J Electr Eng Technol Vol. 8, No.

6: 1431-1438, 2013 ISSN(Print) 1975-0102

http://dx.doi.org/10.5370/JEET.2013.8.6.1431 ISSN(Online) 2093-7423

Performance Assessment of a Lithium-Polymer Battery for HEV

Utilizing Pack-Level Battery Hardware-in-the-Loop-Simulation System

Sekyung Han† and Jawhwan Lim*

Abstract – A pack-level battery hardware-in-the-loop simulation (B-HILS) platform is implemented.

It consists of dynamic vehicle models using PSAT and multiple control interfaces including real-time
3D driving and GPS mode. In real-time 3D driving mode, user can drive a virtual vehicle using actual
drive equipment such as steering wheel and accelerator to generate the cycle profile of the battery. In
GPS mode, actual road traffic and terrain effects can be simulated using GPS data while the trajectory
is displayed on Google map. In the latter part of the paper, several performance tests of an actual
lithium-polymer battery pack are carried out utilizing the developed system. All experiments are
conducted as parts of actual development process of a commercial battery pack adopting 2nd
generation Prius as a target vehicle model. Through the experiments, the low temperature performance
and fuel efficiency of the battery are quantitatively investigated in comparison with the original nickel-
metal hydride (NiMH) pack of the Prius.

Keywords: HILS, Battery, Simulation, HEV, NiMH, LiPO

1. Introduction To overcome the problem, the authors have developed a

MODEL-BASED quantitative simulation schemes such
as rapid prototyping and hardware-in-the-loop-simulation
(HILS) are being widely accepted by many industrial
engineers as a vital tool to enhance the efficiency of a
complex system design [1]-3]. Especially, HILS helps to
reduce the integration time by enabling the component
designer to perform the test in an actual control loop with
the target device in it. The control loop consists of the
actual target device and interacting models. The engineer
thus can verify the operation of the target device before it
is actually integrated to the system. For this reason, HILS
is being utilized in various fields including the automotive
industry [4-6].
Traditionally, vehicle power-train has been considered as
an exclusive area for the vehicle manufacturers. Recently,
however, as the electrification of vehicles proceeds, electric
propulsion components, especially battery, are mainly
developed in a separated company. Moreover, since the
development phase usually overlaps with that of the
platform components, the battery manufacturers have little
choice but to rely on the stand-alone test with offline
profiles, such as standardized cycle pattern and/or the drive
cycles obtained from similar electric vehicles, during the
development of the battery. The integrated test is often
deferred until the relevant components become available.
Consequently, many unexpected troubles continue delaying
the overall development period.
† Corresponding Author: Dept. of Electronic and Control Engineering,
Hanbat National University, Korea.(sk.han@hanbat.ac.kr)
* System Integration & Test Department, Battery System R&D, SCE-
KSK-continental, Korea.( jaehwan.lim@sk-continental.com)
Received: November 8, 2012; Accepted: August 7, 2013
battery HILS (B-HILS) system on behalf of SK Innovation,
one of the major battery-manufactures in South Korea. B-
HILS enables the integrated test of a pack-level battery by
establishing a closed control loop with a vehicle model.
Currently, many vehicle models are available in various
types [7-17] We deployed a quasi-steady vehicle model, the
Power-train System Analysis Toolkit, or PSAT, from
Argonne National Laboratory (ANL) for our system [9].
PSAT is built upon Simulink environment with model-
based design. It contains numerous types of commercial
vehicle models and enables user to build a custom model
by assigning appropriate components through its
configuration tool. We customized PSAT for our own purpose
by directly cooperating with the PSAT team in ANL.
Neeraj in ANL and H. Dai et al have developed the
similar platforms [18, 19]. Their platforms, however,
accept only a fixed offline drive cycle and focus mainly on
the verification of the battery management system (BMS)
functions. In contrast, our B-HILS provides multiple
interfaces to feed the drive profiles. For example, the 3D
driving mode enables user to drive a virtual vehicle with
actual drive equipment such as steering wheel and
accelerator. The corresponding profiles are then fed into
the B-HILS, eventually cycling the battery. In the GPS
mode, the drive profile is generated from GPS data logged
during an actual driving on the road. Through this mode, a
real traffic situation and a specific terrain effect can be
applied in the battery test.
Our B-HILS has been actually utilized in developing
various commercial battery packs. In this paper, we
introduce several case study results regarding a Lithium
polymer (LiPo) battery pack, which has been developed for

