System Level Simulation Technique for

Optimizing Battery Thermal Management

System of EV
18/02/2020

Vipin K Venugopal, Chandrasekaran N, Shrivatsal Sharma

Mahindra Electric Mobility Limited, Bangalore, India

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Copyright © 2020 Mahindra Electric. All rights reserved.
 Contents

01 Uses of 1D Simulation
Explains how 1D simulation is used in automotive industry.

02 Overview of Battery Cooling Circuit

Explains how a generic battery cooling/heating system works.

03 Modeling of Battery Thermal Management System of EV

Explains how a physical system modelling tool Matlab/Simulink/Simscape is used for battery thermal modeling

04 Model Validation
1D model results are compared with test data from vehicle thermal trials and validated

05 Logic Development and Results

Testing of different thermal logics

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Copyright © 2020 Mahindra Electric. All rights reserved.
 Uses of 1D Simulation

01 02 03 04
Component Selection Logic Development Controller Testing System Optimization

In an early stage of
1D system level 1D simulation can
the development 1D models can be
simulation is used be used to quickly
cycle, 1D system used for developing
to test controllers evaluate the effect
level simulation can control logics and to
connected to the of component
be used for improve algorithms
simulated system change
dimensioning or to
instead of the real
test different
one (HIL testing)
designs.

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 Generic Battery Cooling/Heating Circuit

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GENERIC BATTERY COOLING/HEATING CIRCUIT

Battery T

Battery

T Temperature Sensor
• Battery temperature needs to be maintained
between 25oC and 45oC.
• I2r losses will generate heat inside the battery
during charging and discharging
GENERIC BATTERY COOLING/HEATING CIRCUIT

Refrigeration System

Battery T
T T

Chiller Circuit
Pump
• When the battery temperature crosses
T Temperature Sensor
30oC,refrigeration system is turned ON,
which will cool down the coolant
GENERIC BATTERY COOLING/HEATING CIRCUIT
T T
PTC heater

Refrigeration System

Battery T
T T

Heater Circuit
Pump

T Temperature Sensor • If battery temperature drops below

10oC,heater is used to heat the coolant.
GENERIC BATTERY COOLING/HEATING CIRCUIT
T T
PTC heater

Refrigeration System Compartment Cooling

Battery T
T T

Compartment Cooling
Pump
• Refrigerant Circuit is shared by battery as
T Temperature Sensor
well as HVAC system of the vehicle
GENERIC BATTERY COOLING/HEATING CIRCUIT
T T
PTC heater
BMS ECU

Refrigeration System Compartment Cooling

Battery T
T T

BMS ECU
Pump
• Battery Thermal Management Functions are
T Temperature Sensor
handled by BMS ECU
GENERIC BATTERY COOLING/HEATING CIRCUIT
T T
PTC heater
BMS ECU

Refrigeration System Compartment Cooling

Battery T
T T

Input to BMS
Pump
• Battery temperature sensor values
T Temperature Sensor
• Coolant temperature sensor values
• Heater temperature sensor values
GENERIC BATTERY COOLING/HEATING CIRCUIT
PTC heater
BMS ECU

Refrigeration System Compartment Cooling

Battery

Output from BMS

Pump
• Coolant Pump Speed
• Heater On/Off request
• Heater power Required (Watts)
• Chiller On/Off Request
• Chiller power required (Watts)
 Simulink/Simscape Modelling

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CELL MODELLING
1D BATTERY THERMAL MODELING

Cell Level

Pack Level

Module Level
System Level
REFRIGERATION CYCLE MODELING COMPRESSOR
1
2
Pressure S.H Vapour Vapour
T = 89oC T = -5.55oC
89 oC

50 oC

EVAPORATOR
CONDENSER
3 30 bar
2

Liquid Liquid
-5.55 oC T = 50oC T = -12.01oC
-12.01 oC
3 Model of Refrigeration 4
EXPANSION
Simscape Cycle
VALVE
2.5 bar
1.8 bar Compressor Power = m(h2 – h1)
4 1
Cooling Power = m(h1 – h4)
𝒉 −𝒉
COP = 𝒉𝟏 −𝒉𝟒
𝟐 𝟏

Enthalpy m – Refrigerant mass flow rate

h4 h1 h2
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 VEHICLE MODELING
Resistances on Vehicle

https://www.researchgate.net/publication/259477397

Simulink Vehicle Model

• Vehicle Model will predict the instantaneous power demanded from

the battery for different drive cycles.
• Drive cycles under consideration: MIDC, MIDC Part1, NEDC, WLTP
• Traction Force is calculated by considering Rolling resistance,
Gradient resistance, Inertia resistance and Aerodynamic resistance.
• Motor shaft torque depends on vehicle torque, gear ratio as well as
transmission efficiency.
Simulink Vehicle Traction Model
 EQUIVALENT CIRCUIT MODELING
R1 R2
R0

