HORIZON 2020 PROGRAMME - TOPIC H2020-LC-GV-01-2018

Starting date: 1 December 2018 - Duration: 42 months

Deliverable D1.3: Validation Plan Report

Primary Author(s) Walter FERRARIS | CRF

Deliverable Type Report

Dissemination Level Public

Due Date 09.10.2019 (Month 11)

Pages 29

Document Version Final

Project Acronym SELFIE

Project Title SELF-sustained and Smart Battery Thermal Management
SolutIon for Battery Electric Vehicles
Grant Agreement 824290
Number

Project Coordinator VRIJE UNIVERSITEIT BRUSSEL (VUB)

Joeri Van Mierlo ([email protected])
Deliverable D1.3

Contributors
Name Organisations
Walter Ferraris CRF
Michele Gosso CRF
Rainer Sonnenberger VCC
Bastien Jovet VLV
Robert Bramberger VIF
Joris Jaguemont VUB

Formal Reviewers
Name Organisations
Formal review has been done by the Quality Assurance Committee consisting out
of Work Package Leaders and in accordance to the procedures described in D8.1

Version Log
Rev # Date Author Description
0.1 29.07.2019 Walter Ferraris (CRF) Draft
1.1 13.09.2019 Walter Ferraris (CRF) For QAC Approval
1.2 08.10.2019 Walter Ferraris (CRF) Revised as to QAC request
1.3 09.10.2019 Joris Jaguemont (VUB) Revised by the PC
1.4 09.10.2019 Alois Steiner (ViF) Layout check
1.5 09.10.2019 Joris Jaguemont (VUB) Final clarification and
finalisation
Final 09.10.2019 Joris Jaguemont (VUB) Version for submission
Version

Disclaimer/ Acknowledgment

Copyright ©, all rights reserved. This report is subject to a disclaimer and copyright. This
report has been carried out under a contract awarded by the European Commission,
contract number: 824290. No part of this report may be used, reproduced and
or/disclosed, in any form or by any means without the prior written permission of VUB
and the SELFIE Consortium. All rights reserved. Persons wishing to use the contents of this study (in
whole or in part) for purposes other than their personal use are invited to submit a written request to
the following address:
Vrije Universiteit Brussel
Pleinlaan 2, 1050 Brussels
Deliverable D1.3

Table of Contents
List of Figures ......................................................................................................................................4

Executive summary .............................................................................................................................5

Introduction ...................................................................................................................................6

Thermal system components testing ............................................................................................6

Battery pack bench testing ...........................................................................................................7

3.1 Performance tests ................................................................................................................8

3.2 Mechanical tests ................................................................................................................10

3.2.1 Vibration .........................................................................................................................10

3.2.2 Shock .............................................................................................................................10

3.2.3 Crash Test .....................................................................................................................11

3.3 Safety tests ........................................................................................................................11

3.4 Functional tests ..................................................................................................................18

Thermal system performance on vehicle....................................................................................22

4.1 Stationary test cases..........................................................................................................23

4.2 Transitory test cases ..........................................................................................................24

4.2.1 Warm-up (Cabin Heating Performance)................................................................................24

4.2.2 Cool down (Cabin cooling Performance) ..............................................................................26

Conclusions ................................................................................................................................28

Abbreviations and Definitions ............................................................................................................29

References ........................................................................................................................................29
Deliverable D1.3

List of Figures
Figure 1. Indirect architecture (w/LT RAD) complete with PT loop ......................................................7

Figure 2. Example of a heat exchanger under test ..............................................................................7

Figure 3. WLTC speed profile ............................................................................................................24

Figure 4. Battery soaking procedure valid from -28°C up to 0°C.......................................................24

Figure 5. Warm-up speed profile and phases ...................................................................................25

Deliverable D1.3

Executive summary
For the evaluation of the reference and the demonstrator battery systems and vehicle, in this report,
representative use cases have been selected and corresponding test case scenarios have been
derived. The scenarios are related to the state-of-charge of the battery, ambient conditions and
vehicle speed profiles. Based on this, a complete test matrix has been created, describing the
necessary tests or simulations to be performed on different levels for components testing (WP2),
virtual validation and bench tests (WP3) and vehicle tests (WP6).

