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Battery Optimization of Electric Vehicles Using Battery Management System

Chapter · July 2023

DOI: 10.1007/978-981-19-9719-8_28

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 Battery Optimization of Electric Vehicles using Battery
Management System

Abstract. Battery Management System (BMS) is an electronic system that

manages a chargeable battery to confirm that it has been operated safely and
expeditiously. It monitors parameters like temperature, voltage and current to
confirm safe conditions like acceptable cooling of the battery to forestall warm-
ing. Mistreatment of lithium-ion batteries have a high power-to-weight magni-
tude relation, high energy potency, smart high- temperature performance, and
low self-discharge. Overcharging degrades the capability of the battery. BMS
determines what proportion of current will safely go into the battery. BMS re-
sults in reliable management of power and helps within the optimum power per-
formance. Incorrect operations like too high or too low temperature, over charg-
ing or discharging can speed up the degradation method of battery dramatically.
In this manuscript we will be discussing about the advantages of a BMS in bat-
tery optimization of Electronic Vehicles. Majority of the problems may be re-
solved by developing advanced BMS in electrical Vehicle (EV) like, battery
modelling, correct battery, state of charge and state of health estimation, which
can provide an exact driving range of EV.

Keywords: Electric Vehicle, Optimization, Battery Management System, Bat-

tery Modelling, Battery Charging.

1 Introduction

BMS refers to a management scheme that monitors, controls, and optimizes an indi-
vidual’s performance or multiple battery modules in an energy storage system. In
automobile applications, BMS is used for energy management in different system
interfaces and ensures the system’s safety from various hazards
Key technologies in the BMS of EV include battery modelling, state estimation,
charging and discharging. A good BMS should safely protect the driver/operator by
detecting unsafe operating conditions, protecting the cells from damage in failure cas-
es, prolongs the life of battery in normal operating region and should inform the user
about the battery details and its status of operation. The primary goal of the Battery
Management System (BMS) is to protect the battery and stop any operations that are
outside of its safe limits. It keeps track of the health and state of charge (SOC) of the
battery pack (SOH). BMS controls a rechargeable battery to make sure it runs effec-
tively and securely. It is intended to keep track of the parameters related to the battery
pack and each of its cells, then use the information gathered to reduce safety hazards
and improve battery performance. As a result, the present work is a review of BMS
with an emphasis on research into BMS optimization for EVs, which will increase
BMS reliability and improve the power performance of EVs. According to the results
of the literature search, BMS performance needs to be improved for EVs in the future.
2

2 Battery and Battery Management System

Battery and power supply system the transition to EVs from traditional ICEs is well
under progress. However, one of the main reasons why electric vehicles are not more
prevalent on the road is their limited range, which is caused by the constrained energy
storage capacity of present battery systems. According to research, 100 miles can be
covered by EVs with ten minutes of fast charging, and the battery packs can be suffi-
ciently charged. Therefore, the BMS in EVs must play crucial functions as a compo-
nent. Device to control the operation of the battery's life-cycle in order to increase the
battery's lifespan. It is crucial for the BMS to maintain the battery's dependability and
safety, as well as to make sure that the charge regulation, cell balancing, and state
monitoring and assessment are all properly working. As with other electrochemical
devices, a battery's chemistry will behave differently depending on the situation. The
implementation of these functionalities is difficult as a result of the unpredictability of
battery performance.
Due to its increased energy density, reduced self-discharge, and longer life cycle, lith-
ium-ion batteries (LIB) have been widely recognized as advanced technology utilized
and developed during the last ten years.
Additionally, LIB chemistry is widely recognized as the preferred technique for EV
energy storage in the direction of sustainable transportation. However, there is still a
need for additional study points and room for improvement in the endeavors of the
future. These included developing electronic circuits and algorithms for a more effi-
cient battery consumption for EVs as well as selecting the optimum cell materials.
Voltage, current, and temperature were the battery parameters that should be taken into
account for BMS optimization. Thermal management system would be necessary to
maintain the optimal cell performance and also to accomplish a full battery lifespan,
whichis another obstacle placed on the performance of the vehicle connected to BMS.