1431
 Performance Assessment of a Lithium-Polymer Battery for HEV Utilizing Pack-Level Battery Hardware-in-the-Loop-Simulation System

a mid-size hybrid sedan. The typical vehicle model utilized Matlab [20]. It supports Simulink based control interfaces,
during the experiments is 2nd generation Toyota Prius. In and thus the PSAT signal could be directly relayed without
some cases, the results are compared with those of the an extra conversion toolkit. Through the dSpace I/O
original nickel-metal hydride (NiMH) pack of Prius. interfaces, BMS information is fed into the PSAT and the
Specifically, the experiments are performed to investigate: electric power signals are conveyed to the battery cycler.
the fuel efficiency with respect to battery size; the Fig. 1 illustrates the overall configuration of the B-HILS
performance of the battery in an extremely low temperature; systems.
the effect of BMS power restriction in a harsh driving The drive profile can be generated via multiple methods.
condition such as mountain road. The original PSAT fetches the drive profile from an offline
Rest of the paper is organized as follows. Firstly, the data file. In our B-HILS platform, real-time 3D driving
configuration of the B-HILS as well as its unique features mode and GPS mode are additionally implemented.
is introduced in Section 2. In the following section, the In the 3D driving mode, the drive profile is generated in
performance of SK’s LiPo battery is investigated using the real-time as the user drives a virtual vehicle on 3D
B-HILS system. The experiments are organized so the simulator. For the realistic driving, actual drive gears such
features of the B-HILS can be explored. Finally, the as steering wheel, accelerator and brake are provided. Figs.
achievements of this paper are summarized with 2 and Fig. 3 depict the equipment and the 3D simulator,
conclusions in Section 40. respectively. On the 3D simulator, the relative information
such as vehicle speed, battery state-of-charge (SOC), pack
voltage, battery current, maximum allowable power, and
2. Configuration of Battery HILS cell temperature is displayed. The battery parameters are
real data received from the BMS of the battery while the
The original PSAT is a pure software package. All
components are described in a software model and
connected to each other via input/output ports composing a
closed control loop. The replacement of the software
battery model in PSAT with a real battery was achieved by
directly collaborating with the PSAT team in ANL. All
required input/output ports are appropriately tuned to
interact with the real BMS signals. The requested electric
power is conveyed to a cycler to actually drive the battery.
The employed cycler is a customized product directly
imported from Hitachi for the B-HILS. It accepts the
control command via either of an analog voltage or CAN
signal.
Physical I/O interfaces are also required to interact with
the battery (BMS) and the cycler. To this end, we employed
the dSpace system that supports real-time workshop in Fig. 2. Driving gears for real-time 3D driving mode.

Fig. 3. The display of 3D driving simulator with relevant

Fig. 1. Configuration of the developed B-HILS system information.

