energies

Article
Development of a New Battery Management System
with an Independent Balance Module for
Electrical Motorcycles
Jeng-Chyan Muti Lin
Electrical Engineering Department, National Chinyi University of Technology, No. 57, Sec. 2, Zhongshan Rd.,
Taiping Dist., Taichung 41170, Taiwan; [email protected]; Tel.: +866-9-5333-8187; Fax: +866-4-2392-4505

Received: 3 July 2017; Accepted: 26 August 2017; Published: 29 August 2017

Abstract: Conventional balance modules are integrated with the battery management system (BMS)
and occupy a large area of the BMS system. In addition large balance currents generate high heating
rates and require heat dissipation mechanisms. This study proposes an independent structure for
the balance module. Specifically the balance module is removed from of the BMS and is integrated
with an off board charger. A new BMS structure is therefore created with a simplified BMS inside the
battery module and the heat dissipation requirement for the balance module could be easily met on
the charger side. The design, fabrication and test of this new type of BMS on a 72 V heavy electric
motorcycle application is detailed in the current work. The new BMS reduces the space and weight
required for the BMS in the e-motorcycle. Complexity in the battery module or on the EV side is
significantly reduced. The heat dissipation problem associated with the large balance current is also
resolved by moving the balance module to the charger end.

Keywords: battery management system (BMS); active balance; e-motorcycle

1. Introduction
Discrepancies in cell internal resistance and differences in cell capacity are common among cells
connected in series. Cell inconsistencies might lead to cell overcharging and overdischarging. Without
an effective balancing mechanism in the battery management system (BMS), the lifetime of battery
modules could be prematurely shortened and this could lead to catastrophic disasters [1,2]. The BMS
is therefore imperative for active or passive balance circuits to overcome the inconsistency problems
among serially connected cells.
Passive balancing methods and active balancing methods are two frequently adopted types of
balance method. In passive methods, low power resistors are used to shunt charging currents to
overcome the inconsistency among cells in series [3–5]. Due to the severe limitation of power ratings,
passive methods are slow and inefficient. If fast balance is needed, high resistors with high heat
generation are required with passive methods. High heat generation in the BMS necessitates costly
heat dissipation mechanisms within the BMS. With passive methods, if the inconsistency level is
high among cells, overcharging is unavoidable in practice. Overcharging has a negative effect on cell
lifespan, so if possible, any level of overcharging should be avoided. Overall passive methods have
low efficiency and are not suitable for large storage capacity applications.
Active balance methods equalize inconsistencies among cells in series by moving electrical energy
from higher state of charge (SOC) cells to lower SOC cells. References [5–8] used small capacitors
and inductors as storage medium to actively transfer electrons between neighboring cells. However,
usually the capacitors or inductors adopted in active balance schemes are small and the resulting
balance currents are small. Texas Instruments Inc. (Dallas, TX, USA) developed a PowerPump™