Fig. 1. Graph expressing the relation between specific energy and energy density

2.1 Functionalities

Battery packs that are connected internally or externally are handled by BMS. With com-
mon data for cell voltages, pack current, pack voltage, and pack temperature, it deter-
 3

mines the battery values. The state of charge (SOC), state of health (SOH), depth of
discharge (DOD), and operational critical parameters of the cells/battery packs are all
estimated by BMS using these measurements. The measurements also aid in extending
battery life and keepingup with the original power network's demand needs.
Functional building components and design methodologies are used to construct
BMS. The proper architecture, functional unit blocks, and associated electronic circuit-
ry for designing a BMS and BMS charging scheme will be indicated by the battery
requirements for various applications. Based on the following characteristics, battery
lifecan be improved.
- Energy management system with a user interface
to control and examine battery systems’ performance
in different system blocks.
- Battery pack performance and safety features.
- Resiliency among the system units in different accident scenarios.
- Advanced technologies that integrate batteries with conventional/non-conventional
energy sources.
- Internet-of-things (IoT), which monitors and
controls the energy managementsystem.

Fig. 2. Key functions of BMS

3 Optimization of Lithium-Ion Battery

Lithium-ion batteries are used in Electric Vehicle’s due to their high energy and cur-
rent density, long life cycle and low self-discharge; but the Lithium ions present in Lithi-
um-ion batteries are brittle and hence we need a safety providing device in which they
can be stored for each pack. This device is referred to as a Battery Management Sys-
tem or BMS which is used to set the peak and threshold voltage limits of a battery
4

during charging and discharging. It monitors cell temperature and is also used to con-
trol maximum charging and discharging currents. Therefore, BMS is important for
battery management and protections, prolonging its life and keeping it ready for full
power delivery when required.
Optimization of Lithium-Ion batteries require various negative factors to be mini-
mized/dealt with.
Self-discharging occurs even without any connections between the electrodes
through internal chemical reactions. It usually depends on the battery type and is espe-
cially high in Nickel based rechargeable batteries (~15- 30%) and around 2-3% in Lith-
ium batteries (per month). This is because primary batteries cannot be recharged be-
tween manufacturing and use and hence have a lower self-discharging rate. But since
self-discharging is a process which occurs more quickly at higher temperatures, stor-
ing batteries at lower temperature could reduce self-discharge rate and hence preserve
the initial energy stored in the battery.
Extreme weather conditions (When the ambient temperature and relative humidity
are altered beyond the norm) can affect the battery performance and can cause the bat-
tery to stop working or/and cause various defects such as causing it to bulge, bubble,
melt, become damaged, smoke, sparks, flame, expand, contract or even explode in
extreme cases.
Fading capacity of a battery refers to the property of a battery which causes it to
gradually and irreversibly lose its capacity to hold a charge. Since it goes through
multiple cycles of charging and discharging, its quality deteriorates over time. Its gen-
eral life period is 2-3 years (300-500 cycles), and in Electric Vehicles it is important to
know the present condition of the battery and the remaining lifetime.
Lithium-ion batteries have been widely used as power cells because of their ad-
vantages of high energy density, low self-discharge rate and no memory. The charging
strategy of the battery will affect its charging efficiency, cycle life and safety perfor-
mance. The constant-current constant-voltage (CCCV) charging method is one of the
most widely used charging methods; further, it is simple and easy to control. However,
the CV phase takes a long time. Accordingly, a large number of optimized charging
strategies have emerged. a pulse charging method was proposed to improve the charg-
ing efficiency, which allows lithium ions to diffuse more evenly throughout the bat-
tery and thus alleviate polarization. In this scenario, the charging time is realized by
changing the amplitude and width of the current, and it is difficult to control effective-
ly. As the charging rate will affect its charging time and cycle life, the multi-stage CC
charging strategy is widely used. A multi-stage charging method that considered the
charging time and energy loss as optimal objectives was proposed in [4-5], which indi-
rectly controls the cycle life of a battery by controlling energy loss. However, the bat-
tery life is not verified at last. In order to realize the online optimization, a charging
strategy based on model predictive control was proposed in [6]. It applied system mod-
els to predict system responses and to find the best future control sequence by opti-
mizing the user-defined objective function. But the whole process is complex to im-
plement.
In summary, previous battery charging strategy studies mainly concentrated on the op-
timization of the charging time or polarization. Until now, there has been little work
 5

done to improve the cycle life of the battery. As the battery's energy loss during the
charging process increases, the corresponding battery capacity degradation will be
more serious [7]. Therefore, in order to prolong the cycle life of the battery, the capaci-
ty degradation speed and energy loss were taken as two optimal objectives. The cycle
life test of the battery at different SOC cycle intervalswas used to establish the capacity
degradation speed model. In addition, the energy loss was calculated based on the
equivalent circuit model of the battery, and the effects of the charging rate and SOC
on the model parameters were taken into account. The optimal current sequence was
obtained by the dynamic programming algorithm with the average charging rate, max-
imum charging rate, charging capacity and cut-off voltage as constraints. And a con-
trast test with the traditional charging method was made.