Attainment of the objectives and explanation of deviations

The objectives related to this deliverable have been achieved in full, with delay of 2,5 months (M11
instead of M8) due to two main reasons: 1) the battery cell selection process took more time than
initially planned, in order to retrieve the cell data from suppliers; 2) it took more time than expected to
agree with other partners about the test matrix and to check the availability of the required test facilities
at each involved partner's premise. Such a delay does not affect the other tasks of the project, since
the outputs of this deliverable will only be necessary for the testing activities, which will not start before
M13.
Deliverable D1.3

Introduction
In this project, the focus is on two aspects:

1. Charging a battery at rates of at least 3C and up to a maximum of 6C. This is already above
the normal limits for present-day electric vehicles.

2. Development of a novel thermal management system that thanks to a properly calibrated

strategy will be able to remove excess heat generated in the battery pack during fast charging
as well as guarantee the thermal comfort inside the cabin in all the weather conditions.

The first requirement will reduce the charging time needed for the electric vehicle, thereby reducing
consumer anxiety for the uptake of electric vehicles while the later will help prolong battery life and
reduce degradation by keeping the battery temperature in the sweet spot of 25 to 35°C.

The innovations on the components for the battery pack will increase the efficiency of the system in
comparison with a state-of-the-art indirect heat-pump system, during extreme use cases, namely:
battery preconditioning as well as cabin heating in winter; battery cooling both during fast charging
and while cruising in summer.

Considering the above two requirements, the use cases and test cases have been designed for safety
and functional check of the battery pack as well as thermal system capabilities and performance both
for cabin and battery requirements. The testing activity will be designed at the component level for all
the components involved in the thermal management architecture as well as at vehicle level. The
battery requires a specific chapter where the safety aspect is deeply investigated.

Thermal system components testing

According to the thermal architecture proposed (Figure 1), a bench test activity to validate the thermal
performance @different fluids flow rates has to be done on these components:

• Outer heat exchanger

• Low-temperature radiator
• Water cooled condenser
• Cold storage device

Also, the pressure drops have to be taken into account and measured in order to size properly the
coolant pumps and the radiator fans as well as the electric A/C compressor, which has to be
characterized at different speeds to validate the thermal performance and to help the control strategy
calibration.

CFD analysis, as well as thermal simulations, are required and they will help to check the component
sizing before the physical tests.
Deliverable D1.3

Figure 1. Indirect architecture (w/LT RAD) complete with PT loop

Durability tests are not required at the prototype level since the demo vehicle will be used to validate
the thermal architecture solution. Further development steps need to include also affordability and
durability tests.

Figure 2. Example of a heat exchanger under test

Battery pack bench testing

The tests to be performed have the objective to ensure a safe demonstration of vehicle application.
Based on the demonstrator level and the small number of build systems, the test according to the UN
38.3 for transportation are not foreseen. Furthermore, due to the demonstrator level, no homologation
or lifetime endurance tests are foreseen. Electromagnetic compatibility tests are expected to be done
at the component level.
Deliverable D1.3

Other tests to be performed are the following:

• Cell tests
• Functional tests at the system level
• Vehicle testing
o Validation on a rolling bench
o test track
CRF and the other experts in the SELFIE consortium delivered different test lists and inputs to cover
thermal, electrical and mechanical test requirements to validate the battery system on lab level, as
explained in the following sub-chapters.

2.1 Performance tests

Performance tests measure electrical values like capacity, dynamic power capability, the ohmic
resistance, the open-circuit voltage (OCV) and power capability of the device under test (DUT) during
electrical and thermal load.

For the electrically propelled road vehicles, ISO 12405 (1) is a standard test specification for lithium-
ion traction battery packs and systems. This specification ensures that a battery pack or system is
able to meet the specific needs of the automobile industry. It consists of three parts. Part I is for high
power application (hybrid vehicle) and Part II is for high-energy application (BEV and PHEV). Part III
describes tests for safety performance requirements. ISO 12405 determines the essential
characteristics of performance, reliability and abuse of lithium-ion battery packs and systems.