1432
 Sekyung Han and Jawhwan Lim

vehicle information is calculated value by the vehicle

model.
In GPS mode, the drive profile is generated from logged
GPS data. The GPS data is converted into vehicle speed
and altitude information and fetched into the PSAT in real-
time in accordance with the GPS timestamp. As shown in
Fig. 40, the trajectory of the drive is displayed on the
Google satellite map. The GPS mode is useful when
simulating an actual road situation such as traffic and
terrain effect on a specific road.
During the simulation, the battery is placed in a chamber
to emulate a specific temperature condition. The simulation
facilities are illustrated in Fig. 50.
The relevant information is logged and selected items Fig. 6. A dash-board interface displaying vehicle speed,
are displayed on the monitors. For example, Fig. 60 is a generator RPM, engine RPM, state-of-charge (SOC),
dash-board interface that displays vehicle speed, generator current and voltage of the battery.
RPM, engine RPM, state-of-charge (SOC), current and
voltage of the battery. The detailed data such as individual
cell voltage are logged in a file for further analysis. 3. Experiments & Case Study

In this section, several experiments are carried out to

show the features of B-HILS while investigating the
performance of a SK’s commercial battery for mid-size
hybrid sedan. The target vehicle model is second
generation (2004-2009) Toyota Prius, for which the electric
specifications are summarized in Table 10 [21]. The
operation CAN code for the Prius are referred from the
open data [22].
The experiments are carried out using the lithium-
polymer (LiPo) battery from SK Innovation in comparison
with the nickel-metal hydride (NiMH) battery, which is
extracted from the target vehicle, or 2nd generation Prius.
The specification of the LiPo battery can be found in Table
20. The dimension of the LiPo battery is almost same as
Fig. 4. Trajectory of the drive in GPS mode on Google the NiMH battery, but the energy density and the power
map. capacity is far better than the NiMH. Note that the
experiments in this section are conducted as parts of SK’s

Table 1. Electric specifications of the target vehicle(2nd

generation Prius, 2004-2009)
Permanent Magnet
Motor Type
Synchronous Motor
Electric Motor Power Output 50 kW/1,200 @ 1,540 RPM
Torque 295 lb.-ft. @ 0-1,200 RPM
Battery Type Nickel-Metal Hydride
Output 201.6 V (168 1.2V cells)
Specific Power 1,300 W/kg
Capacity 6.5 amperes
Specific Energy 46 Wh/kg

Table 2. Specifications of the target battery pack for the

experiments
Battery Type Lithium Polymer Battery
Fig. 5. From the left-upper image in the clockwise Output 270 V (72 3.75V cells)
direction, temperature chamber, battery clcyler, and Specific Power 2,100 W/kg
the 72 cell lithimum-ion battery pack tested in the Capacity 7.5 amperes
latter part of the paper. Specific Energy 50 Wh/kg

1433
 Performance Assessment of a Lithium-Polymer Battery for HEV Utilizing Pack-Level Battery Hardware-in-the-Loop-Simulation System

Fig. 7. Example of the test result with 3D driving interface.

Fig. 8. Ttajectory of the state-of-charge for US06 driving
All the data are gathered from the real battery
cycle during the low temperature experiment (-
through the simluiation interface.
25 °C)

commercial battery development project for hybrid vehicle.

