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A Solar Power-Assisted Battery Balancing System For Electric Vehicles PDF
A Solar Power-Assisted Battery Balancing System For Electric Vehicles PDF
A Solar Power-Assisted Battery Balancing System For Electric Vehicles PDF
fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
2332-7782 (c) 2018 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
based active balancing one or more capacitors are energy source independent from the battery pack, the
switched in parallel to a cell [9, 10], the energy transfer extra energy loss of the battery pack during balancing
is the result of voltage difference between cells. The can be eliminated. By taking advantage of the solar
advantage of capacitive balancing is no complex control energy harvesting, the energy used for battery balancing
algorithm is needed. However, the balancing process is is also “free.”
very slow. In addition, the capacitance resistance brings
power loss and the balancing process is slow. The II. SYSTEM CONFIGURATION
inductive balancing uses transformers with air-gapped
Fig. 1 shows the system architecture of the proposed
magnetic cores or inductors to transfer energy between
battery balancing system. Take a battery pack with 4
cells. Compared with capacitive balancing, the inductive
modules as an example. In this system, the solar panel,
balancing is able to charge a cell with equal or higher
DC/DC converter, storage cell and the high voltage
voltage with another cell. But at the same time, the iron
battery pack share a common DC bus. The maximum
loss and copper loss of the inductive components brings
output voltage of the DC/DC converter should be higher
power loss of the battery pack. The mixed active
than the battery pack terminal voltage. It can also
balancing uses DC-DC converters, e.g. Cŭk converter
automatically recognize the input voltage and output
[11, 12] to transfer energy. For mixed active balancing
terminal voltage, then charge the battery module
circuits, the power loss cannot be eliminated due to the
connected to the output. A switch box is used to link
resistance of capacitive components, iron and copper
the battery module with lowest/highest voltage that
loss of inductive components and switching loss of
needs to be charged/discharged to the DC bus. The
MOSFETs. The main disadvantage of conventional
topology of the switch box is shown in Fig. 2. The
active battery balancing system is the power loss during
storage cell is used to store the solar energy and actively
the balancing operation. The power loss wastes the
discharge energy during the time when the vehicle is
useable energy of the whole battery pack. For EVs, the
parked for charging. Thus the battery modules can be
result is the drop of driving range. To deal with the
balanced and fully charged even the solar power is
power loss issue, some other battery balancing circuits
unavailable during charging, for example when the
have been studied and developed. For example, in [13],
vehicle is parked indoor. When the vehicle is driving at
a hierarchical cascaded multi-level inverter was
night or under raining/cloudy weather without solar
proposed to achieve uniform SOC operation; In [30],
power available, the battery pack can still be balancing
Hu et.al developed a unified cost-optimal approach for
by using the energy from the storage cell. The total
charging, power management and battery degradation
capacity of the cell depends on the vehicle design
mitigation in PHEVs.
requirements. It can be small (<10%) compared to the
An ideal solution to the energy loss and efficiency
main battery pack; or, it could also be bigger (>10%)
issues of conventional battery balancing schemes is to
when used as a range-extender. For balancing purpose,
use the energy from an external source to charge the low
because the energy stored in the cell is only used for
SOC cell/modules. For example, the electric energy
equalizing the SOC variations among the battery
generated by an internal combustion engine (ICE) [18],
modules, the storage cell can be super-capacitors or
or the solar energy from photovoltaic (PV) panels, can
small battery cells with low voltage and low cost.
be used for the purpose. On the one hand, due to the
During the parking and charging period, the battery
limited area available for PV installation, it is not
pack is charged by the conventional plug-in charger,
feasible to use just solar energy to power the whole
and the battery module with the highest voltage will be
vehicle at the current stage. However, on the other hand,
actively discharged by the regulator to the storage cell.
the solar energy can be used for battery balancing even
Thus the balancing discharge energy is not wasted. It is
if the solar power is limited.
worth noticing that if the rated voltage of the storage
In this paper, a solar power assisted battery balancing
cell is equal or higher than the battery cell voltage, the
system is proposed. It has 3 operation modes: (1) when
regulator should be replaced by a Buck-Boost DC/DC
the vehicle is parked and being charged, the solar
converter to guarantee the energy can be transferred
energy as well as the actively discharged energy from
from the battery module to the storage cell. When the
high voltage battery modules will be stored in an
solar power is low, for example, during rainy, cloudy
independent storage cell. (2) When the vehicle is
time or at night, the solar panel is disconnected from the
driving in a sunny day, the solar power is used to charge
DC bus, and the storage cell acts as the balancing power
low voltage or low SOC battery modules, or the whole
source. The different operation modes are selected by 4
battery pack when all the modules are balanced. If the
dual-switches on the DC bus, i.e., DS1-DS4.
solar power is hard to harvest, for example, in cloudy,
rainy weather or at night, the battery modules with low
voltage will be charged by the storage cell. Because the
energy used for the active battery balancing comes from
2332-7782 (c) 2018 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
TABLE I
SOLAR-BALANCING MODE SWITCH STATUS
S1 S2 S3 S4 S5 S6 S7 S8 Charged Module
CLOSE OPEN CLOSE OPEN OPEN OPEN OPEN OPEN Module 1
OPEN CLOSE OPEN OPEN CLOSE OPEN OPEN OPEN Module 2
OPEN OPEN OPEN CLOSE OPEN OPEN CLOSE OPEN Module 3
OPEN OPEN OPEN OPEN OPEN CLOSE OPEN CLOSE Module 4
CLOSE OPEN OPEN OPEN OPEN OPEN OPEN CLOSE Balanced
2332-7782 (c) 2018 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
Mode 1: Solar-Balancing Mode Where Pc is the charging power to the battery at the
Fig.3 (a) shows the Solar-Balancing mode of the lowest voltage or SOC. Vo is the output voltage of the
system. When the weather is sunny and the vehicle is DC/DC converter, Voc, Rin and Vt are the charged battery
under driving, DS1 and DS4 will be closed. Under this module open-circuit voltage, internal resistance and
condition, the battery pack is discharged for energizing terminal voltage, respectively.
