if the
capacity during two consecutive cycles does not change by a value greater then 3% of the rated capacity.
This step is because Li-ion batteries require formation in the bigging of life cycle and will not show stable
values if the formation is not done properly. C-rates used in this cycling depend on the battery type and
application, but most used values are C/3 up to 2C rates.

4.2.2. Standard cycles

The purpose of the standard cycle (SC) is to ensure the same initial condition for each test of a battery
pack or system. A standard cycle (SC), as described below, shall be performed prior to each test.
It shall be performed at reference temperature (25 °C) and shall comprise of manufacturer recommended
charge/discharge cycling. If the time between standard cycle and real test is more then 3h standard cycle
needs to be repeated.
4.2.3. Energy and Capacity at reference temperature.

This test measures capacity in Ah at constant current discharge rates. For high-power battery packs and
systems, the constant current discharge rates shall be corresponding to the suppliers rated 1 C capacity
in Ah. The one-hour rate (1 C) is used as reference for static capacity and energy measurement and as a
standard rate for high-power battery pack and system level testing. In addition, if applicable, the 10 C and
the maximum permitted C rate shall be performed for capacity determination to meet the high-power
system requirements. Discharge shall be terminated on manufacturer-specified discharge voltage limits
depending on discharge rates and temperature.

For high-energy battery packs and systems, the constant current discharge rates shall be corresponding
to the manufacturers rated C/3 capacity in Ah. The three-hour rate (C/3) is used as reference for static
capacity and energy measurement and as a standard rate for pack and high-energy system level testing.
In addition, if applicable, the 1C, 2C and the maximum permitted C rate shall be performed for capacity
determination to meet the high-energy system requirements. Discharge shall be terminated on a
manufacturer specified discharge voltage limits depending on discharge rates and temperature. Table 1
presents test sequence for capacity and energy testing at referent temperature.

Table 1 Capacity test sequence at referent temperature

Step Procedure Ambient Temperature

1.1 Thermal equilibration Reference Temperature

1.2 Standard charge (SCH) Reference Temperature

1.3 Standard cycle (SC) Reference Temperature

2.1 Discharge at C/3 Reference Temperature

2.2 Standard charge (SCH) Reference Temperature

2.3 Discharge at C/3 Reference Temperature

2.4 Standard charge (SCH) Reference Temperature

2.5 Discharge at 1C Reference Temperature

2.6 Standard charge (SCH) Reference Temperature

2.7 Discharge at 1C Reference Temperature

2.8 Standard charge (SCH) Reference Temperature

2.9 Discharge at 2C Reference Temperature

2.10 Standard charge (SCH) Reference Temperature

2.11 Discharge at 2C Reference Temperature

2.12 Standard charge (SCH) Reference Temperature

2.13 Discharge at Id,max Reference Temperature

2.14 Standard charge (SCH) Reference Temperature

 2.15 Discharge at Id,max Reference Temperature

2.16 Standard charge (SCH) Reference Temperature

3.1 Standard cycle (SC) Reference Temperature

During all the cycles presented in Table 1 following data shall be reported:

• current, voltage, battery temperature and ambient temperature versus time at each discharge test
and the following standard charge. These parameters will be transmitted to the cycler over CAN
bus.
• discharged capacity, in Ah, energy in Wh and average power in W at each discharge test. These
parameters are calculated by the test equipment and values are exported to the csv.
• charged capacity in Ah, energy in Wh and average power in W following each discharge test.
• energy round-trip efficiency at each discharge test.
• discharged energy in Wh as a function of SOC at each discharge test (in % of rated capacity).
SOC values will be transmitted to the cycler over CAN bus and exported to the csv for further
data analysis.
• Minimum and maximum cell voltages obtained with the internal sensors and transmitted over
CAN.
• determined C/3 rated capacity which is taken as basic value for all further discharge current
requirements.

4.2.4. Energy and Capacity at different temperatures and discharge rates

This test characterizes the capacity at different temperatures at three different constant current discharge
rates. The different discharge rates shall be performed in a sequence before the ambient temperature is
changed and the test is repeated after the new temperature is achieved.

The test shall be performed at least at four different temperatures (40 °C, 0 °C, −10 °C and −18 °C, the
test at Tmin shall be optional) with the discharge rates C/3, 1C, 2C and the maximum C rate as permitted
by the supplier (the maximum C rate corresponds to I,max).

Table 2 Capacity test sequences at different temperatures

Step Procedure Ambient Temperature

1.1 Thermal equilibration Reference Temperature

1.2 Standard charge (SCH) Reference Temperature

1.3 Standard cycle (SC) Reference Temperature

2.1 Thermal equilibration 40 °C

2.2 Top of charge 40 °C

2.3 Discharge at C/3 40 °C

2.4 Standard charge (SCH) 40 °C

2.5 Discharge at C/3 40 °C

3.1 Thermal equilibration Reference Temperature

 3.2 Standard charge (SCH) Reference Temperature

3.3 Standard cycle (SC) Reference Temperature

4.1 Thermal equilibration 40 °C

4.2 Top off charge 40 °C

4.3 Discharge at 1C 40 °C

4.4 Standard charge (SCH) 40 °C

4.5 Discharge at 1C 40 °C

5.1 Thermal equilibration Reference Temperature

5.2 Standard charge (SCH) Reference Temperature

5.3 Standard cycle (SC) Reference Temperature

6.1 Thermal equilibration 40 °C

6.2 Top off charge 40 °C

6.3 Discharge at 2C 40 °C

6.4 Standard charge (SCH) 40 °C

6.5 Discharge at 2C 40 °C

7.1 Thermal equilibration Reference Temperature

7.2 Standard charge (SCH) Reference Temperature

7.3 Standard cycle (SC) Reference Temperature

8.1 Thermal equilibration 40 °C

8.2 Top off charge 40 °C

8.3 Discharge at I max 40 °C

8.4 Standard charge (SCH) 40 °C

8.5 Discharge at I max 40 °C

Test sequences presented in the table are repeated for all four temperature ranges including
minimum and maximum temperature ranges if going outside -18 to 40 °C.

