Master of Sciences in Electrical Engineering

University of Applied Sciences - Hochschule Darmstadt

Project Report

Project Guide: Prof. Dr. Stephan Bannwarth

Submitted By:
Bhavesh Nerpagare 119312
Shahu Kale 1120086
Vikas Marka 1119317
 ABSTRACT

This project report embarks on a comprehensive exploration of the intricate process of designing a Li-ion
battery pack, paying particular attention to its applications in electric mobility. We meticulously examine
key elements such as the City El electric vehicle's design parameters, motor and controller specifications,
cell selection, and thermal management. By aligning the battery pack precisely with the vehicle's
requirements, we aim to optimize performance, safety, and efficiency, contributing to the sustainable
evolution of urban transportation.
We delve into the City El's design parameters, ensuring the battery pack aligns seamlessly with the
vehicle's weight, size, and power specifications. Detailed specifications for the electric motor and controller
are provided to guarantee optimal integration, enhancing the vehicle's overall performance. In the realm
of cell selection, considerations encompass cell chemistry, capacity, aligning with the City El's energy
demands and spatial constraints. Additionally, the project identifies potential risks, conducts thermal
simulations, and configures the Battery Management System to ensure safe and efficient battery pack
operation.
In conclusion, this report presents a holistic approach to designing a Li-ion battery pack tailored for the City
El electric vehicle. The detailed consideration of design parameters, motor and controller specifications,
cell selection, and risk mitigation strategies underscores the potential for sustainable urban mobility
solutions and contributes to the continuous advancement of electric vehicle technology.

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Table of Contents
Introduction .............................................................................................................................................................. 5
Background Context.................................................................................................................................................. 6
1. City EL history ............................................................................................................................................... 6
2. Motor details ................................................................................................................................................ 9
3. Motor Controller .......................................................................................................................................... 11
4. Cell details .................................................................................................................................................... 13
Risk Analysis ............................................................................................................................................................. 19
Battery pack sizing ................................................................................................................................................... 20
Thermal Simulation ................................................................................................................................................. 22
Description of micro-controllers and their placement ............................................................................................ 24
1. STM L9963E .................................................................................................................................................. 24
2. STM L9963T .................................................................................................................................................. 26
The Dual ring structure of Micro-Controllers ............................................................................................................. 27
Flow Chart................................................................................................................................................................... 29
Structure Diagram ...................................................................................................................................................... 31
Proposal of Connectors .............................................................................................................................................. 32
Conclusion & Future work .......................................................................................................................................... 34
References .................................................................................................................................................................. 36

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Table of Figures
Figure 1 City El Vehicle design ...................................................................................................................................... 6
Figure 2 City El background history .............................................................................................................................. 7
Figure 3 Electric Motor …............................................................................................................................................ 9
Figure 4 Motor Characteristics curve …......................................................................................................................10
Figure 5 Motor Controller...........................................................................................................................................11
Figure 6 Wiring diagram .............................................................................................................................................12
Figure 7 Cell Specifications .........................................................................................................................................13
Figure 8 Cell Photos ....................................................................................................................................................13
Figure 9 Discharging curves of the cell .......................................................................................................................14
Figure 10 Discharge at 15A .........................................................................................................................................14
Figure 11 Discharge at 20A .........................................................................................................................................15
Figure 12 Discharge at 30A .........................................................................................................................................15
Figure 13 Discharge time in hours at different discharge rate ...................................................................................16
Figure 14 Discharge time in minutes at different discharge rate ...............................................................................16
Figure 15 Discharge energy along voltage of cell .......................................................................................................17
Figure 16 Discharge power with respect to time .......................................................................................................17
Figure 17 Charging curve along time .........................................................................................................................18
Figure 18 Thermal Simulation Model for Single Cell .................................................................................................22
Figure 19 Rise of temperature of Cell (X axis – time in seconds, Y axis – Temperature in ˚C ...................................22
Figure 20 Physical margin of Battery Pack .................................................................................................................23
Figure 21 Pin diagram of L9963E ................................................................................................................................24
Figure 22 General application of L9963E ....................................................................................................................25
Figure 23 Pin diagram of L9963T ................................................................................................................................26
Figure 24 Dual Access Ring .........................................................................................................................................27
Figure 25 Flowchart ....................................................................................................................................................29
Figure 26 System diagram ..........................................................................................................................................31
Figure 27 Male cable connector .................................................................................................................................32
Figure 28 Female panel mount connector .................................................................................................................33

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 Introduction
The transition to electrified urban transportation is a pivotal response to the pressing challenges of
reducing carbon emissions and diminishing the reliance on fossil fuels. In this transformative landscape,
the development and refinement of advanced Li-ion battery packs are at the forefront of sustainable
mobility solutions. This project report embarks on a comprehensive exploration of the intricate process of
designing a Li-ion battery pack, with a specific emphasis on tailoring it for the City El electric vehicle. The
objective is to optimize the performance, safety, and energy efficiency of the City El's power source to
further the transition towards eco-friendly urban mobility.