For the SELFIE project vehicle application the following performance tests are demanded (Table 1):
Deliverable D1.3

Table 1: Performance tests

Standard

Criteria for performance assessment and

# Sub clause purpose
validation

1. 7.3.2 Pulse Peak Discharge Adherence to predefined conditions (current/voltage)

power Power with an expected voltage response
characterisa
tion profile (2 s) – BoL
(Beginning of Life

2. Peak Discharge
ISO 12405-1

Power (10 s) - BoL

3. Peak Charge
Power (2 s) - BoL

4. Peak Charge
Power (10 s) - BoL

5. Max. Current in Predefined from cell supplier and adherence to

Charge (10 s voltage limits
pulse)
6. 7.1 Energy Nominal energy - Nominal energy achieved after predefined (1) C-rate
and BoL charge discharge cycle for 3 cycles on cell level
capacity at
room
7. temperature Usable energy - Usable energy achieved after predefined (1) C-rate
BoL charge discharge cycle for 3 cycles on system level
with predetermined depth of discharge

8. Nominal voltage Static voltage check at predefined rated nominal

voltage on system level
OCV at TBD SOC
ISO 12405-2

9. Voltage range – Adherence to minimum and maximum system voltage

Full performance for capacity test between 0% and 100% State of
charge (SOC) window

10. Continuous Adherence to predefined conditions

discharge - BoL (Current/Voltage/Temperature) with an expected
voltage response

11. Continuous charge Adherence to predefined conditions

- BoL (Current/Voltage/Temperature) with an expected
voltage response

12. Continuous charge Adherence to predefined conditions

- Plug-in charging (Current/Voltage/Temperature) with an expected
voltage response
Deliverable D1.3

2.2 Mechanical tests

2.2.1 Vibration
Vibration tests on lab level simulate dynamic mechanical loads during operation and check the DUT
for malfunctions and breakage. The main failures that shall be identified are breakage and loss of
electrical contact. The mechanical load can be a specific OEM profile or one defined by a Standard
like ISO 12405 or ECE R100 [2]. Vibration tests can differ in:

• Load frequencies
• Load magnitudes
• Load direction (uniaxial, multiaxial).

For the SELFIE project vehicles application one of the following vibration tests is demanded
(Table 2):

Table 2: Vibration tests

Criteria for performance

# Standard Sub clause purpose
assessment and validation

White noise
vibration with
defined Power
1. ISO 12405 Check for malfunctions No breakage or loss of electrical
spectral
and breakage contact
density (PSD)
profile (5-200
Hz)
Vibration with
2. ECE R100 sinusoidal Check for malfunctions No breakage or loss of electrical
sweep (7-50 and breakage contact
Hz)

2.2.2 Shock
Checks the safety of the DUT under inertia forces introduced by driving over a curbstone at high
speed or at accidents. The failure mode is mechanical damage due to the resulting high accelerations.
Introduced is a dynamic force load (Table 3).
Deliverable D1.3

Table 3: Shock tests

Criteria for

performance
# Standard Sub clause purpose
assessment and

validation

+/-3g in x-dir.
+/-3g in y-dir.
CRF Standard no
+/-3g in z-dir.
rupture/damaging
for driving
Crash of any parts of the
1. permission on Duration of rated
pulse battery, as
test rig mechanical stress:
externally as
25ms, 10 tests for
internally
each direction
(uniaxial)
2. ISO 12405 -3 50 g, half- sine, 6ms,
No failure
10 shocks in x,y,z

2.2.3 Crash Test

This test checks the mechanical resistance of the housing structure. It evaluates the performance of
the battery under contact loads that might be experienced in vehicle crash conditions. Introduced is a
quasi-static force load (Table 4).

Table 4: Crash test

Criteria for performance

Standar
# purpose assessment and test sequence
d
validation

ECE Mechanical
1. No failure 100 DaN / 1 dm**2
R 100 housing resistance

2.3 Safety tests

Safety tests validate the performance of the battery in case of misuse or malfunction of the vehicle or
battery system. In addition, the functionality of safety strategies is verified. Based on performed
Failure Mode and Effects Analysis (FMEA) and CRF specifications following safety tests are
demanded (see Table 5):
Deliverable D1.3

Table 5: Safety tests

Test rig
# purpose Category Criteria for performance assessment and validation test sequence
:

High Voltage
The HVIL fault be set in less than 100ms and remains set up to
Interlock Loop Close contactors
next key off-key-on.
1. (HVIL) with Electrical After 5s open the HVIL
Contactors must be opened within 100ms from HVIL opening and
contactors After 10s close again the HVIL
remains opened up to next key off-key-on.
closed
HVIL The HVIL fault be set in less than 100ms and remains set up to Close contactors
2. with contactors Electrical next key off-key-on. After 5s open the HVIL circuit
opened Contactors shall remain opened up to next key off-key-on. After 10s close again the HVIL circuit
R = 1Mohm
Close contactors
Loss of
3. After 5s apply 1Mohm between HV+
Isolation (LOI) Electrical The signal Insulation_kohm should report the correct measure with
and 12V GND (Ground)
Detection max ±10% accuracy.
After 10s remove the 1Mohm resistor
The Isolation Warning and Isolation Fault should remain clear.
R = 1Mohm
After 10s apply 1Mohm between HV-
4. LOI Detection Electrical The signal Insulation_kohm should report the correct measure with and 12V GND
max ±10% accuracy. After 10s remove the 1Mohm resistor
The Isolation Warning and Isolation Fault should remain clear.
R = 500kohm
After 10s apply 500 kohm between HV+
The signal Insulation_kohm should report the correct measure with and 12V GND
5. LOI Detection Electrical
max ±10% accuracy. After 10s remove the 500 kohm resistor
The Isolation Warning should be set in less than 5s and remains Open contactors
set up to next key off-key-on.

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R = 500kohm
Close contactors
After 5s apply 500 kohm between HV-
The signal Insulation_kohm should report the correct measure with
6. LOI Detection Electrical and 12V GND
max ±10% accuracy.
After 10s remove the 500 kohm resistor
The Isolation Warning should be set in less than 5s and remains
Open contactors
set up to next key off-key-on.
R = 100kohm

The signal Insulation_kohm should report the correct measure with Close contactors
max ±10% accuracy. After 5s apply 100 kohm between HV+
7. LOI Detection Electrical
The Isolation Warning and Isolation Fault should be set in less than and 12V GND
5s and remains set up to next key off-key-on. After 10s remove the 100 kohm resistor
Contactors must be opened within 100ms from LOI detection and
remains opened up to next key off-key-on.
R = 100kohm
Close contactors
8. The signal Insulation_kohm should report the correct measure with After 5s apply 100 kohm between HV-
LOI Detection Electrical
max ±10% accuracy. and 12V GND
The Isolation Warning and Isolation Fault should be set in less than After 10s remove the 100 kohm resistor
5s and remains set up to next key off-key-on.

Verification of Reduce the max cell overvoltage limit

9. Contactors must be opened within 100ms from LOI detection and
Over-voltage Electrical below the actual most charged cell
remains opened up to next key off-key-on.
protection voltage

The undervoltage fault must be set in less than 100ms and remains
Verification of Increase the min cell undervoltage limit
10. Under-voltage set up to next key off-key-on.
Electrical above the actual most discharged cell
Contactors must be opened within 100ms from undervoltage
protection voltage
detection and remains opened up to next key off-key-on.

Verification of
The Overtemperature fault must be set in less than 100ms and Reduce the max cell temperature limit
Over-
11. Electrical remains set up to next key off-key-on. below the actual
temperature
Contactors must be opened within 100ms from overtemperature most hot cell temperature
protection
detection and remains opened up to next key off-key-on
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Test with water&glycole

Verification of
12. Material Thermal ASTM G85A3
No leakage during the corrosion test and during the post-test
corrosion
leakage test.
Fluid Mixture: 50/50 water/Paraflu/CCI,
100 mg/L chloride,
100 mg/L sulfate
Test with water&glycole
Verification of
13. Material Thermal Coolant tube velocity: 2.5 +/- 0.1 m/sec
No leakage during the corrosion test and during the post-test
erosion Temperature: 105°C +/- 3°C
leakage test.
Pressure: 2 bar ± 0.19 bar at radiator
inlet
Test duration: 300 hours
Using nitrogen gas, put in pressure the
cooling circuit with at least 15bar
(relative pressure) in case of refrigerant
and 3.5bar in case of coolant.
Verification of
The cooling circuit should be located in
14. coolant Thermal Test pass if no variation of the pressure is measured.
a temperature controlled area in order
leakage
to avoid pressure variation due
temperature variation.
Close the inlet and outlet and monitor
the pressure for 8 hours.
Using nitrogen gas, put in pressure the
cooling circuit with at least 25bar
Test @max pressure
15. Verification of Thermal
(relative pressure) in case of refrigerant
overpressure or 8bar in case of coolant.
Test pass if no variation of the pressure is measured.
Close the inlet and outlet and monitor
the pressure for 10 minutes