the vehicle powertrain. The battery module with the Mode 3: Charge-Balancing Mode
lowest SOC/voltage will be linked to the output of the
DC/DC converter and charged by the solar panel. Once The two modes demonstrated above are used when
all the battery modules are balanced to the same the vehicle is driving and the battery pack is being
SOC/voltage, the whole battery pack will be connected discharged. When the vehicle is parked and charged, the
to the DC bus and charged. Thus the solar energy can Charge-Balancing mode will be selected by closing DS1
still be harvested. Table I shows the switch box status of and DS3, shown in Fig. 3(c). Under this mode, the
the Solar-Balancing mode. The maximum power battery pack is being charged by a plug-in charger. The
harvested from the solar panel and charged to the system monitors the battery module voltages and links
battery module is given by the module with the highest voltage to the DC bus. The
battery module will be discharged by the regulator.
Table III shows the switch box status of the Charge-
Pm = (ns × Vm) × (np × Im) × ηc (1)
Balancing mode. The discharging power of the battery
module with the highest voltage under this mode is
Where Pm is the maximum power charged to the controlled by the output voltage of the regulator and
battery module by the solar panel, ns and np are the given as
number of series and number of parallel panels in array.
Vm and Im are the module voltage and current for each 𝑉 ′𝑜 − 𝑉 ′𝑜𝑐
x 𝑉𝑡′
panel at MPPT. ηc is the efficiency of the DC/DC 𝑅 ′𝑖𝑛
converter. Pd = (3)
𝜂r
TABLE II.
STORAGE-BALANCING MODE SWITCH STATUS
S1 S2 S3 S4 S5 S6 S7 S8 Charged Module
CLOSE OPEN CLOSE OPEN OPEN OPEN OPEN OPEN Module 1
OPEN CLOSE OPEN OPEN CLOSE OPEN OPEN OPEN Module 2
OPEN OPEN OPEN CLOSE OPEN OPEN CLOSE OPEN Module 3
OPEN OPEN OPEN OPEN OPEN CLOSE OPEN CLOSE Module 4
OPEN OPEN OPEN OPEN OPEN OPEN OPEN OPEN Balanced
2332-7782 (c) 2018 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
(a) (c)
Fig. 3. (a) Solar-Balancing Mode of the Proposed System. (b)
Storage Balancing Mode of the Proposed System. (c) Charge-
Balancing Mode of the Proposed System.
TABLE III.
CHARGE-BALANCING MODE SWITCH STATUS
S1 S2 S3 S4 S5 S6 S7 S8 Discharged Module
CLOSE OPEN CLOSE OPEN OPEN OPEN OPEN OPEN Module 1
OPEN CLOSE OPEN OPEN CLOSE OPEN OPEN OPEN Module 2
OPEN OPEN OPEN CLOSE OPEN OPEN CLOSE OPEN Module 3
OPEN OPEN OPEN OPEN OPEN CLOSE OPEN CLOSE Module 4
OPEN OPEN OPEN OPEN OPEN OPEN OPEN OPEN Balanced
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
Description Value
Vehicle Curb Weight 344kg
Fig. 4. Control Flow Chart of the Proposed System.
Driver and Load Weight 100kg
Vehicle Cross Section 2.37m2
required to overcome road resistance and acceleration Drag Coefficient 2.51
resistance. The powertrain subsystem, which includes Rolling Friction Coefficient 0.04
electric motor, inverter and driveline, calculates the Mass Factor 1.1
electric power requirement from the mechanical power. Traction Motor Rated/Max 3kW/8kW
The electric power traction load discharges the battery, Power
and the balancing circuit equalizes the battery modules Differential Gear Ratio 16.82
by utilizing both traditional and proposed balancing
Driveline Efficiency 98%
schemes. The vehicle model parameters are shown in
Table IV. This vehicle is modeled as a utility cart with Traction Motor Efficiency 90%
four 12V rated Lead-acid battery modules in series with (constant)
slightly different capacities but the same initial SOCs. Inverter Efficiency 95%
Manhattan Bus Cycle (MBC) is selected as the Balancing Efficiency 95%
standard drive-cycle for comparing different battery Battery 1 Ah Capacity 50Ah
balancing methodologies under discharging. This is Battery 2 Ah Capacity 49Ah
because the top speed of the MBC is less than 25mph, Battery 3 Ah Capacity 47Ah
which fits the operating condition of utility vehicles. Battery 4 Ah Capacity 48Ah
The vehicle speed, traction power and battery current
Initial SOC 90%
rate vs. time of MBC for the simulation vehicle are
shown in Fig. 6 [24]. Battery Internal Resistance 15mΩ
The 4 battery modules are modeled as internal-
resistance circuits (Rint model) in series discharged by
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
2332-7782 (c) 2018 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
(c)
(a)
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
2332-7782 (c) 2018 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
2332-7782 (c) 2018 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
Fig. 15. Battery Module Voltages during Discharging With Solar- Fig. 17. Battery Module Voltages during Charging With the
Balancing. Charge-Balancing.
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2018.2817123, IEEE
Transactions on Transportation Electrification
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