The City El vehicle, renowned for its innovative design, boasts unique specifications, including
weight, size, and power requirements, which set it apart in the realm of urban electric vehicles. It is
imperative that the Li-ion battery pack designed for the City El aligns harmoniously with these distinctive
design parameters. This alignment ensures the efficient and uninterrupted operation of the vehicle,
simultaneously addressing the specific energy needs associated with urban commuting.

Beyond the city's confines, the broader context of electric vehicle technology is equally significant.
Therefore, this project explores the vital components of battery pack design, encompassing not only the
City El's design parameters but also detailed specifications for the electric motor and controller. The choice
of Li-ion cells, considering factors such as cell chemistry, capacity, and form factor, is a critical aspect of this
project, aligning precisely with the City El's energy demands and spatial constraints. In addition, the project
delves into the intricacies of thermal management and the configuration of the Battery Management
System (BMS), two aspects that are crucial for ensuring the safety and efficiency of the battery pack.

As global urban centers increasingly embrace electric mobility to address air quality concerns and
reduce their carbon footprint, this project assumes substantial relevance. By addressing the interplay
between the City El's design parameters and the Li-ion battery pack's specifications, we aim to contribute
to the ongoing evolution of electric vehicle technology. Our goal is not only to meet the immediate needs
of urban commuters but also to contribute to the broader mission of environmental conservation and
energy efficiency, thereby forging a path toward a more sustainable urban future.

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 Background Context

1. City El History

The CityEl is a 3-wheel lightweight electric car originally designed and manufactured in Denmark,
but currently made in Germany by Citycom GmbH. The CityEl was originally developed as the Mini-El by
Danish company El Trans A/S in Randers and was first brought onto the market by them in 1987. After El
Trans A/S had to give up production in 1988 and two subsequent manufacturers (Eltrans89 A/S in 1993 and
CityCom A/S in 1995), one more try was done with Citycom Electromoblie Denmark A/S, before a German
investor took over and moved the company to Aub. In 2009 the company was renamed Smiles AG, when it
started to sell electric vehicles of other brands besides their own; but three years later Smiles experienced
financial difficulties and production of the CityEl restarted with CityCom GmbH.

The vehicle is for one person, seated centrally. Rather than conventional doors, the whole top-half
of the vehicle hinges upwards on gas-struts allowing access to the cockpit. An optional child seat allows the
car to carry a child (up to 30 kg), sitting behind the front seat on the engine compartment, facing
backwards. The driver operates car-like controls (steering wheel, brake and throttle pedals) although the
vehicle is classed as an electric motorcycle in some countries. There have been three body styles since
production started. The 'Basic' version has a completely solid roof. Some versions have plexiglass side-
windows. The Convertible was a fully open version no longer made by CityCom. In its place the 'Targa'
version was constructed, with a removable Centre soft top but solid rear windows. In America the City El
was sold with a different roof, made out of fiberglass. This roof is slightly different from the factory-built
City El roof.

Figure 1 CityEl Vehicle Design

Technical specifications:
The older version had a 36-volt, 0.8 kW motor and in 1990 a 2.5 kW motor with three 80 Ah lead
acid batteries, a 40 km/h (25 mph) (Series1) to 55 km/h (34 mph) (Series2 and up) top speed and a range of
60 to 70 km (37 to 43 mi) (Series1) or 40 to 50 km (25 to 31 mi) (Series2). The consumption from Series2
and up was 7 to 9 kWh/100 km. The new version FactFour has four lead acid batteries, a much better 4 kW
electric motor that provides a 63 km/h (39 mph) top speed and 70 to 90 km (43 to 56 mi) range. The
consumption is 3.5 to 5 kWh/100 km. When the FactFour was introduced, Smilies started to offer a lithium-
ion battery as an alternative, giving the vehicle a range of more than 120 km (75 mi). The City El is regularly
modified by enthusiasts and it is common to see City Els powered by alternative batteries, such as the
nickel-cadmium battery or a different lithium-ion battery. The improved performance and range given to