During all the cycles presented in Table 2 following data shall be reported:

• current, voltage, battery temperature and ambient temperature versus time at each discharge test
and standard charge obtained from the CAN bus.

• discharged capacity in Ah, energy in Wh and average power in W at each discharge test.

• charged capacity in Ah, energy in Wh and average power in W following each discharge test.

• energy round trip efficiency at each discharge test.

 • discharged energy in Wh as a function of SOC at each discharge test (in % of rated capacity).
SOC value is provided from the BMS using CAN communication.

• Minimum and maximum cell voltage difference at each cycle.

5. MAIN FEATURES AND CHARACTERISTCS OF TEST EQUIPMENT

To test battery performance in general (capacity at different temperatures, energy efficiency, state of
power, state of health et…) battery charge/discharge system is minimum requirement. Additional
requirements of the system depend on the customer segment and their needs. Highest requirements are
coming from cell and battery system manufacturers (OEMs), and battery laboratories. Lower level of
requirements is coming from systems users, service, and recycling companies where functions are mostly
related to standard charging and discharging functions to adjust SOC levels on the battery, discharge to 0
%SOC and test battery capacity.

To cover higher system requirements defined by OEMs and testing laboratories additional features must
be built in and included in the test system. Some of the important features of the system are:

• Flexibility for testing from module up to battery pack level providing modular and scalable
charge/discharge power and voltage ranges.

• Parallel operation of cabinets (channels) to increase power.

• Built-in comprehensive measurement capability. This includes simultaneous measurements of

key battery parameters with high resolution and precision.

• Agile test plan development to improve test efficiency and advanced digital measurements with
charting and csv export

• Regenerative power for better environment impact.

• Current, voltage mode transition ≤ 10 ms to enable DCIR measurements and fast transients for
SOH and power estimations

• Possible integration of multiple additional third-party sensors and instruments (thermal chamber
sensors, cooling chiller sensors)

• Communication with a BMS (CAN bus or ethernet)

6. SUMMARY

Battery system (pack) is the most costly component of electric vehicle and energy storage system. It also
carries a high warranty liability risk, due to high replacement costs in case of recall. Therefore, high
growing demand for sustainable energy is leading to higher demand for battery testing equipment that
supports these everyday changing requirements.
The challenges to test EV batteries lead to many considerations that need to be considered for designing
test systems for this complex, expensive, and hazardous EV component.
The most complex and challenging requirements are coming from OEMs (Original Equipment
Manufacturers) that are designing battery systems for EV and Aviation application, along with certified
laboratories that are validating and certifying packs before serial production.
Besides this customer segment and their requirements there are less complex requirements that are
coming from EV service teams, recycling companies, even R&D departments that are testing first designs
on lower component level. Entering the battery test equipment market could be divided into following
steps:

Step 1: Developing standalone portable charge/discharge test system with capability of voltage and
current measurements in wide measurement range (0 – 1200V) for basic charging and discharging of the
different parts of battery systems. It needs to have CC-CV charging algorithm as well as CC-CV
discharge capability to enable accurate voltage setups. After pre-defined limits have been reached the
system needs to stop its operation. When used with battery systems that are having BMS, in case any
safety critical limit is reached BMS will open its contactors keeping the system safe.

Application of this type of system is: battery module recycling to drop the voltage level, equalizing
module voltage level in service before installing it in the pack in series/parallel with other modules,
reducing SOC level of the system before the transportation, reducing the SOC level in the system for
specific mechanical testing on the field that requires 0%SOC.

Step 2: Second valuable capability is having channels for temperature measurements. When
charging/discharging batteries (modules or mini modules) communication with sensors installed on the
certain cells might not be possible. Therefore, having channels for connecting K-type thermocouples can
be beneficial for logging the temperature and protect the system if it rises. In addition to that even when
communication with built in module sensors is established over CAN interface (cell monitoring board
interface) having additional channels is beneficial.

Application of this type of system is: Along with application cases defined in step 1 it can support
thermal performance testing on module level by measuring temperatures on additional positions.

Step 3: To cover DCIR measurements and SOH validation it is important to improve systems hardware
and software that will enable fast current, voltage, and mode transitions in 10 msec range. The systems
software needs to enable setting of different charge discharge transients that will encompass certain
battery cycles.

Application of this type of system is: Thermal performance testing where heat generation figure of the
system is captured when subjected to different cycles, DCIR testing, efficiency testing, capacity testing,
SOP and SOH testing etc...

Step 4: Step four of the battery test system development is to improve the system developed in first three
steps and add CAN/Modbus communication with BMS. Enable regenerative power efficiency to send the
power to the grid. Possibility to integrate multiple PCs of hardware beyond battery testers, such as DAQs,
relays chamber digital I/O and CAN communication
Application of this type of system is: OEMs, test laboratories where the system doesn’t need to be
portable and can be installed in the rack together with additional units such as chambers chillers I/O link
devices etc. It has to be secure for running long term overnight tests