Energies 2017, 10, 1289; doi:10.3390/en10091289 www.mdpi.com/journal/energies

Energies 2017, 10, 1289 2 of 12
Energies 2017, 10, 1289 2 of 11

balance
PowerPump™IC which used two
balance IC MOSFETs
which used andtwo capacitors
MOSFETs to pump charges between
and capacitors to pump neighboring cells to
charges between
equalize cell inconsistencies with a balance current of less than 200 mA [9].
neighboring cells to equalize cell inconsistencies with a balance current of less than 200 mA [9].
By moving electrons between cells with high efficiency active balance methods are intrinsically
more efficient than passive balance methods. However, when electrical energy is transferred between
cells that are not in the immediate neighborhood, active methods could be inefficient. Existing active
balance
balance methods
methods work
work best
best for
for small numbers
numbers of cells in series. One more drawback of active methods
is the frequency of exchanging electrical energy is too high in most active methods. High frequency
of charging or discharging in lithium ion cells could accelerate the cell degradation rate. If the active
balance scheme
scheme isis not
not well
well planned,
planned,over
overdischarging
dischargingmight mightresult
resultfrom
from cells
cells with
with high
high levels
levels of
of inconsistency.
inconsistency.
Lin [10] adopted a global type active balance method with a large balance current to improve
the shortcomings of local type active balance methods. Figure Figure 1 is a schematic of a globally active
balance circuit. In Figure 1, the power source of the balance block is the 72 V charger and the balance
block is regulated
regulated byby aaforward
forwardconverter
converterwith witha a5 5V Voutput.
output. The
The balance
balance current
current cancan be large
be large if
if the
the
powerpower rating
rating of the
of the forward
forward converter
converter is islarge
largetoo.
too.AAforward
forwardconverter
converter module
module FEWS-6005.5B30
made by Danube (Kaohsiung, Taiwan) Taiwan) [11]
[11] isis adopted
adopted in inthe
thecurrent
currentstudy.
study.

Figure 1.
Figure 1. Globally
Globally active
active balance circuit.
balance circuit.

Figure 2 is the circuit of the adopted forward converter. In the forward converter circuit of Figure 2,
Figure 2 is the circuit of the adopted forward converter. In the forward converter circuit of Figure 2,
a transformer is used for voltage reduction and circuit isolation. This converter balances weak cells
a transformer is used for voltage reduction and circuit isolation. This converter balances weak cells
with a 6 A balance current with rated 85% efficiency. In Figure 1, any weak cell is selected by two
with a 6 A balance current with rated 85% efficiency. In Figure 1, any weak cell is selected by two opto
opto coupling type relays in the relay matrix. Since any cell in Figure 1 can be selected to be balanced
coupling type relays in the relay matrix. Since any cell in Figure 1 can be selected to be balanced
by the forward converter, this balance method is therefore a global type. This global type balance
by the forward converter, this balance method is therefore a global type. This global type balance
circuit selects the weak cell and transfers external energy until equalization among cells is reached.
circuit selects the weak cell and transfers external energy until equalization among cells is reached.
The MOSFET switch in Figure 1 is used to cut off charging process when any cell is overcharged. Six
The MOSFET switch in Figure 1 is used to cut off charging process when any cell is overcharged.
NXP BUL956R1-100E N-MOSFETs (NXP Semiconductors N.V., Eindhoven, The Netherlands) [12] in
Six NXP BUL956R1-100E N-MOSFETs (NXP Semiconductors N.V., Eindhoven, The Netherlands) [12]
parallel are adopted along with a RCD snubber to suppress voltage spikes while switching on and
in parallel are adopted along with a RCD snubber to suppress voltage spikes while switching on and
off. The schematic of the MOSFET switch is shown in Figure 3. The developed gloabal type balance
off. The schematic of the MOSFET switch is shown in Figure 3. The developed gloabal type balance
circuit has the advantages of larger balance current, shorter balance time, and higher efficiency. Table 1
compares the characteristics of the various balance methods.
Energies 2017, 10, 1289 3 of 12

circuit has the advantages of larger balance current, shorter balance time, and higher efficiency. Table 1
compares
Energies 2017,the characteristics of the various balance methods.
10, 1289 3 of 11
Energies 2017, 10, 1289 3 of 11

Figure 2. Schematic circuit of the forward converter [11].

Figure 2. Schematic circuit of the forward converter [11].

Figure 3. Schematic of the MOSFET switch in Figure 1.

Figure 3. Schematic
Figure 3. Schematic of
of the
the MOSFET switch in
MOSFET switch in Figure
Figure 1.
1.