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the City El by using such batteries make them a viable town commuting vehicle with enough acceleration
to keep up with city traffic.
A City El weighs 280 kg (620 lb.), and the front end can be lifted quite easily. When the batteries are
removed it is possible for three people to lift a City El off the ground. When a City El is retrofitted with 100
Ah Thunder-sky lithium-ion batteries, the car becomes approximately 70 kg (150 lb.) lighter, bringing the
weight of the City El well under that of some motorbikes. At this point the driver has to take extreme care
driving at 50 km/h (31 mph) or more in moderate crosswinds to prevent the City El from being blown
about.
As of March 2017, the City El features a 4.5 kW motor powered by a 48 V lithium iron phosphate
battery capable of storing from 60–100 Ah, i.e., up to 4.8 kWh.

Year Motor Battery Capacity Voltage Maximum Range Name of

Rating Speed Manufacturer

1987 0.8 KW - 36 V - -

1990 2.5 KW 80 Ah (3 Batteries 48 V 40 Km/hr 60-70 Km

,3.8 KWh)

- 4 KW 4 Lead Acid 63 Km/hr 70-90 km FactFour

Batteries

2017 4.5 KW Li-ion - 4.8 KWh 48 V - 70-120 km FactFour Smilies

2023 8.5 KW Li-ion – 2.87 KWh 48 V 60 Km/hr 80 Km H_da

(Present
H_da)

Figure 2 CityEL Background History

Space Constraint:

Designing a Li-ion battery pack for a compact vehicle like the CityEl presents a unique set of
challenges, primarily due to the limited available space. In this analysis, we will focus on two critical areas
within the CityEl where the battery pack must be accommodated: the rear side and the vicinity of the
motor.

Rear Side Space:

Length: 53 cm Width (top): 29 cm
Height: 27 cm Width (bottom): 23 cm

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 The rear side of the CityEl offers a constrained but essential area for the battery pack. The length of
53 cm provides some flexibility, but the varying width from 23 cm at the base to 29 cm at the top requires
a battery pack design that can conform to these dimensions. The height of 27 cm allows for some vertical
stacking of battery modules, although this should be done with consideration for weight distribution and
structural integrity.

Near to Motor Space:

Length: 18 cm Height: 27 cm
Width: 36 cm
The space near the motor, while more compact, is strategically positioned for efficient power
delivery. The 18 cm length and 36 cm width create a narrower but longer area for the battery pack. The
height of 27 cm, consistent with the rear side space, presents an additional challenge in maintaining
optimal energy storage and balancing.
To effectively navigate these space constraints, several strategies can be employed in the Li-ion
battery pack design:

Modular Design:
Breaking down the battery pack into smaller modules that can be stacked vertically or arranged to
fit the available space dimensions is crucial. This allows for greater flexibility and efficient space utilization.
Custom Battery Cell Configuration: Tailoring the shape and arrangement of the battery cells to maximize
space utilization while adhering to the given dimensions.

Weight Distribution:
Considering the placement of battery modules in relation to the vehicle's center of gravity to
ensure stability and safety.

Heat Management:
Implementing efficient thermal management solutions to avoid overheating in limited space.

Structural Integrity:
Ensuring that the battery pack design is robust and securely mounted within the given space, with
considerations for vibration and road conditions.

Navigating the space constraints within the CityEl for the Li-ion battery pack design is a critical
aspect of ensuring the vehicle's optimal performance and safety. Innovative design solutions and careful
consideration of these dimensions will play a vital role in the successful implementation of an efficient and
space-effective battery pack for this compact urban electric vehicle.
The rear side is the preferred location.