3.1 IoT Based Battery Management System for Electric Vehicles

In this the idea of monitoring the performance of an electric vehicle using Iot tech-
niques is proposed. It has two components: a monitor and an interface. the system is
capable of detecting declining battery performance and sending notification to the
user for further action. By combing a GPS system to detect the coordinate and show
it on google maps, the system Is capable of sending information such as position,
battery state and time via the internet. This concept is frequently used in
smartphones by building smartphone applications that assists users in battery moni-
toring.

4 Battery Model and Parameters Identification

The first-order equivalent circuit model was chosen in this paper, as shown in Fig.3.
OCV is the open circuit voltage which has a close relationship with SOC. The Ohmic
resistance RΩ represents the internal connection impedance of the battery. The polari-
zation resistance RP and its parallel capacitance CP reflect the polarization phenome-
non of the battery, mainly including electrochemical polar-ization and concentration
polarization [8]. ILis the load current (positive for discharge, negative for charge).

Fig. 3 Fig.4 Fig.5

Fig. 3. First-order equivalent circuit model of battery. Fig.4. Test flow of battery model pa-
rameters. Fig.5. OCV-SOC curve
6

In this study, the power type battery was selected as the research object. Its positive
and negative electrode material is Li(NiMnCo)O2 and graphite respectively, nominal
capacity is 8Ah, charging and discharging cut-off voltage is 4.2V and 2.75V respec-
tively, and the maximum charging rate is 15C.
In order to obtain the battery parameters more accurately, the pulse charge-discharge
test of the battery at different SOC and charging rates was conducted, as shown in
Fig.4. First, a 0.05C charge-discharge test was carried out to obtain the capacity and
OCV-SOC curve. Since the polarization is very small with the small charging and
discharging rate, the value of OCV is the same as the terminal voltage. The OCV-SOC
curve is shown in Fig.5.
Then the battery was tested for internal resistance. The battery has been subjected to
a charge process with pulse of 10s for every SOC of 5% which charging rate was 1C,
3C, 5C, 6C, 8C, respectively. The discharging pulse rate was 1C, but it should ensure
that the discharging and charging capacity were consistent during the pulsetest.
The parameters of internal resistance were identified by the least squares method
mentioned. The Ohmic resistance play a role in the moment of adding current and the
formula is shown in Formula (1). In addition, the polarization voltage at different
SOC points and charging rate in the charging process can be expressed by the battery
model through the Formula (2). To make the Equation (2) available for numerical
calculation, it should be discretized by Equation:

∆𝑈
𝑅Ω = (1)
∆𝐼
𝑉𝑜 (𝑆𝑂𝐶, 𝐼𝑐 ) = 𝑂𝐶𝑉(𝑆𝑂𝐶) − 𝐼𝑡 𝑅Ω (𝑆𝑂𝐶, 𝐼𝑐 ) − 𝑉𝑝 (𝑆𝑂𝐶, 𝐼𝑐 ) (2)

𝑑𝑉𝑝 𝐼𝑡 𝑉𝑝
= −
𝑑𝑡 𝐶𝑝 𝑅𝑝𝐶𝑝
(3)
𝑉𝑜 (𝐾) = 𝑂𝐶𝑉(𝐾) − 𝑅Ω 𝐼𝐿 (𝐾) − 𝑅𝑝 𝐿𝑝 (𝐾)
Δ𝑡
1 − exp (− )
𝐼𝑝 (𝐾) = (1 − 𝜏 ) 𝐼 (𝐾)
𝐿
Δ𝑡
𝜏
Δ𝑡
1 − exp (− )
+( 𝜏 − exp (− Δ𝑡 )) 𝐼 (𝐾 − 1)
𝐿
Δ𝑡 𝜏
𝜏
Δ𝑡
+ exp (− )𝐼𝑝 (𝐾 − 1)
𝜏

The identified parameters of RΩ and RP are plotted in Fig.6 (a) (b). It can be seen from
the image that at the same rate, the RΩ and RP decrease with the increase of SOC and
are more stable in the 30%-80%SOC interval. That's because the positive electrode of
the battery is in a lithium-rich state at the beginning of charging and it takes more
energy to escape. So the polarization is large, resulting in a large internal resistance in
the low SOC intervals.
In order to verify the accuracy of the model parameters, the equivalent circuit model
 7

of a battery was established under Simulink. The voltage under simulation and actual
test with different charging rate are shown in Fig.7. The comparison shows that a little
difference between the simulation and test results. The average error is within 0.4%. It
can be demonstrated that this result can satisfy the precision of the parameters re-
quired in this paper.