3.1 Real-time 3D driving simulation

In general, battery experiments are conducted using pre-

determined offline cycle data. In our B-HILS, however, the
drive profile can be generated in real-time using a virtual
driving environment. Battery is cycled as the user drives a
virtual vehicle using driving gears such as steering wheel,
accelerate, and the brake shown in Fig. 2.
Some simulation data logged during the 3D driving
mode are illustrated in0. The target battery is the one
described in Table 2, with BMS and cooling system.
During the operation, BMS provides real pack information
to the PSAT via CAN communication. The typical battery
information includes pack voltage, cell temperature, pack
current, SOC, and the maximum allowable power for the
battery.
Based on the BMS data and the drive profile, PSAT
generates the required electric power. For example, the
allowable power limits enforce the hybrid control unit
(HCU) to operate the battery within the given range. The
impact of the power restriction is discussed in the
following section. This kind of real-time interaction is
especially important in developing and verifying the BMS
logic.
3.2 Case study 1: Reactivity in low temperature
Usually, the internal resistance of a chemical battery
increases drastically at low temperature and flowing large
current under this circumstance often damages the cell [23-
28]. Especially, lithium deposition (plating) as a
mechanism for degradation is likely at low temperature for
the Lithium-ion batteries. Therefore, as we discussed above,
the battery power is restricted to protect the cell by the
BMS at low temperature [29].
In order to investigate the effect of the power restriction,
the experiment is performed assuming the driving in a
Fig. 9. Power restriction and relevant battery parameters
estimated during the low temperature experiment (-
25 °C)
winter morning. For the experiment, the LiPo pack in Table
20 is used after storing in a temperature chamber at minus
25 °C for 12 hours. Then, one and half cycles of the US06
drive cycle (around 15 minutes), which is designated to test
at high speeds and aggressive driving conditions [30], is
applied to the B-HILS. The initial SOC is set to 65%.
The US06 drive cycle and the resulting SOC are
illustrated in Fig 80. As seen in Fig 70, the HCU of Prius
tries to maintain the battery SOC at around 65% under a
normal driving condition. However, the SOC during the
low temperature experiment drops down to 30% as
depicted in Fig 80. The cause of this phenomenon can be
found in Fig 9. During the first four minutes, the maximum
powers for both directions are restricted to less than 5 kW.
Apparently, it seems that the vehicle is suffering from the
shortage of the electric power; the battery is enforced to
discharge at maximum rate during this period.
As the temperature exceeds minus 10 °C, the power
limit is mitigated rapidly and the HCU operates the battery
in both directions. However, it still hits the limits

1434
 Sekyung Han and Jawhwan Lim

occasionally, especially dragging at the charge limit

frequently. This seems to arise from the aggressive
acceleration of the drive cycle. That is, the HCU
experiences shortage of the charging power more
frequently than that of the discharging power.
After around 11 minutes, as the battery temperature
exceeds 10 °C, the restrictions are drastically lessened,
especially in discharge direction. The battery power thus
stays far less than the discharge limit. It is, however, not
because the drive cycle turned mild but because the
discharge limit exceeded the inverter size. Note that the
battery in this experiment is SK’s LiPo battery, while the
vehicle model is 2nd generation Toyota Prius which comes
with the NiMH battery. From our analysis, the original Fig. 10. The trajectory of electric power
NiMH battery provides the power limits in current level.
During a normal operation, the maximum current is
allowed up to 100 A for both directions. Since the voltage
of the original pack is around 200 V, the inverter must have
been sized to fit this level, around 20 kW. Therefore, the
discharge limit stays around 20 kW despite the higher
capability of the battery power. As a result, it could be
concluded from the HIL experiment that the tested battery
is oversized for this vehicle, especially in discharge
direction. The inverter size as well as HCU logic thus
should be tuned to fully utilize the new battery.

3.3 Case study 2: Fuel efficiency vs battery size

The second experiment is to investigate the relationship

between fuel efficiency and battery size. The experiment is Fig. 11. The trajectories of accumulated energy
performed for two batteries with different power limits.
Both batteries are physically identical, but the available
power limits are configured differently by manipulating the
BMS parameters. Specifically, the power limits for the high
power battery is set to 16 kW and 20 kW for charging and
discharging, respectively, which is the same as the original
NiMH battery of the target vehicle, or Prius. The other one,
the low power battery, is configured to have half of those
of the high power battery, or 8 kW for charging and 16 kW
for discharging. The experiments are carried out at normal
temperature (25 °C) with the initial SOC of 65 %. For the
drive profile, two cycles of Urban Dynamometer Driving
Schedule (UDDS) [31] is applied. Other vehicles relative
parameters are same as the previous experiment.
Fig 100 illustrates the trajectory of the electric power
actually assigned to the batteries. As marked with circles, Fig. 12. The trajectory of SOC
the low power battery pulls out its maximum power and
drags in many places. On the other hand, the high power 10%, while that of the high power battery is only 6%.
battery operates within far less than the maximum power The results imply that the battery size may not properly
seldom hitting the limit. In fact, as shown in 0Fig. 11, the match the motor size, at least for this type of drive pattern.
energy requirement of the vehicle is almost same for the For the low power battery, the battery size seems to be
both batteries. Nevertheless, due to the lack of the power, small for the given motor since it frequently suffers the
the low power battery tends to drag at the maximum power, power shortage. Conversely, the high power battery is
and hence results in the higher deviation of the state-of- operated at around half of its power capability being rarely
charge (SOC). The SOC deviation is illustrated in Fig. 120; required the maximum power. Actually, the drive cycle
the maximum SOC deviation for the low power battery is used in this experiment (UDDS) is comparably mild since