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2. Motor Details:
The AC motor specified for the CityEl electric vehicle is a critical component of the
propulsion system. Here are the elaborated details of the AC motor:
Name: EPM 112 LL 150
This nomenclature indicates the motor's specific model and technical characteristics. The
"EPM 112 LL 150" suggests it belongs to a particular motor series or model.
Linde Part Number: 858 350 0601 (pump)

Figure 3 Motor

The Linde part number provides a unique identifier for this motor, making it easier to order
and source the correct replacement components.
Battery Voltage: 48 V
The motor operates on a 48-volt DC electrical supply, making it suitable for integration into
the CityEl's electrical system.
Nominal Voltage: D3 x 28 VACS
This motor's nominal voltage rating is 28 VAC and is designated as "D3" according to a
specific rating standard. The nominal voltage represents the standard operating voltage for this
motor under typical conditions.
Nominal Capacity: 8.5 KW
The motor has a nominal capacity of 8.5 kilowatts, indicating its power output when running
at its specified operating conditions.
Nominal Speed: 2950 rpm
The motor's nominal speed is 2950 revolutions per minute, defining its rotational speed
when functioning under standard parameters.
Nominal Mode of Operation: S3-15%
This motor follows the International Electrotechnical Commission (IEC) standard for its mode
of operation. Specifically, it adheres to the S3-15% duty cycle. The "S3" designation signifies a short-
time duty cycle, indicating that the motor is designed for intermittent or periodic operation, rather

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than continuous use. In this case, the motor is intended to operate for 15% of the duty cycle with a
defined load, while the remaining 85% of the duty cycle is idle or off. This mode of operation is ideal
for applications that require bursts of power with rest periods in between, as it prevents the motor
from overheating and enables efficient operation in scenarios where continuous power is not
needed.
These motor specifications are crucial in understanding the capabilities and limitations of
the AC motor in the CityEl electric vehicle. They provide valuable insights into its power output,
voltage requirements, and the duty cycle for which it is optimized, ensuring that the motor aligns
with the vehicle's propulsion needs and performance expectations.

Figure 4 Set of Characteristics Curve

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 3. Motor Controller:
The AC motor controller is a critical component of the CityEl electric vehicle's propulsion
system. It plays a pivotal role in regulating the electric motor's speed, direction, and overall
performance. Here, we provide an in-depth look at the specifications of the AC motor controller used
in the CityEl:

Part Number: 390585321

Figure 5 Motor Controller

This part number uniquely identifies the AC motor controller, making it easier to source and replace
components when necessary.

Model No: 1234E-5321

The model number, "1234E-5321," designates the specific model of the Curtis AC motor controller.
It is essential for identifying and selecting the correct controller for the CityEl.

Battery Nominal Voltage: 36-48

The motor controller is designed to operate within a range of nominal battery voltages, specifically
between 36 and 48 volts. This flexibility ensures compatibility with the CityEl's electrical system.

2 Minute RMS Current Rating (A): 350

This rating represents the maximum root mean square (RMS) current that the controller can handle
for a duration of up to 2 minutes. It indicates the controller's ability to manage the current supplied to the
electric motor during short bursts of high-power demand.

S2–60 Min RMS Current Rating: 175 A

The S2–60 Min RMS current rating specifies the continuous current handling capability of the
controller over a 60-minute period. This rating is vital in assessing the controller's long-term performance
under sustained load conditions.

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 Figure 6 Wiring Diagram

Existing Protective Fuse: 375 Amps

The protective fuse is a critical safety feature in the electrical system. In the event of a fault or
overload, the fuse is designed to interrupt the electrical circuit and protect the controller and other
components from damage. In this case, a 375-amp fuse is utilized to safeguard the AC motor controller.

Contactor Model: GS 03/19

The contactor, often referred to as a relay, is responsible for managing the flow of electrical current
to the motor. The "GS 03/19" model is selected for its specific electrical switching characteristics, ensuring
smooth and efficient control of power to the motor.
The Curtis 390585321 AC motor controller represents a crucial component in the CityEl electric
vehicle's drivetrain, enabling precise control over the electric motor's operation. With its ability to manage
varying battery voltages, handle short bursts of high current, and maintain sustained operation over
extended periods, this controller aligns with the CityEl's performance requirements. Moreover, the
protective fuse and contactor enhance the safety and reliability of the vehicle's electrical system,
underlining the importance of these components in electric vehicle design and operation.

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4. Cell Details - Sony US18650VTC6 3000mAh (Green)

Official specifications:
• Typical capacity: 3120mAh
• Minimum capacity: 3000mAh
• Nominal voltage: 3.6V
• Standard charge: CC/CV, 0.2C, 4.2V
• Standard discharge: CC, 0.2C, 2.5V
• End-of-charge voltage: 4.2V +/-0.05V
• End-of-charge current: 0.02C (About 62mA)
• End-of-discharge voltage: 2.00V
• Continuous maximum discharge: 5C/10C (15A/30A) with temp cutoff at 80°C
• Max. discharge current vs. time: 30A-40A > 44s, 55A > 19s, 80A > 6s (Never discharge above 80°C)
• Cycle life: 300 cycles @ 0.5C to 80%
• Initial impedance: 8mOhm - 18mOhm
• Weight: 46.4g +/- 1.5g
• Operating temperature: Charging 0°C ~45°C, discharging: -20°C ~ 60°C
• Storage temperature: -5°C ~ 35°C
The latest and probably last high current battery from Sony and it was a very high capacity
together with the high current.