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Flooding of coolant circuit with coolant

media with increasing temperature.
Open Main contactors within TBD ms. Or drain/charge current from/to battery
Cell
Electrical, with coolant circuit empty or coolant
16. Temperature
Thermal The system shall monitor the temperature of the cells to prevent pump switched off
monitoring
Overtemperature of cells. Covered/identical with safety test
No.11 “Verification of Over-
temperature protection”
Cell Open Main contactors within TBD ms.
17. Temperature Electrical, Depends on implementation. Test TBD.
monitoring Thermal The System shall detect failures in cell temperature monitoring that Can be done on component level.
plausibility can lead to a non-detected cell overtemperature event.
Overcharge battery (Quality
management (QM)thresholds disabled
or change of parameters via service)
Open Main contactors within TBD ms.
Underdischarge battery (QM thresholds
18. Cell Voltage
Electrical disabled or change of parameters via
monitoring The system shall monitor the voltage of the cells to prevent over- or
service)
undervoltage of cells.
Covered/identical with safety test
No.9-10 “Verification of voltage
protection”
Open Main contactors within TBD ms.
Cell Voltage
19. Depends on implementation. Test TBD.
monitoring, Electrical
The System shall detect failures in cell voltage monitoring that can Can be done on component level.
- Diagnosis
lead to a non-detected over- or undervoltage event.
Break HV current path

Overcurrent The system shall break the HV current path within the battery in Application of external short circuit to
20. protection, Electrical case of an external low impedance short circuit. HV Battery (Resistance according ECE
Fuse Shutoff Main contactors shall be kept close in case that the short circuit R100)
current is above the strategic switching point in the I-t (current over
time in [A] and [s]) curve.

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Open Main contactors within TBD ms Application of external short circuit with
System
high impedance to HV Battery
Current
The system shall detect currents exceeding the I-t current carry Current profile application on battery
21. monitoring, Electrical
capability of all components in the HV current path to avoid according defined important points in
Overcurrent
damage to the components. In case that certain currents cannot be the I-t curve (e.g. max. carry current of
monitoring
repeatedly damaged, counters shall be set. contactors)
System
Open Main contactors within TBD ms
Current
22. monitoring, Depends on implementation. Test TBD.
Electrical The system shall determine a qualifier of the system current
Overcurrent Can be done on component level.
measurement based on the received current measurement values
monitoring -
with respect to their measurement tolerances
plausibility
Initiation of HV insulation fault on both
Provide warning message to vehicle HV+ and HV- after main contactors
HV person
Prevent activation of HV Power supply have been closed
23. protection
Electrical Initiation of HV insulation fault on both
Isolation
The system shall detect isolation faults between HV and LV HV+ and HV- before precharging
monitoring
potentials Covered/identical with safety test
No.3-8 “LOI Detection”
Open Main contactors within TBD ms Actuation of switches in the HVIL loop
HV person Reporting of Open HVIL to complete vehicle (at zero Current to avoid damage of
24. protection, Electrical contactors)
HVIL The system shall open main contactors in case that HV Covered/identical with safety test
connections are opened, where access to HV live parts is possible No.1 “HVIL with contactors closed”
Open Main contactors within TBD ms Actuation of MSD (at zero current to
HV person avoid damage of contactors and
25. protection, Electrical The system shall open main contactors in case service disconnect measure HV potential on dedicated
MSD switches are opened (pack internal or part of integration MSD measurement pins. Should be
environment depending on concept) tested on system level.
Contactor Prohibit activation of HV power supply (closing of main contactors
26. Diagnosis Test TBD. Should be done on
Electrical
Weld check The system shall detect permanent connections in the HV shutoff component level.
diagnosis paths after deactivation and prior to activation