Conventionally,
Conventionally, balancebalance circuits
circuits are
are built
built inside
inside the
the BMS.
BMS. However,
However, balance
balance circuits
circuits with
with large
large
Conventionally,
balance currents will balance
occupy circuits50%
about are of
built
the inside
BMS the BMS.
PCB area However,
and demand balance
activecircuits
heat with large
dissipation.
balance currents will occupy about 50% of the BMS PCB area and demand active heat dissipation.
balance
From currents will occupy about 50% of the BMS PCB area balance
and demand active heat dissipation.
From in-house
in-house experience
experience andand commercial
commercial casecase observation,
observation, balance modules
modules withwith large
large balance
balance
From
currentsin-house experience and commercial case observation, balance modules with large balance
currents inside the BMS require roughly the same amounts of electronic components to construct
inside the BMS require roughly the same amounts of electronic components to construct asas
currents
the inside the BMS require roughly the same amounts of electronic componentsbalance
to construct as
the rest
rest of
of the
the BMS
BMS circuits.
circuits. Therefore,
Therefore, the
the weight
weight and and space
space of
of the
the BMS
BMS PCB
PCB without
without balance module
module
theroughly
is rest of the BMS circuits. Therefore, the weight and space of the BMS PCBPCB. withoutorder
balancesimplify
module
is roughly 50% 50% ofof the
the original
original BMS
BMS PCB
PCB with
with balance
balance module
module inin the
the same
same PCB. In In order to to simplify
is roughly
the 50% of the original BMS PCB with balance module in the samethe PCB. Inby order to simplify
the BMS
BMS inside
inside thethe battery
battery module,
module, this
this study
study redesigns
redesigns the
the structure
structure ofof the BMS
BMS by separating
separating thethe
the BMScircuit
balance insidefrom
the battery
the BMS module,
and this study
integrating the redesigns
balance the structure
module with ofcharger.
a the BMSInby separating
the charger the
end,
balance circuit from the BMS and integrating the balance module with a charger. In the charger end,
balance circuit
problems from the BMS and integrating the balance module withthe a charger. In the charger end,
problems associated
associated withwith heat
heat dissipation,
dissipation, space,
space, andand complexity
complexity forfor the BMS
BMS with
with built-in
built-in balance
balance
problems
module associated with heat since
dissipation, space, and has complexity for the BMSand with built-in balance
module can can bebe easily
easily resolved
resolved since offoff board
board charger
charger has no no space
space limitation
limitation and has has aa built
built in
in fan
fan
module
for can
cooling. be
In easily
the resolved
following since
method off board
section, a charger
two-staged has no space
charging limitation
and balancingand has
method a built in fan
facilitated
for cooling. In the following method section, a two-staged charging and balancing method facilitated
foracooling.
by In the following method section, a two-staged is charging andThe balancing method facilitated
by a globally
globally active
active balance
balance module
module for
for the
the current
current study
study is explained.
explained. The new new BMS
BMS is is tested
tested onon an
an
by a globally
electrical active balance
motorcycle and module for results
experimental the currentare study is in
detailed explained.
Section The
3. new BMS
Finally, is testedare
conclusions on
electrical motorcycle and experimental results are detailed in Section 3. Finally, conclusions are
an electrical
drawn motorcycle and experimental results are detailed in Section 3. Finally, conclusions are
drawn in in the
the last
last section.
section.
drawn in the last section.
Table 1. Comparison of various balance methods.
Table 1. Comparison
Table 1. Comparison of
of various
various balance
balance methods.
methods.
Passive Balance Capcitor/Inductor Based Globally Active Balance Two Stage Charging and
Balance Method Passive Balance Capcitor/Inductor Based Globally Active Balance Two Stage Charging and
Balance Method [3–5] Active Balance [5–8] [10] Balancing [10]
[3–5]
Passive Balance Active Balance [5–8]
Capcitor/Inductor Based [10] Balance
Globally Active Balancing
Two Stage [10] and
Charging
Balance
When to Method
Balance Charging Charging/Discharging/Idle Charging/Discharging/Idle Charging/Discharging/Idle
When to Balance [3–5]
Charging Active Balance [5–8]
Charging/Discharging/Idle [10]
Charging/Discharging/Idle Balancing [10]
Charging/Discharging/Idle
Balance Current 200–500 mA 200–500 mA 3–10 A 3–12 A
Balance
When to Current
Balance 200–500
ChargingmA 200–500 mA
Charging/Discharging/Idle 3–10 A
Charging/Discharging/Idle 3–12 A
Charging/Discharging/Idle
Balance Target High Voltage Cell Neighboring Cells Low Voltage Cell Low Voltage Cell
Balance
BalanceCurrent
Target 200–500
High mACell
Voltage 200–500 mA
Neighboring Cells 3–10 A Cell
Low Voltage Low 3–12 A Cell
Voltage
Balance Efficiency
BalanceEfficiency
Target Low
High Voltage Medium Cells High Cell High Cell
Balance Low Cell Neighboring
Medium Low Voltage
High Low Voltage
High
Overcharged Possibility
Balance Efficiency Yes
Low Yes
Medium Yes
High No
High
Overcharged Possibility Yes Yes Yes No
Overcharged Possibility Yes Yes Yes No