Figure 7 Cell Specifications

There is no doubt this is a quality battery; the curves track perfectly, and capacity is nearly
constant with current.

Figure 8 Cell Photos

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 Figure 9 Discharging curves of the cell

Figure 10 Discharge at 15A

At high current the battery gets hot, and we stopped the 20A and 30A test due to that. At
15A or greater Sony species that there must be a temperature cut-out at 80°C, I could just stay below
that at 15A

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 Figure 11 Discharge at 20A

Figure 12 Discharge at 30A

But in 20A and 30A I hit 80°C or rather went above. Here it was up to 91°C.

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 Figure 13 Discharge time in hours at different discharge rate

Figure 14 Discharge time in minutes at different discharge rate

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Figure 15 Discharge energy along voltage of cell

Figure 16 Discharge power with respect to time

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Figure 17 Charging curve along time

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Risk Analysis

Lithium-ion batteries have become the preferred power source for a wide range of applications
due to their high energy density, light weight, and rechargeable nature. However, they are not without
risks, and it is essential to understand and manage these risks effectively. Here, we discuss the major risks
associated with lithium-ion batteries

Thermal Runaway:
One of the most significant risks with lithium-ion batteries is thermal runaway. This occurs when
the internal temperature of the battery rises uncontrollably, potentially leading to fire or explosion.
Thermal runaway can be triggered by factors like overcharging, external heat exposure, or
manufacturing defects. Proper thermal management and temperature monitoring systems are essential
to mitigate this risk.

Overcharging:
Overcharging a lithium-ion battery can lead to overvoltage, causing the battery to exceed its safe
voltage limits. This can result in the formation of dendrites, short circuits, and in extreme cases, thermal
runaway. Battery management systems (BMS) are designed to prevent overcharging by disconnecting
the charging source when the battery reaches its maximum voltage.

Discharging:
Excessive discharge can also be detrimental to lithium-ion batteries. Deep discharging below a
certain voltage level can lead to irreversible capacity loss and, in severe cases, cell damage or rupture.
BMS and discharge protection circuits are implemented to prevent deep discharge.

Short Circuits:
Short circuits within a lithium-ion battery pack can lead to thermal runaway and catastrophic
failure. These short circuits can be caused by manufacturing defects, physical damage to the battery, or
even penetration by foreign objects. Careful assembly and the use of protection circuits are essential to
prevent short circuits.

Mechanical Damage:
Physical damage, such as punctures, crushing, or bending, can compromise the integrity of a
lithium-ion battery's casing. Once the casing is breached, the risk of internal short circuits and thermal
runaway increases significantly. Proper handling and protective enclosures or cases can help mitigate
this risk.
To manage these risks effectively, it is crucial to follow recommended charging and discharging
practices, implement safety features like BMS, and be cautious when handling and storing lithium-ion
batteries. Additionally, advancements in battery technology continue to focus on improving the safety
features and overall robustness of lithium-ion batteries to minimize these risks, making them a more
reliable and secure power source for various applications.

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 Battery Pack Sizing Using Vehicle Dynamics
• Max. Speed to be achieved (m/s) = 60 km/hr = 16.66 m/s

• Vehicle Mass:
Mass of Vehicle + Mass of passenger = 280 + 70 =350 kg (approx. 400 kg consider)

• Rolling Force(N):
The rolling resistance force, determined by the formula F = Cr * M * g (where Cr is the
coefficient of resistance, M is the total mass, and g is the gravitational acceleration), is found to be
roughly 60 N. This force opposes the vehicle's motion and must be overcome.

F = Cr *M*g = coefficient of resistance * mass * gravitational acceleration

F = 400* 0.015*9.8 = 58.8 = 60 N

• Drag force:
Aerodynamic drag force, estimated using the formula F = 0.5 * Cd * A * ρ * V^2 (with Cd as
the coefficient of drag, A as the frontal area of the vehicle, ρ as fluid density, and V as the velocity),
is approximately 50 N. This force is a result of air resistance acting on the vehicle.