1435
 Performance Assessment of a Lithium-Polymer Battery for HEV Utilizing Pack-Level Battery Hardware-in-the-Loop-Simulation System
Fig. 13. The trajectory of fuel efficiency
it merely represents the urban driving. Thus, additional
tests are required to exactly judge if the battery is oversized.
As a measure of the performance, we estimated the fuel
efficiency of the both experiments. From Fig. 130, the fuel
efficiency of the high power is estimated at around 31 km/l.
With the low power battery, however, the fuel efficiency
deteriorates more than 30% marking around 21 km/l.
Obviously, the proper sizing of the battery appears as a
significant factor in terms of the vehicle performance. In
practice, however, performance is not the only factor to
determine the battery size. Many other parameters such as
profitability should be considered simultaneously. Yet, the
result of this experiment is important in terms of
determining the physical matching of the battery with the
motor.
3.4 Case study 3: Harsh driving test using GPS mode
As introduced in section 2, our B-HILS system supports
a GPS mode. In this mode, actual GPS log is fetched and
converted into the speed and the gradient information, from
which the cycle profile of the battery is generated for a
given vehicle model.
In this experiment, the GPS mode is utilized to
investigate the reactivity of the batteries under harsh
driving condition. Using a similar size vehicle with the
target model, actual drive profile was logged by the GPS
along the route illustrated in Fig. 140 that lies on the Mt.
Jiri, one of the steepest mountains in South Korea. The
GPS data is then fed into the B-HILS with a vehicle model
Fig. 14. The drive route of the test cycle
1436
Fig. 15. Battery data during harsh driving for original
NiMH pack
Fig. 16. Battery data during harsh driving for SK’s LiPo
pack
of 2nd generation Prius. The experiment was performed for
two different batteries; original NiMH battery and SK’s
LiPo battery described in Table 2, for which the results are
depicted in 0 and Fig. 16, respectively.
During the first 30 minutes, the vehicle climbs uphill,
and thus the battery is likely to be used for propulsion
rather than the regeneration. Consequently, the SOC in
both tests continues to decrease until the vehicle reaches
the top of the mountain. During this period, the power
variance of NiMH battery is higher than that of the LiPo
battery. The cause seems to be the wider variation of the
battery voltage in NiMH due to the higher internal
resistance. The SOC variation is, however, higher in the
NiMH due to the smaller energy capacity. Specifically,
from 0Table 1 and Table 2, the energy capacity of the
original Prius pack is around 1.3 kWh, while the SK’s LiPo
pack is around 2.0 kWh. For the same reason, the SOC
increase by the regeneration during the idle period,
between 30-50 minute, is higher in the NiMH battery.
A noticeable difference occurs during the downhill area.
Generally, batteries are designed to have higher capability
in discharge. Therefore, a typical battery experiences
higher stress when charged at the same power. As seen in
0Fig. 15, the absolute value of the charging power during
the downhill is not significantly higher than the discharging
 Sekyung Han and Jawhwan Lim
power during the uphill. For the aforementioned reason,
however, the battery temperature in NiMH battery