2.
2. Methods
Methods
In
In order
order to
to improve
improve problems
problems of
of space,
space, cost
cost and
and heat
heat dissipation
dissipation associated
associated with
with the
the placement
placement
of
of the built-in balance module inside the BMS, this study divides a 72 V BMS into two subsystems:
the built-in balance module inside the BMS, this study divides a 72 V BMS into two subsystems:
aa 72
72 VV main
main control
control subsystem
subsystem and
and aa 72
72 VV balance
balance subsystem.
subsystem. Figure
Figure 22 is
is the
the developed
developed BMS.BMS.
As
As shown in Figure 2, 72 V main control subsystem is electrically connected with the 72
shown in Figure 2, 72 V main control subsystem is electrically connected with the 72 V
V lithium
lithium
Energies 2017, 10, 1289 4 of 12

2. Methods
In order to improve problems of space, cost and heat dissipation associated with the placement of
the built-in balance module inside the BMS, this study divides a 72 V BMS into two subsystems: a 72 V
main
Energiescontrol
2017, 10,subsystem
1289 and a 72 V balance subsystem. Figure 2 is the developed BMS. As shown 4 of in
11
Figure 2, 72 V main control subsystem is electrically connected with the 72 V lithium iron phosphate
(LFP) battery module
iron phosphate (LFP) in the vehicle.
battery module The
in separate 72 V
the vehicle. balance
The module
separate 72 V is integrated
balance withisthe
module charger
integrated
as indicated
with in Figure
the charger 4.
as indicated in Figure 4.

Figure 4.
Figure 4. Proposed BMS system.
Proposed BMS system.