F= 0.5*coefficient of drag*Afront area of Vehicle *fluid density*V^2

F=0.5 * 0.25*(1.06*1) *1.2*(16.66) ^2 = 44.13 N = 50 N (approx.)

• Net Force:
The net force required to move the vehicle forward is the sum of the rolling resistance and
drag force. In this case, the net force is calculated to be 110 N, considering both resistive forces.
Rolling + Drag = 110 N

• Power:
The power required to overcome these forces is estimated to be 1.832 kW. This power is
essential for maintaining the desired speed and moving the vehicle efficiently.
F*V = 110 *16.6 = 1832.6 = 1.832 KW

• Energy:
Usage according to range –
Energy consumption is computed by considering the power required and the time taken for
a specific range. In this case, the energy usage for an 80 km range at 60 km/hr is found to be 2.44
kWh. This value represents the energy required to travel this distance under the given conditions.

E = P*Time =P* (range/speed) = 1.83*(80/60) = 2.44 KWh

Considering Efficiency of Motor + Controller to be 85% -
E battery = 2.44KWh / 0.85 = 2.87 KWh

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 Battery Configuration
Now considering Li-ion cells –
V=3.6 V, capacity = 3 Ah
• Battery voltage = 48 V
• Cells required in series = 48/3.6 = 14
• Cells required in parallel = (2870/48)/ 3 = 20
• Total no. of cells req = 14 * 20 = 280
• Creating 2 modules of 14P10S each. (Battery Capacity = 2.87 KWh or 59.8Ah)

To power the vehicle, a Li-ion battery configuration is established. Given an assumed 85% efficiency
for the motor and controller, the battery energy requirement is determined to be 2.87 kWh.
Lithium-ion cells with a voltage of 3.6 V and a capacity of 3 Ah are chosen. Calculations suggest that
14 cells should be connected in series, and 20 sets of 14 cells in parallel are needed, resulting in a total of
280 cells.
The recommended battery configuration consists of two modules, each comprising 14 cells in
parallel and 10 cells in series. This configuration provides a battery capacity of 2.87 kWh or 59.8 Ah,
adequately meeting the vehicle's energy needs for efficient operation.

(Note – We need to set the Battery Cut-off limit accordingly to attain the above-mentioned Range.
If Battery Cut-off Capacity set to 85% then the range will be reduced to 68 km not 80 km).

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 Thermal Simulation

Figure 18 Thermal Simulation Model for Single Cell

To study the thermal Characteristics of the Li-ion Battery pack, we simulated the
Characteristics of a single cell and checked if the temperature rises above the set value of 60 ˚C.

We found a similar cell in the Matlab Library as of the one we are using Sony US18650VTC6. The
full charged Li-ion cell is made to discharge at a constant load of 3 A, the ambient temperature is set to
25˚C and the rise in the cell temperature is observed.

Figure 19 Rise of temperature of Cell (X axis – time in seconds, Y axis – Temperature in ˚C

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 We've examined the Cell temperature when discharge at 1C rate does not rise above 50˚C at the end of
discharge time. This result is evident to prove that the temperature rise is far below the limit when discharged at
rate of 1C.

So, we can conclude that we don’t need to simulate the whole pack and also no external forced colling will
be required in this case.

Battery Pack Dimension –

We tried to model the battery pack using the Simscape Library in MATLAB.
By initializing the cell parameters for single cell, we were able to create 3D model for the battery pack-

Figure 20 Physical margin of Battery Pack

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STM L9963E
The STM L9963E serves as a chip engineered for the dependable monitoring and
protection of Li-ion batteries, catering to demanding automotive applications and energy
storage systems. It ensures precise measurement of individual cell voltages and employs on-
chip coulomb counting to accurately gauge the current.
Some of the special specifications made this Battery management IC unique. This IC
has a Seismic trip which occurs when there is a sudden change in acceleration and braking.
That will be used in emergency cases. However, the main drawback of this IC is that it
cannot detect the degradation happening to the cell. For the degradation caused of the cells
of the battery, we use another system.

Figure 21 Pin diagram of L9963E

The L9963E is capable of monitoring a range of 4 to 14 cells, primarily focusing on

assessing the status of cells and the battery pack. This is achieved by measuring stack
voltage, cell voltage, temperature, and coulomb count. These measurement and diagnostic
tasks can be carried out either on request or at regular intervals with a programmable cycle
duration.
The measurement data is made accessible to an external microcontroller for charge
balancing and for calculating the State of Health (SOH) and State of Charge (SOC).