Fig.6. (a) (b) Fig.7.

Fig. 6. (a) Ohmic resistance identification results; (b) Polarization resistance identification
results. Fig. 7. Voltage curves of simulation and test

5 Formulation of Battery Charging Optimization

5.1 The Models of Capacity Degradation Speed

The cycle life test of the battery was carried out in different SOC intervals at 25°C.
The SOC was divided into 0%-20%, 20%-40%, 40%-60%, 60%-80%, 80%-100%
and 0-100% for a total of 6 intervals for life testing and there are 3 battery samples
under each test condi-tion. The charging and discharging rate were 6C (48A). A
performance test was conducted every 200 cycles, including 0.05C charge-discharge
tests and HPPC tests.
The calculation of capacity degradation is shown in Formula (4). The 1s re-sistance is
regarded as the Ohmic resistance. The difference between the 60s resistance and Ohm-
ic resistance is taken as the polarization resistance. The changes in the capacity degra-
dation, Ohmic and polarization resistance with the number of cycles under different
SOC cycle intervals are shown in Fig.8.

(4)

(a)Charge and discharge cycles (b) Charge and dischargcycles (c)Charge and discharge cycles
8

Fig. 8. The changes of (a) Capacity degradation; (b) Ohmic resistance; (c) Polarization re-
sistance with the number of cycles.

The capacity degradation speed model DS(Ic) of the lithium-ion battery with
Li(NiMnCo)O2 cathode is shown in Ref. [10]. Since the positive and negative materi-
als of the battery in this paper are the same as those of the literature. Based on this life
model, the capacity degradation speed model DS(SOC,Ic) thinking of different charg-
ing rates and SOC cycle intervals is shown in Formula (5). The SOC-related parame-
ter K refers to the ratio between the capacity degradation of the each and entire cycle
inter-val. The SOC changes in each charging stage are expressed as Formula (6). η
is the Coulomb efficiency and 1 has been taken.

Fig.8 (Fig.8 (a)) shows a linear relationship between the capacity degradation and the
number of cycles, such as (7). To identify the parameters h and g, the capacity degra-
dation curves under different SOC cycle intervals are fitted by Formula (7). By deriv-
ing Formula (7), the capacity degradation speed (DS) is obtained in Formula (8). The
parameters g and K under different SOC cycle intervals are shown in Table 1. a)
shows a linear relationship between the capacity degradation and the number of cy-
cles, such as (7). To identify the parameters h and g, the capacity degradation curves
under different SOC cycle intervals are fitted by Formula (7). By deriving Formula
(7), the capacity degradation speed (DS) is obtained in Formula (8). The parameters g and
K unde Fig.8 (a) shows a linear relationship between the capacity degradation and the
number of cycles, such as (7). To identify the parameters h and g, the capacity degrada-
tion curves under different SOC cycle intervals are fitted by Formula (7). By deriving
Formula (7), the capacity degradation speed (DS) is obtained in Formula (8). The
parameters g and K under different SOC cycle intervals are shown in Table 1. r dif-
ferent SOC cycle intervals are shown in Table 1.

6 Battery Cooling Systems

One way to protect Lithium-Ion Batteries is to control their temperature. The primary
 9

objective of a system with thermal management capabilities is to supply a battery pack

at an acceptable mean and consistent distribution of temperature (or perhaps with only
slight variations among the battery modules of the battery cell), as specified by the
battery supplier. The battery module heat management system must, nevertheless, be
small, light, inexpensive, portable, and consistent with the location in the car as speci-
fied by the car's manufacturer. Additionally, it must be precise and accessible for
maintenance needs. Setting up a suitable thermal management system will effectively
remove heat from the battery pack, help to reduce the excessive temperature rise, im-
prove stability, and improveprotection during charging and discharging.
Some of the ways by which we can improve the temperature conditions by Battery
cooling systems are listed below:
6.1 Cooling Methods used in Battery Cooling Systems