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Contactor
Prohibit activation of HV power supply (closing of main contactors
Diagnosis
Damage Test TBD. Should be done on
27. Electrical The system shall set and accumulate damage counters for the
Counter of component level.
main contactors, in case that the contactors are opened in a non-
main
zero-current condition
contactors
Open Main contactors within TBD ms
Contactor
Diagnosis The system shall monitor the plausibility of the HV potential
28. plausibility of Test TBD. Should be done on
Electrical differences within the battery. In case that measurements of HV
component level.
System potentials against LV ground are available, the plausibility should
voltages use at them in plausibility criteria to avoid dangerous effects of
common cause failure in HV-based measurement.
Contactor Prohibit activation of HV power supply (closing of main contactors)
Diagnosis
Electrical Test TBD. Should be done on
29. Default To ensure a correct increase of damage counters in case of
component level.
damage toggling KL30 supply, a default damage counter shall be set upon
counter start up and shall be lowered only in case of correct shutdown.
Open Main contactors within TBD ms
Signal
30. Test TBD. Should be done on
protection Electrical The system shall monitor safety related communication paths,
component level.
E2E Protection which respect to update, order and content of sent and received
messages.
Open Main contactors within TBD ms.
31. Crash Shutoff Simulate external crash signal and
Electrical
check if main contactors have opened.
The system shall monitor external interfaces for a crash input.
The overcurrent limited, which cause
minor damage of the main contactors
32. Verify shutoff Electrical
overcurrent test with currents exceeding the max charge/discharge
mechanisms. current The values for this current should be
aligned with the manufacturers of the
contactors

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2.4 Functional tests

Functional tests check the normal operating performance of the battery management system (BMS). Following tests on main BMS functions are
listed for the SELFIE battery system:

• Balancing
• State-of-charge (SOC) estimation
• Current and power limits.
Typically, each cell in a battery pack have different capacities and the cell with the lowest capacity influences the other cells. The balancing
function improves, by transferring energy from or to individual cells, the available capacity of a battery. The SOC (0% = empty, 100% = full)
estimation is one of the most important functions in a BMS. SOC cannot be measured directly, but it can be estimated from direct measurement
variables. Limitation on the maximum power is essential to protect lithium-ion batteries from overcharge/discharge and overheating.

It is recommended that these tests will be performed before mechanical or performance tests (Table 6).

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Table 6: Functional tests

Test rig
# purpose Criteria for performance assessment and validation test sequence
Category

High unbalancing level (DSOC > 5% between most charged and

most discharged cell)
Discharge one single cell by 6% of
1. SOC
Balancing Electrical The balancing system should start the balancing procedure in the
Power up the Battery Management
preferred way as during charging as during normal mode.
System (BMS)
The balancing system should be able to recover 1%/hour of the
unbalancing level
Low unbalancing level (DSOC <= 5% between most charged and
most discharged cell)
Close contactors
2. Balancing Electrical The balancing system should start the balancing procedure in the Connect battery to charger and enable
preferred way during charging. the charger mode
The balancing system should be able to recover 1%/hour of the
unbalancing level.
Test with constant&pulse load Make sure the battery is fully balanced
Relax the battery for at least 12hours
In post-processing, recalculate the SOC profile during the test from Place a calibrated and high accuracy
the integral calculation of the current and using the initial SOC get current sensor along the positive or
from OCV. negative connection
3. SOC
Electrical The integral calculation should be divided by the real measured Measure the battery OCV with a
estimation
battery capacity, not the nominal one. calibrated and high accuracy voltage
Eventually, re-arrange the SOC calculation to the SOC range sense, then calculate the initial SOC
defined in the BMS. using the OCV
Report the comparison of the calculated SOC profile with the value Close contactors
supplied by BMS. After 5s apply the current profile 'SOC

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The maximum error should be lower than 5%. pulse current' defined in 'Profiles' sheet
in order to bring the battery from max
SOC (i.e. 100%) to min SOC (ie 0%)