increases rapidly during the downhill where the battery is
mainly charged for regeneration. As the temperature
exceeds 55 °C, BMS suspends the battery power to protect
the cell and re-permits it only after the temperature drops
below 50 °C. On the contrary, the LiPo battery in 0Fig. 16
does not experience the temperature increase, and hence
could continue the service during the entire downhill. Note
that the pause of the power during 75-80 minute is not
because of the power suspension. The vehicle had actually
stopped the driving and stayed idle during this period due
to the traffic.
It is also noted that the SOC of the NiMH battery
decreases during the period of the power suspension. It is
because the BMS is trying to reset the SOC based on the
open circuit voltage (OCV) during the idle period. This is a
common technique used for a vehicular BMS to correct the
accumulated SOC error using the OCV value [32-34]. The
large SOC deviation, say around 10%, of the NiMH battery
after an hour driving reveals the poor performance of the
SOC estimation. Usually, the maximum SOC error allowed
for an electric vehicle (EV) supporting all-electric driving
is less than a few percent [35]. Thus, the results here prove
the inadequacy of using the NiMH battery for an all-
electric EV.
4. Conclusions
A battery manufacturer often faces absence of the test
platform until actual vehicle platform is ready for the
integrated test. Under a commercial mass production
system, it open leads to a critical cost increase due to the
unexpected trouble handling during the integration phase.
To resolve the problem, we developed a B-HILS system
equipped with various features. To the author’s best
knowledge, battery HILS supporting other than the fixed
drive profile such as real-time 3D driving mode has not yet
been developed. Exploiting the developed system, the
characteristics of the SK’s LiPo battery could be
quantitatively assessed, especially in comparison with the
original NiMh pack of the 2nd generation Toyota Prius. The
system is currently being updated to include other electric
components such as motor and invertor in the control loop.
References
[1] R. J. Patton, P. M. Frank, and R. N. Clark, Issues of
Fault Diagnosis for Dynamic Systems. London, U.K.:
Springer-Verlag, 2000.
[2] J. Gerler, M. Costin, Xiowen Fang, Z. Kowalczuk, M.
Kunwer, R. Monajemy, “Model based diagnosis for
automotive engines-algorithm development and testing
on a production vehicle”, IEEE Trans. on Control
1437
Systems Technology, vol. 3,no. 1, pp. 61-69, 1995.
[3] L. Jinming, “Modeling and Control of a Power-Split
Hybrid Vehicle”, IEEE Trans. on Control Systems
Technology, vol. 16, no. 6, pp. 1242-1251, 2008
[4] B. Lu, X.Wu, H. Figueroa, and A.Monti, “A low-cost
real-time hardwarein-the-loop testing approach of
power electronics controls,” IEEE Trans . Ind.
Electron., vol. 54, no. 2, pp. 919-931, Apr. 2007.
[5] W. Lee, M. Yoon, and M. Sunwoo, “A cost- and time-
effective hardwarein-the-loop simulation platform for
automotive engine control systems,”J. Automobile
Eng., vol. 217, no. 1, pp. 41-52, 2002.
[6] J. Du, Y.Wang, C. Yang, and H.Wang, “Hardware-in-
the-loop simulation approach to testing controller of
sequential turbocharging system,” in Proc. 2007
IEEE Int. Conf. Autom. Logistics, Aug. 2007, pp.
2426- 2431.
[7] K. B. Wipke, M. R. Cuddy, and S. D. Burch,