2.1. 72
2.1. 72 V
V Main
Main Control
Control Subsystem
Subsystem
The main
The maincontrol
controlsubsystem
subsystemofofFigure
Figure 4 designed
4 is is designed to manage
to manage a 72aV/24
72 V/24 S LFP
S LFP battery
battery module
module and
and is based on a micro-control processor (MCU) PIC18F87K22 [13] (Microchip
is based on a micro-control processor (MCU) PIC18F87K22 [13] (Microchip Technology Inc., Chandler, Technology Inc.,
Chandler,
AZ, USA). AZ, USA). The
The control control measures
subsystem subsystemthe measures
voltagesthe andvoltages and temperatures
temperatures of the 24 LFPofcells,
the battery
24 LFP
cells, battery
module module
currents, andcurrents,
the speedandof the
the speed
vehicle. of The
the vehicle.
measured Thebattery
measured battery are
parameters parameters
shown and are
shown and stored in a built-in liquid crystal module (LCM) and SD card. A two-staged
stored in a built-in liquid crystal module (LCM) and SD card. A two-staged charging and balancing charging and
balancing
method method by
facilitated facilitated byactive
a globally a globally active
balance balance
module module is implemented
is implemented and isinexplained
and is explained in
details later.
details
A hybridlater.
SOC A estimation
hybrid SOCmethodestimation
[10] method
is employed[10] istoemployed to predictcapacity
predict remaining remainingwithcapacity with
confidence.
confidence. A protection relay consisted of N-type MOSFET is used for protection
A protection relay consisted of N-type MOSFET is used for protection purposes. An isolated RS-485 purposes. An
isolated RS-485 communication system is adopted to make bilateral
communication system is adopted to make bilateral connection with a Human Machine Interface connection with a Human
Machine
(HMI) Interface
computer for(HMI) computer
real-time for real-time
monitoring. monitoring.
The prototype of the The
72 V prototype of the 72is V
control subsystem control
shown in
subsystem is shown in Figure 5 with explanations of the
Figure 5 with explanations of the constituent circuits inside the photo.constituent circuits inside the photo.
The control subsystem measures the cell voltages through a matrix of LT 233 opto relays (Lextex
Technology Corp., Taichung, Taiwan) [14]. By selecting the right opto relay pairs, the cell voltage can be
measured by connecting the cell to one analog to 12 bits digital converter (ADC) every 10 nanoseconds.
The major advantage of this voltage measurement technique as shown in [15] is to preserve the high
degree of accuracy of each cell voltage measurement, within 10 mV, regardless of how many numbers of
cells are connected in series. The stack temperature is measured by a thermal resistance sensitive (TRS)
component with negative temperature coefficient (NTC) to prevent any high temperature situation.
Monitoring the stack temperature in real-time allows the control subsystem to take protection measures
before heat runaway occurs.
details later. A hybrid SOC estimation method [10] is employed to predict remaining capacity with
confidence. A protection relay consisted of N-type MOSFET is used for protection purposes. An
isolated RS-485 communication system is adopted to make bilateral connection with a Human
Machine Interface (HMI) computer for real-time monitoring. The prototype of the 72 V
Energies 2017, 10, 1289
control
5 of 12
subsystem is shown in Figure 5 with explanations of the constituent circuits inside the photo.

Figure
Figure5.5.72
72VVmain
main control subsystem.
control subsystem.

This investigation uses an ACS756 (Allergo Microsystems LLC, Worcester, MA, USA) [16] Hall
type current sensor for measuring the real-time current. The ACS756 is low in form factor, convenient
to use, and driven by a 5 V source. It can measure currents of up to 200 A. The relative error of
the ACS756 is 0.3% of the full scale. Accurate measurement of the battery current is important for
SOC prediction via a Coulomb counting method. Vehicle speed is measured by a WSH132 (Winson
Semiconductor Corp., Hsinchu, Taiwan) Hall sensor [17] and a permanent magnet which is rotated
with the vehicle wheel. When the magnet passes through the Hall sensor, the Hall sensor will generate
a high or 5 V signal to the MCU of the control subsystem. The frequency of the high signals is counted
and converted to speed of the vehicle accordingly.
The control subsystem measures and monitors cell voltage, cell temperature and module current.
When extreme conditions occur in the battery, the control subsystem conducts warning and protection
procedures. Estimation of SOC is also built into the control subsystem. In the current study a hybrid
method is used for LFP SOC estimation. The hybrid method divides the battery operation zone into
high, main and low SOC zones. The Coulomb counting method is employed in the main SOC zone
to overcome low differentiation between cell voltage and SOC of LFP. The electrical motive force
(EMF) correlation method is used in high and low SOC zones. In conjunction with a two-staged
charging method, the current hybrid SOC estimation method predicts battery SOC within 5% accuracy.
Battery and vehicle operation information is presented in the LCM for real-time monitoring purposes.
Operation data is stored in the embedded SD card for post-analysis purposes.
When charging, the control subsystem coordinates the balance module and controls the two-staged
charging process, as detailed in Figure 6, and serial charging and parallel charging stages can be
completed without overcharging any cell. Communication between the control subsystem and balance
module is enabled by an isolated two-way RS-485 IC (Analog Devices, Inc., Norwood, MA, USA) [18].
 zone into high, main and low SOC zones. The Coulomb counting method is employed in the main
SOC zone to overcome low differentiation between cell voltage and SOC of LFP. The electrical motive
force (EMF) correlation method is used in high and low SOC zones. In conjunction with a two-staged
charging method, the current hybrid SOC estimation method predicts battery SOC within 5%
accuracy.
Energies 2017,Battery
10, 1289 and vehicle operation information is presented in the LCM for real-time monitoring
6 of 12
purposes. Operation data is stored in the embedded SD card for post-analysis purposes.