Make sure the battery is fully balanced

Test with constant & pulse load Relax the battery for at least 12hours
Place a calibrated and high accuracy
In post-processing, recalculate the SOC profile during the test from current sensor along the positive or
the integral negative connection
Calculation of the current and using the initial SOC get from OCV. Measure the battery OCV with a
4. SOC The integral calculation should be divided by the real measured calibrated and high accuracy voltage
Electrical
estimation battery capacity, not the nominal one. sense, then calculate the initial SOC
Eventually, re-arrange the SOC calculation to the SOC range using the OCV
defined in the BMS. Close contactors
Report the comparison of the calculated SOC profile with the value After 5s apply the current profile 'SOC
supplied by BMS. pulse current' defined in 'Profiles' sheet
The maximum error should be lower than 5%. in order to bring the battery from min
SOC (ie 0%) to max SOC (ie 100%).
Make sure the battery is fully balanced
Test with constant & pulse load Relax the battery for at least 12hours
Place a calibrated and high accuracy
In post-processing, recalculate the SOC profile during the test from current sensor along the positive or
the integral calculation of the current and using the initial SOC get negative connection
from OCV. Measure the battery OCV with a
5. SOC The integral calculation should be divided by the real measured calibrated and high accuracy voltage
Electrical
estimation battery capacity, not the nominal one. sense, then calculate the initial SOC
Eventually, re-arrange the SOC calculation to the SOC range using the OCV
defined in the BMS. Close contactors
Report the comparison of the calculated SOC profile with the value After 5s apply the current profile 'SOC
supplied by BMS. pulse current' defined in 'Profiles' sheet
The maximum error should be lower than 5%. in order to bring the battery from min
SOC (ie 0%) to max SOC (ie 100%).

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Make sure the battery is fully balanced

Charge/discharge the battery up to 50%
SOC
Test with driving load
Relax the battery for at least 12hours
Place a calibrated and high accuracy
In post-processing, recalculate the SOC profile during the test from
current sensor along the positive or
the integral calculation of the current and using the initial SOC get
negative connection
from OCV. The integral calculation should be divided by the real
6. SOC Measure the battery OCV with a
Electrical measured battery capacity, not the nominal one.
estimation calibrated and high accuracy voltage
Eventually, re-arrange the SOC calculation to the SOC range
sense, then calculate the initial SOC
defined in the BMS.
using the OCV
Report the comparison of the calculated SOC profile with the value
Close contactors
supplied by BMS.
After 5s apply the current profile 'SOC
The maximum error should be lower than 5%.
profile current' defined in 'Profiles' sheet
Repeat the current profile for 3
consecutive times
Fully charge the battery up to >90%
Make sure the battery is fully balanced
Pulse test Apply a pulse current of MAX(-
7. Current/Power 300Amps, Max_Discharge_Current) for
Electrical
limits The expected result should be a current limitation similar to the 60s
example shown in 'Limits profile current' defined in 'Profiles' sheet. Relax the battery for 5minutes
Repeat the pulse & wait sequence until
SOC of the battery is <10%
Fully discharge the battery up to <10%
Make sure the battery is fully balanced
Pulse test
Apply a pulse current of MIN(300Amps,
8. Current/Power
Electrical Max_Charge_Current) for 60s
limits The expected result should be a current limitation similar to the
Relax the battery for 5minutes
example shown in 'Limits profile current' defined in 'Profiles' sheet.
Repeat the pulse & wait sequence until
SOC of the battery is <10%

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 Thermal system performance on vehicle
For the evaluation of the reference and the demonstrator battery systems and vehicle, representative use cases have been selected and
corresponding test case both stationary and transitory scenarios derived. The scenarios take into account the SOC of the battery, the ambient
conditions, vehicle speed profiles, etc.

Based on this, a complete test matrix has been created (Table 7).

Figure 3 shows the vehicle speed profile to be used for the tests involving to the Worldwide Harmonised Light Vehicles Test Procedure (WLTP).
Deliverable D1.3

3.1 Stationary test cases

Table 7 – Thermal tests matrix

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 Figure 3. WLTP speed profile

3.2 Transitory test cases

For cabin cooling and heating use cases, the reference is a standard procedure, which is a
reference for the performance assessment of the vehicle air conditioning systems.

The two different procedures are:

• Cabin warm-up
• Cabin cool down

4.2.1 Warm-up (Cabin Heating Performance)

This test is useful for evaluating the cabin heating performance. It is performed in a climatic
wind tunnel (CWT) where the vehicle needs to be pre-conditioned at -10°C with its engine
compartment hood raised to cold soak until engine coolant and lubricant are stabilized within
the test temperature range for at least 2h.