C1 C2
𝑣𝑜𝑐 OCV 𝑣𝑡

Second order equivalent circuit model

• 𝑣𝑜𝑐 𝑘 = 𝑣𝑡 𝑘 + 𝑖𝑡 𝑘 ∗ 𝑅0 𝑘 + 𝑣𝑐1 𝑘 + 𝑣𝑐2 𝑘 … … … . . (1)

∆𝑡 ∆𝑡
− −
• 𝑣𝑐1 𝑘 = 𝑣𝑐1 𝑘 − 1 ∗ 𝑒 𝑡𝑎𝑢1 𝑘 − 𝑖𝑡 𝑘 ∗ 𝑅1 𝑘 ∗ 1 − 𝑒 𝑡𝑎𝑢1 𝑘 … … . (2)
∆𝑡 ∆𝑡
− −
• 𝑣𝑐2 𝑘 = 𝑣𝑐2 𝑘 − 1 ∗ 𝑒 𝑡𝑎𝑢2 𝑘 − 𝑖𝑡 𝑘 ∗ 𝑅2 𝑘 ∗ 1 − 𝑒 𝑡𝑎𝑢2 𝑘 … … . . (3)

Acronym Meaning Prime RC network Secondary RC network

(R1 and C1) (R2 and C2)
𝑣𝑡 Terminal voltage
Journal of Energy Storage 15 (2018) 23–31
𝑖𝑡 Battery current
𝑣𝑐1 Voltage across capacitor C1
The ease of parametrization and implementation makes it the most
𝑣𝑐2 Voltage across capacitor C2
widely employed model for real-time battery management applications.
k Time instants
Ref: G. L. Plett, Battery Management Systems, Volume II: Equivalent-Circuit Methods, Vol. 2 Artech House power engineering series, 2015. 17
 Model Validation

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COMPARING TEST AND SIMULATED COOLANT INLET
TEMPERATURE

Mean Absolute Percentage

Error = 0.70%
COMPARING TEST AND SIMULATED BATTERY MODULE
TEMPERATURE – MODULE NO:13
NO:9

Mean Absolute Percentage

Error

Bottom Temperature = 0.60%

0.68%
Top Temperature = 0.86%
1.3%
 Logic Development and Results

Copyright © 2020 Mahindra Electric. All rights reserved. 21

 COMPRESSOR ON-OFF LOGIC
Current Compressor Logic

• Compressor cut off logic in the old algorithm was only

based on battery temperature
• When the battery temperature reduces to a set value,
Simulation Parameters
compressor will cut off
Sl.No Parameter Values
1. Charging C rate 1C, 0.3C
Proposed Compressor Logic 2. Ambient Temperature 41oC

• New compressor operation logic will consider both 3. Battery Initial Temperature 41oC
battery temperature as well as coolant temperature
for compressor ON/OFF. 4. Coolant Initial Temperature 41oC
• Once the coolant temperature drops to the set
temperature or the battery temperature drops below
the set value, compressor will turn OFF
• It will turn back ON again only if the battery
temperature is still above the set value and the
coolant temperature rises by 3oC

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 RESULTS & INFERENCE
Simulation Results 0.3C Charging
Simulation Results
Battery Final Temperature 34.22oC 2
Old Algorithm
1.8
Energy Consumed by Compressor 1.321 kWh
1.6
Battery Final Temperature 35.76oC

Energy Consumed (kWh)

1.4
New Algorithm
Energy Consumed by Compressor 0.832 kWh 1.2

1
Simulation Results 1C Charging
0.8
Battery Final Temperature 43.71oC 0.6
Old Algorithm
Energy Consumed by Compressor 1.84 kWh 0.4

0.2
Battery Final Temperature 44.21oC
0
New Algorithm 0.3C 1C
Energy Consumed by Compressor 0.928 kWh C Rate

Inference Old Algorithm New Algorithm

Battery final temperature is slightly more with new algorithm but the energy consumed by compressor reduces. In 0.3C
charging, battery final temperature is 1.5oC more with the new algorithm but power consumed by compressor is ~37%
less. In 1C charging, battery final temperature is 0.5oC more with the new algorithm, but power consumed is ~50% less.
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 Thank You

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