Energies 2017, 10, 1289 6 of 11

When charging, the control subsystem coordinates the balance module and controls the two-
staged charging process, as detailed in Figure 6, and serial charging and parallel charging stages can
be completed without overcharging any cell. Communication between the control subsystem and
balance module is enabled by an isolated two-way RS-485 IC (Analog Devices, Inc., Norwood, MA,
6. Two-staged
Figure 6.
Figure Two-stagedcharging
chargingflowchart.
flowchart.
USA) [18].

2.2.
2.2. 72
72 V Balance Subsystem
V Balance Subsystem
This
This study
study separates
separates thethe balance
balance function
function from
from the
the BMS
BMS andand integrates
integrates the
the balance
balance module
module with
with
aa charger. Integrating the balance module with a charger can save space
charger. Integrating the balance module with a charger can save space and avoid and avoid the heat dissipation
the heat
needed inside
dissipation the battery
needed insidemodule. Figure
the battery 7 is a photo
module. Figureof7 the
is aseparate
photo ofbalance module
the separate identifying
balance moduleits
parts. The key
identifying itsofparts.
the balance
The key module
of theisbalance
the globally active
module is balance circuit,active
the globally whichbalance
consistscircuit,
of a matrix
whichof
opto relays as shown in Figure 1. A 72 V battery module consists of 24 LFP cells connected
consists of a matrix of opto relays as shown in Figure 1. A 72 V battery module consists of 24 LFP in series.
The
cellsbalance module
connected is electrically
in series. connected
The balance modulewith the battery
is electrically module. with the battery module.
connected

Figure 7.
Figure 7. 72
72 V
V balance
balance module.
module.

Electronic relays and forward converters are keys to the balance module in Figure 1. The balance
module selects the lowest voltage cell with the corresponding pair of electronic relays. Electricity
converted from the charger by the forward converter is injected into the selected weak cell one at a
time. One cell needs a pair of relays to select the cell. Isolated relays are required in the balance
module to turn on and off the balance power for the weak cell. An isolated opto relay LT 218 from
Energies 2017, 10, 1289 7 of 12

Electronic relays and forward converters are keys to the balance module in Figure 1. The balance
module selects the lowest voltage cell with the corresponding pair of electronic relays. Electricity
converted from the charger by the forward converter is injected into the selected weak cell one at
a time. One cell needs a pair of relays to select the cell. Isolated relays are required in the balance
module to turn on and off the balance power for the weak cell. An isolated opto relay LT 218 from
Letex Inc. (Letex Technology Corp., Taichung, Taiwan) [19] is adopted in the current study. The blance
source is supplied by the 72 V charger and charger output voltage is converted to 4.5 V by a forward
converter [11]. When one cell is selected by the balance module, this cell is charged by a constant
voltage mode with current ranges from 4 A to 6 A by design. When the balanced cell voltage reaches
the preset voltage limit of 3.65 V, the balance power is turned off immediately to avoid overcharging.
In the current study a 24 S battery module is divided into three groups and each group is balanced by
one forward converter. Therefore three cells are balanced simultaneously and the total balancing time
is reduced.