The 4 critical functions of BCS are: heat extraction coolant flow from inside the bat-
tery, raise the battery temperature by heating whenever the system is at very low tem-
perature, shielding to avoid rapid fluctuations in battery temperature, and a mecha-
nism to expel possibly dangerous fumes from inside the module. Additionally, BCS
must ensure properties like high performance, simplicity, low weight, cheap cost, less
usage of parasitic power, quick packing, and easy maintenance in order to adapt to
EVs.
AIR-BASED BCS:
The BTM air-cooled technology works by allowing air to travel through the module,
passively cooling the pack. Depending on the cooling method, which may include a
fan, the air-cooling system can be divided into two categories: forced (artificial) con-
vection cooling and natural convection cooling. The method of air cooling is frequent-
ly used in marketable EVs due to the advantages of simple design, easy maintenance,
and lower cost. Because air has a low viscosity, parasitic power consumption is mini-
mal throughout the whole system operation cycle. A passive air-cooling system using
a cabin air (natural air cooling) and a straightforward forced air-coolingsystem is used.
PLATE-BASED BCS:
The best option to cool an EV battery pack is liquid cooling, where a cold plate acts as
an interface of heat transfer between battery cells and flowing fluid. Air cooling is the
simplest method of maintaining an EV battery pack's temperature, but because air has
a very low coefficient of heat transfer, liquid cooling is the best option. Through the
use of the cold plate and the liquid cooling mechanism, which has attracted numerous
researchers recently, heat will be removed from the battery. Thin metallic structures
known as "cold plates" have internal channels from which coolant flows. The pace at
which heat is transferred from the battery cells to the cooling plate is determined by
the rate of heat production in the cell. The coolant then transfers the heat away from
the battery and discharges it outside the cell.

7 Advantages

BMS is a very important component in Electric Vehicles as it is essential in maintain-

ing the safety and reliability of the battery, used in battery state monitoring and evalua-
10

tion, controlling the state of charge, balancing cells and controlling the operating tem-
perature and the management of regenerative energy.

8 Disadvantages

Around the world the demand of electric vehicles are increasing at an exponential rate
With global concern heightened for emission reduction to fight climate change, there
is greater support for increasing electric transportation use while phasing out the con-
ventional fuel driven vehicles. And as more and more electric vehicles are deployed on
the roads, attention must be given to the BMS products to ensure public safety, trans-
portation reliability, and manufacturing regulations. Typical BMS architecture for
electric transportation applications is master-slave architecture, where there are central
control and distributed sub-controllers. In a typical BMS architectural topology each
slave boards manages a group of cells and a master control board interfaces with a
slave board to control the overall functionality of the system.
BMS safety is one of the most elevated concerns in the battery industry. Several
numbers of codes and standards are prepared and followed for different applications to
ensure battery safety. However, although batteries are the most convenient form of
energy storage, accidents are continuing to happen in battery infrastructure. As a re-
sult,all design basis scenarios must be considered to eliminate the risks. On comparing
the graph of State of Charge and Open Circuit Voltage curve LFP battery has high
voltage and is of high preference over NiMH battery. cylindrical LFP is of high choice
because it is easy to manufacture them. One major drawback of LFP is that it makes
State of Charge estimation and balancing cell among the battery system challenging.
Because lithium batteries get heated up easily some research work in the field of bat-
tery charging estimation and temperature management is needed. Hence other chemi-
cal equivalent battery materials are needed to be considered to prolong battery usage to
maximum.

9 Conclusion

In this paper, we talk about how a battery management system (BMS) can help in
improving the battery of an electric vehicles. We can achieve this by bettering the
lithium-ion batteries. Traditional ways to improve the battery life of lithium-ion batter-
ies is to use partial-discharge cycles, to avoid over charging and to limit the battery tem-
perature. Future BMS may use a hybrid energy storage system (HESS) that combines
lithium-ion batteries and ultracapacitors in order to improve predictive technical mod-
els for deployment.[12]. The charging optimization in lithium-ion batteries based on
capacity degradation speed and energy loss is proposed in this paper. The capacity degra-
dation speed model based on the characteristics of the battery life cycle in different
SOC intervals is built. By a first-order dynamic equivalent circuit model of the bat-
tery, the energy loss is calculated and the optimal objective function is established.
The optimal current sequence is obtained by Dynamic programming algorithm. Com-
pared with the traditional charging method, when the balance coefficient M is 0.5, the
 11

loss of capacity and energy are reduced by 3% and 2% respectively, whereas the aver-
age charging rate is almost the same. In addition, the capacity degradation of the tradi-
tional and optimized charging method is 3.85% and 2.64% respectively after 750 cy-
cles, which effectively prolongs the cycle life of the battery.
In order to improve the predictive technical model for deploying performance man-
agement of EVs, the hybrid energy storage system (HESS), which should integrate
ultracapacitor combined with lithium compound battery, is a viable future view for
BMS. Future innovation invention is anticipated to support the EV industries by the
year 2020 or beyond. Additionally, it will be possible to achieve the goal of reducing
greenhouse gas (GHG) emissions by up to 40% by the year 2020. There is no standard
solution setting for BMS performance, however, and many tactics must still be used in
order to enhance BMS performance for next HEVs and EVs.

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