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 Internal discharge is used for passive cell balancing, while the L9963E also allows for
distributed cell temperature sensing using external NTC resistors. The IC can accommodate
up to 7 NTCs, but for optimal performance, 5 are typically employed.
The current sensing interface utilized for coulomb counting is equipped to detect
issues like open wires and overcurrent. Furthermore, thermal shutdown protection is
activated in the event of overtemperature to safeguard the IC
As dual ring structure is used, Pin 3 and 4 is used for communicating with the
communication IC L9963T. Pin 7 and 8 is used to communicate with other L9963E IC. Pin 12,
13,14, 15, 16, are configured for external NTC’s to measure the real-time temperature of a
battery. Pin 23 and 24 is used for current measuring via coulomb counting method. From
pin 26 to 61, cells are connected in series connection to fulfil the requirement of the IC
voltage, also cells can be connected in parallel to the requirement of required capacity.

Figure 22 General application of L9963E

ISENSEp and ISENSEm pins are used for current sensing. The current will be
measured by the voltage drop across the RSENSE resistor.

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L9963T
L9963T is primarily designed for high-reliability automotive applications, the L9963T
excels in monitoring and safeguarding Li-ion batteries used in vehicles. L9963T is a general-
purpose SPI to isolated SPI transceiver intended to create a communication bridge between
devices located into different voltage domains. L9963T is able to transfer communication
data incoming from a classical 4-wire based SPI interface to a 2-wire isolated interface.

Figure 23 Pin diagram of L9963T

Mainly 4 pins are used for SPI communication protocol. The Serial Data Input (SDI),
Serial Data Output (SDO), SPI Serial Clock (SCK) and SPI Chip Select (NCS) pins are used. The
Serial Data Input (SDI) is a digital input pin while Serial Data Output (SDO) is a digital output
pin. SPI Clock is used as clock and NCS pin is used to whether to select the IC as Master or
Slave.

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The Dual Ring Structures
The Dual Access Ring feature of the L9963E and L9963T chips enhances the efficiency
and reliability of battery management systems by enabling fast and robust communication
between multiple devices.

Figure 24 Dual Access Ring

The L9963E and L9963T chips support a 2.66 Mbps isolated serial communication
with a regenerative buffer, which is used to implement the Dual Access Ring.

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 In a dual access ring configuration, we have a setup comprising 1 STM G4
microcontroller, 2 L9963T units, and 2 L9963E units. These L9963E units are interconnected,
and they are also connected to both L9963T units, forming part of a dual battery pack. The
connection between one L9963E and another is established using two pins, specifically ISO
High and ISO Low.

The L9963T units are responsible for transmitting calibrated data to the primary
microcontroller. This dual access ring structure exhibits extremely low latency in
communication, making it the preferred choice over alternative communication protocols.
The L9963E gets the data from battery in real-time and L9963T does the calibration
whether the data is valid according to the set values like voltage, temperature. The dual
access ring design ensures that every battery cell in the pack is always connected. This link is
essential for sensing critical factors like cell voltage and temperature. It provides real-time
access to the health and condition of each cell to the battery management system (BMS).

The dual access ring design also makes data access easier for external components
like microcontrollers and processors. This external access enables the collection of data for
battery management analysis, control, and decision-making.

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Flowchart

Figure 25 Flowchart

29
 Activating the keys initiates the awakening of the primary ECU. The primary ECU
retrieves battery parameters from L9963T, subsequently triggering the activation of L9963E.
L9963E provides crucial parameters, including temperature, voltage, and current, to L9963T,
which, in turn, communicates this information to the main ECU. These measurements
encompass all cells in both battery packs, facilitating the computation of the State of Charge
(SOC).

The main ECU then evaluates whether the SOC surpasses the 20% threshold; if it
does, the vehicle is permitted for operation. If the battery level falls below 20%, driving the
vehicle is restricted. The main ECU continuously recalculates SOC, and if it drops below 30%,
it signals the main contactors to disconnect from the battery, alerting the driver. A relay
manages the main connection; when the main ECU authorizes driving, the relay establishes
the connection, allowing the driver to operate the vehicle.

Depending on the user's gear selection, the current limit is configured. In drive
mode, the current limit corresponds to the rated motor current value, while in reverse, the
current limit is set at 30% of the rated value.