“ADVISOR 2.1: A user-friendly advanced power
train simulation using a combined backward/forward
approach,” IEEE Trans. Vehicular Technol., vol. 48,
no. 6, pp. 1751-1761, Nov. 1999.
[8] T. Markel, A. Brooker, T. Hendricks, V. Johnson, K.
Kelly, B. Kramer, M. O’Keefe, S. Sprik, and
K.Wipke, “ADVISOR: A systems analysis tool for
advanced vehicle modeling,” J. Power Sources, vol.
110, no. 2, pp. 255-266, Aug. 2002.
[9] PSAT Documentation. Available at
http://www. transportation.anl.gov/; Oct. 2012.
[10] PSIM Website. Available at
http://www.powersimtech.com/; Oct. 2012.
[11] VTB Website. Available at http://vtb.ee.sc.edu/; Oct.
2012.
[12] B. Powell, K. Bailey, and S. Cikanek, “Dynamic
modeling and control of hybrid electric vehicle
powertrain systems,” IEEE Contr. Sys. Mag., vol. 18,
no. 5, pp. 17-22, Oct. 1998.
[13] C. C. Lin, Z. Filipi, Y. Wang, L. Louca, H. Peng, D.
Assanis, and J. Stein, “Integrated, feed-forward
hybrid electric vehicle simulation in Simulink and its
use for power management studies,” in Proc. SAE
2001 World Congr., Detroit, MI, Mar. 2001.
[14] K. L. Butler, M. Ehsani, and P. Kamath, “A Matlab-
based modeling and simulation package for electric
and hybrid electric vehicle design,” IEEE Trans.
Vehicular Technol., vol. 48, no. 6, pp. 1770-1118,
Nov. 1999.
[15] G. Rizzoni, L. Guzzella, and B. M. Baumann,
“United modeling of hybrid electric vehicle
drivetrains,” IEEE Trans. Mechatronics, vol. 4, no. 3,
pp. 246-257, 1999.
[16] X. He and J. W. Hodgeson, “Modeling and
simulation for hybrid electric vehicles, I. Modeling,”
IEEE Trans. Intelligent Transportation Syst., vol. 3,
no. 4, pp. 235-243.
[17] X. He and J. Hodgson, “Modeling and simulation for
hybrid electric vehicles-Part II,” IEEE Trans.
Transportation Syst., vol. 3, no. 4, pp. 244-251, Dec.
Performance Assessment of a Lithium-Polymer Battery for HEV Utilizing Pack-Level Battery Hardware-in-the-Loop-Simulation System
2002.
[18] H. Dai, X. Wei, Z. Sun, J. Wang, “Measuring
Technology and Mechatronics Automation in
Electrical Engineering”, Lecture Notes in Electrical
Engineering. Vol. 135, pp 27-36, Springer, 2012
[19] N. Shidore, H. Lohse-Busch, R. W. Smith, T. Bohn, P.
B. Sharer, “Component And Subsystem Evaluation In
a Systems Context Using Hardware In the Loop”,
Proc. Of 2007 IEEE Vehicle Power and Propulsion
Conference, Arlington, TX, September 09-12, 2007.
[20] dSpace Hadware-in-the-Loop Simlation. Available at
http://www.dspace.com/en/inc/home/applicationfield
s/electric_drives/hardware_in_the_loop_simulatio.cf
m; Oct. 2012.
[21] Specifications of 2nd generation Toyota Prius.
Available at http://www.new-cars.com/2004/toyota/
toyota-prius-specs.html; Oct. 2012
[22] Operation CAN code of 2nd generation Prius:
http://www.vassfamily.net/ToyotaPrius/CAN/PriusCo
des.xls
[23] D. Szente-Varga, G. Horvath, M. Rencz, “Thermal
characterization and modelling of lithium-based
batteries at low ambient temperature”, in Proc. 14th
Internation Workshop on Thermal Investigation of
ICs and Systems, Rome, Italy, 24-26 Sept. 2008
[24] D. Szente-Varga, Gy. Horvath, M. Rencz: “Creating
temperature dependent Ni-MH battery models for
low power mobile devices”, in Proc. 14th Internation
Workshop on Thermal Investigation of ICs and
Systems, Nice, France, 2006.
[25] D. Szente-Varga, Gy. Horvath, M. Rencz: Ni-MH
battery modeling for ambient intelligence appli-
cations, Proceedings of DTIP 2007, pp. 332-337.,