For xHEV vehicles, preconditioning has to be applied also to the high-voltage. The soaking
has to be maintained until the battery minimum cell temperature has reached the test
temperature. The battery has to be fully charged and the charge must be done in parallel to
soaking but only for the first 3 hours. Once at 100%, the vehicle must be unplugged and
continue soaking for another 9 hours (see Figure 4).

Figure 4. Battery soaking procedure valid from -28°C up to 0°C

Deliverable D1.3

For electric vehicles, the vehicle speed profile has to be followed to guarantee the wind
speed on the front-end assuring the expected radiator performance.

In Figure 5 the different test phases are detailed:

Figure 5. Warm-up speed profile and phases

The HVAC has to be configured with two different set-ups in terms of distribution, blower
speed, set-point and recirculation flap position. The test segment 2 and 3 (referring to the gray
boxes in Figure 5) have to be considered as only one because of the electric compressor which
is not belt driven therefore not linked with the engine rpm.

The checkpoints are the temperature gates monitored for the performance evaluation.

The target values are:

• The temperature at floor outlet level higher than 45°C after 12’
• Mean cabin temperature at 22°C after 22’

The others checkpoints (red dots in Figure 5) are only placed to monitor the system
behaviour and there is no specific target for system approval.

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Deliverable D1.3

4.2.2 Cool down (Cabin cooling Performance)

This test requires a climatic wind tunnel and vehicle preconditioning as the previous one. In
detail, the preconditioning phase requires to respect the following set-up:

The A/C unit controls have to be configured as described below:

• Recirculation
• Air distribution to the dashboard outlets (VENT)
• Max cold (LO displayed on HVAC ECU for automatic versions)
• A/C fan to OFF (For manual and automatic systems)
• Open-air outlets on dashboard and rear console, directing them at the heads of
the dummies.

From the control room, the following environmental conditions in the climatic wind tunnel has
to be respected:

• Temperature 43 °C ± 1
• Wind 7 to 8 km/h
• RH 30%.

The vehicle needs to be stabilized respecting this procedure:

• open the doors of the vehicle;

• ventilate with sunlight lamps off;

When the mean temperature of the feet, heads, and cabin is around 43°C, close the vehicle
doors, switch on the sunlight simulating lamps adjusting their number and intensity in such a
way that the radiation measured with solar meter at occupant compartment roof height is equal
to 900 W/m2.

The following conditions have to be maintained :

• until the mean temperature, measured at dummy’s heads, is 63 to 65 °C

• until the mean occupant temperature is >50°C
• until the mean foot temperature is 43°C

At this point, the test can start setting the A/C electric fan at maximum speed and switching on
the compressor. The test has to be carried out following the phases included in Table 8.

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Deliverable D1.3

Table 8 – Cool-down phases

In addition, there is a checkpoint located at the head level. The temperature has to reach 22°C
after 1/2h to be compliant with the system approval.

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Deliverable D1.3

Conclusions
The battery pack is the key component in SELFIE Project. A detailed list of tests has been
defined in order to assess the battery capabilities as well as of its safety and reliability.

The battery thermal management during fast charging is the most critical function of the whole
thermal system architecture. The testing procedure has been designed in order to stress the
system and assess its capability and performance.

Moreover, a complete test matrix with defined use cases has been delivered. The document
also includes a detailed description of the thermal performance assessment procedure for the
cabin.

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Deliverable D1.3

Abbreviations and Definitions

Term Definition
A/C Air Conditioning
CSD Cold Storage Device
CVT Current Vehicle Tested
LT Low Temperature
N.A. Not Applicable
PTC Positive Temperature Coefficient (Heater)
RAD Radiator
RH Relative Humidity
SOC State of Charge
WCND Water Condenser
WLTP Worldwide Harmonised Light Vehicles Test Procedure
ECE From Emission Test Cycle speed profile. It is synonymous of UDC (Urban
Driving Cycle)

References
(1) ISO12405 - Electrically propelled road vehicles — Test specification for lithium-ion
traction battery packs and systems.

This project has received funding from the European Union’s Horizon
2020 research and innovation programme under grant agreement No
824290

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