30
System Diagram

Figure 26 System diagram

The system diagram provides an overarching depiction of the system's functionality.

According to the flowchart, the primary ECU maintains connections with both battery packs,
exercising control over their parameters. Additionally, it establishes communication via the
CAN bus with the motor control unit, ensuring the safety of both the battery packs and the
motor. The motor control unit receives power from both battery packs via relay connections
to fulfill its power requirements.
Furthermore, the main ECU facilitates communication with the charger. When the
batteries are linked to the charger, the charging process commences, and the SOC of the
battery packs is vigilantly monitored to prevent overcharging or undercharging.
The motor control unit operates within a current range of 30A at nominal speed,
with a maximum current requirement of 87A. All power distribution is meticulously
regulated through the main ECU, guaranteeing the safety and integrity of the entire
circuitry.

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Connectors for battery
Male Cable Connector

Figure 27 Male cable connector

Article Number S835AG P 00 HA 1000

Color Black

Description Male cable connector

Lower Temperature -25 °C

Upper Temperature 80 °C

Rated Voltage 48 V AC / 60 V DC

Rated Current 100 / 2 A

Max. Contact Resistance ≤10 mΩ

Max. Insulation Resistance ≥20 MΩ

Material Of Contact Copper alloy

Contact Plating Silver plated

Protection Degree IP67

Mating Cycles 3000 times

Connector Diameter 28 mm

Fitting Length 97 mm

Material Jacket PVC

Insulation Wire PVC

Cable Length 1000 mm

Cable Diameter 17 mm

Wire Section 2 x 16,0 + 6 x 0,5 mm²

32
Female panel mount connector

Figure 28 Female panel mount connector

Article Number S835AM C 00 HB 0300

Color Black

Description Female panel mount connector

Lower Temperature -25 °C

Upper Temperature 80 °C

Rated Voltage 48 V AC / 60 V DC

Rated Current 100 / 2 A

Max. Contact Resistance ≤10 mΩ

Max. Insulation Resistance ≥20 MΩ

Material Of Contact Phosphor Bronze

Contact Plating Silver plated

Protection Degree IP67

Mating Cycles 3000 times

Connector Diameter 37 x 37 mm

Insulation Wire PVC

Cable Length 300 mm

Wire Section 2 x 16,0 + 6 x 0,5 mm²

33
Conclusion and Future work

The comprehensive analysis and design considerations undertaken for the battery
pack of the vehicle have successfully identified critical parameters and necessary
components. These components are integral to meeting the operational needs and
performance expectations of the vehicle's power system at a voltage of 48V. The project has
emphasized essential requirements such as energy capacity, power output, safety
measures, and thermal management, aligning them with the 48V system specifications.
The selected parts and parameters have laid a robust foundation for the envisioned battery
pack. However, the successful implementation of this design hinges on several crucial
factors including integration, testing, and decision-making concerning the charging methods
for the battery system.

Future Work:

Component Sourcing and Ordering:

Identify reputable suppliers for each required component considering quality,

compatibility, and adherence to the 48V system specifications.
Place orders with selected suppliers ensuring that parts meet the necessary standards and
are compatible for integration.

Integration and Assembly:

Develop a detailed plan for the integration and assembly of all components to form
the complete battery pack. Adhere to safety protocols and best practices during the
assembly process, ensuring proper insulation and electrical connections to prevent hazards.

Charging Method Decision:

Evaluate and decide on the most suitable charging methods for the 48V battery
system. This may involve considering factors such as charging speed, compatibility, and
safety. Explore charging options like standard electric outlets, fast charging stations, or
potentially innovative charging technologies suitable for a 48V system.

Performance Evaluation:

Once integrated and tested, assess the overall performance of the battery pack in
real-world conditions, such as vehicle operation and various environmental scenarios.

34
Optimization and Refinement:

This future work aims to guide the project towards the practical implementation of
the designed battery pack, focusing on the integration, testing, and decision-making
concerning the charging methods, tailored specifically to a low voltage 48V system for the
vehicle.

35
References
1) Projections for Electric Vehicle Load Profiles in Europe Based on Travel Survey
Data-European Commission
2) Wikipedia reference
3) Datasheet AC Motor Controller 1234E
4) Datasheet Linde-eMotion-drives
5) Datasheet Sony US18650VTC6 3000mAh
6) Datasheet STM-Datasheet-en.DM00768850
7) Male connector
8) Female connector

36