Stresa, Lago Maggiore, Italy, 25th-27th Apr 2007
[26] M. Doyle, T. F. Fuller, and J. S. Newman, “Modeling
of galvanostatic charge and discharge of the
lithium/polymer/insertion cell,” J. Electrochem. Soc.,
vol. 140, no. 6, pp. 1526-1533, 1993.
[27] T. F. Fuller,M. Doyle, and J. S. Neuman, “Simulation
and optimization of the dual lithium ion insertion
cell,” J. Electrochem. Soc., vol. 141, no. 1, pp. 1-10,
1994.
[28] K. Uthaichana, R.A. DeCarlo, L.H. Tsoukalas,
“Development and Validation of a Battery Model
Useful for Discharging and Charging Power Control
and Lifetime Estimation”, IEEE Trans. on Energy
Conversion, vol. 25, no. 3, pp. 821-835, 2010
[29] M.C. Sart, B.V. Ratnakumar, L. Whitcanack, K. Chin,
M. Rodriguez, S. Surampudi, “Performance charac-
teristics of lithium ion cells at low temperatures”,
IEEE Aerospace and Electronic Systems Magazine,
vol. 17, no. 12, pp. 16-20, 2002
[30] Emission Test Cycles: SFTP-US06. Available at
http://www.dieselnet.com/standards/cycles/ftp_us06.
php; Oct. 2012
[31] Emission Test Cycles: FTP-72 (UDDS). Available at
http://www.dieselnet.com/standards/cycles/ftp72.php;
Oct. 2012
1438
[32] D. Haifeng, W. Xuezhe, S. Zechang, “State and
Parameter Estimation of a HEV Li-ion Battery Pack
Using Adaptive Kalman Filter with a New SOC-
OCV Concept”, in Proc. Measuring Technology and
Mechatronics Automation, pp. 375-380, Zhangjiajie,
China, 11-12, April, 2009
[33] S. Piller, M. Perrin, A. Jossen, “Methods for state-of-
charge determination and their applications.” Elsevier.
J. Pwr. Sources, vol. 116, pp. 110-117.
[34] C. C. Chan, E. W. C. Lo, S. Weixiang, “The available
capacity computation model based on artificial neural
network for lead acid batteries in electric vehicles.”
Elsevier. J. Pwr. Sources, vol. 87, pp. 201-204.
[35] Tremblay, O., Dessaint, L.-A. “Experimental Validation
of a Battery Dynamic Model for EV Applications.”
World Electric Vehicle Journal. Vol. 3 -ISSN 2032-
6653-© 2009 AVERE, EVS24 Stavanger, Norway,
May 13 - 16, 2009.
Sekyung Han received his B.S. degree
in electrical engineering and computer
science from Hanyang University,
Seoul, Korea in 2002, his M.S. in
School of electrical engineering and
computer science from Seoul National
University (SNU), Seoul, Korea in
2007, and PhD from the department of
information and science technology from the University of
Tokyo, Japan in 2012, respectively. He has accumulated
experiences in the IT industry and joined the Institute of
SK Innovation as a research engineer in 2007. He is
currently an assistant professor at Hanbat National
University, Daejeon, Korea. His current research interest is
implementation of smart distribution system utilizing an
energy management system with energy storage.
Jaehwan Lim Jaehwan Lim received
his B.S. degree in chemical engine-
eering from Hanyang University, Seoul,
Korea in 1999, his M.S. in School of
environmental engineering from Pohang
University of Science and Technol-
ogy(POSTEC) in 1999, He had worked
for developing the battery system for
HEV & EV in R&D center, Hyundai-motor company
during 2001-2007.
He has accumulated vast knowledge in high voltage
battery systems including battery management system in
EV/HEV, system integration of energy storage system and
EV utilization for smart grid. Currently, he is working in
SK innovation and is responsible for evaluation and
validation of battery systems.