Full Power Constraints HiL Setup for Battery Module Testing in Electric Vehicles

German, Ronan; Tournez, Florian; Desreveaux, Anatole; Bouscayrol, Alain; Husar, Calin; Ciocan, Marius; Genic, Adrien; Zuber, Dragan · 2021 · Crossref

DOI: 10.1109/vppc53923.2021.9699218

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Summary

This paper addresses the validation of a new 35 kWh lithium-ion battery pack for integration into a Renault Zoe electric vehicle (EV). The primary research question is whether this new battery, composed of seven high-density modules, complies with the power constraints and operational limits of the vehicle under standard driving conditions. The motivation stems from the need to validate new battery subsystems using full-power experimental tests that account for the dynamic interaction between the battery voltage and the traction system’s current demand, which static current-cycle tests often overlook. The study employs a Hardware-in-the-Loop (HiL) methodology to test a single 5 kWh module from the pack at full power scale. The experimental setup consists of a real battery module connected to a controllable current source, which acts as the traction emulator. The current source is driven by a real-time simulation of the EV’s traction chain, modeled using Energetic Macroscopic Representation (EMR) and implemented on a Typhoon HIL simulator. To ensure the single module experiences the same power constraints as it would within the full seven-module series pack, specific adaptation factors are applied to the voltage and current signals. The input for the simulation is the Worldwide Harmonized Light Vehicles Test Cycle (WLTC) velocity profile. The results demonstrate strong agreement between the pre-validation simulation and the experimental HiL test. The simulated battery current peaked at 132 A, while the experimental module current peaked at 126 A, remaining well within the module’s discharge limit of 1200 A. The State of Charge (SoC) decreased by approximately 12.5% in both simulation and experiment, resulting in a negligible 1% difference in energy consumption. The estimated driving range was 184 km in simulation and 183 km in the HiL test. Thermal analysis revealed that the module’s self-heating was negligible (< 3°C), with temperatures staying below 23°C, which is optimal for operation. The significance of this work lies in the successful experimental validation of the new battery module’s compatibility with the Renault Zoe. The study confirms that the battery operates safely within its electrical and thermal limits during standard driving cycles. Furthermore, the developed HiL test bench, which integrates cloud-based vehicle models with real-time hardware simulation, provides a flexible and accurate method for validating battery subsystems. This approach allows for the assessment of new battery technologies without requiring full-vehicle integration, thereby reducing development time and costs while ensuring safety and performance compliance.

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• dms validation