2.3. Two Staged Charging and Balancing Logic

This investigation designs a two staged charging and balancing logic. In the first stage, the charger
in Figure 1 charges the battery at I1 of 72 V and injects I2 at 4.5 V into the weak cell for equalization.
I2 switches among cells when balanced condition is triggered. Triggering balance conditions are set at
30 mV difference among cells in series connection. The first stage is terminated after a predetermined
high voltage state is exceeded. I1 is terminated and second stage takes control.
In the second stage, cells in series connection are charged one by one at I2 of 4.5 V as depicted in
Figure 1. Each cell is fully charged sequentially in the second stage. When all the cells in the battery
module are fully charged, second stage and also the charging process are terminated. With this
two staged charging and balancing logic, fully charged states are realized for each cell in the battery
module. Furthermore, overcharging is avoided completely.

3. Experiments and Results

A 72 V electric heavy motorcycle as shown in Figure 8 was designed and fabricated in the current
study to test the performance of the developed BMS. The current study utilizes the developed global
type active balance method [10] in developing a 72 V BMS. This 72 V BMS is controlled by an 8-bit
PIC18F87K22 MCU. This BMS possesses accurate measurement of cell voltages and practical estimation
of battery SOC. Data acquisition circuits were built in the main control subsystem to simplify testing.
The accuracy of the self-made acquisition system is thoroughly tested and compares with calibrated
high accurate instruments. Accuracies of measured parameters, voltages, currents and speeds, are all
within 1% of respective full scale.
The test platform in Figure 8 is composed of one complete electric motorcycle with a rear hub
motor of 72 V, a 72 V/60 Ah recycled LFP battery module, the main control subsystem electrically
connected with the battery module, a battery charger of 72 V, and an independent balance module in
the charger end. When charging the battery module with the two staged charging method, the balance
module is electrically connected to the main control system by 25 wires as balance conduits and RS-485
wire for communication between the main control subsystem and balance module. An electrically
isolated RS-485 IC is adopted to avoid electromagnetic interferences.
Recycled LFP battery cells are adopted in the current study to demonstrate the unique feature of
the developed balance method. The adopted LFP battery cells have a wide spread of characteristics.
Cell capacity varies from 9 Ah to 12 Ah and internal resistance varies from 1.5 mΩ to 4.5 mΩ.
For a 60 Ah module, six cells are connected in parallel and the average internal resistance for each
module is about 0.5 mΩ. The wide variation of the LFP modules in series poses great challenges for
any BMS’s balance capability. This study attempts to charge each module fully without overcharging
any module in series.
type active balance method [10] in developing a 72 V BMS. This 72 V BMS is controlled by an 8-bit
PIC18F87K22 MCU. This BMS possesses accurate measurement of cell voltages and practical
estimation of battery SOC. Data acquisition circuits were built in the main control subsystem to
simplify testing. The accuracy of the self-made acquisition system is thoroughly tested and compares
with calibrated
Energies high accurate instruments. Accuracies of measured parameters, voltages, currents
2017, 10, 1289 8 of 12
and speeds, are all within 1% of respective full scale.

Figure 8.
Figure 8. Charging
Charging platform
platform with
with independent
independent balance
balance module.
module.
Energies 2017, 10, 1289 8 of 11
The test platform in Figure 8 is composed of one complete electric motorcycle with a rear hub
3.1. Tests of a Two Stage Charging Method
3.1. Tests
motor of 72ofV,
a Two
a 72Stage
V/60Charging
Ah recycledMethod LFP battery module, the main control subsystem electrically
Tests of
connected thethe
with two stagemodule,
battery charging a methodcharger
battery developed of 72 by andthe ancurrent study were conducted in
Tests of the two stage charging method developed by V,the current independent balance
study were conducted module
in the in
the test
thetest platform
charger end. of Figure 8. The
When8. charging charging process
theprocess is monitored
batteryis monitored
module with by a LabView-based
the two stagedHMI HMI
charging developed
method,
platform of Figure The charging by a LabView-based developed for
for this
thethis study.
balance The results
module is are presented
electrically connectedin Figure
to the 9,main
where real-time
control system values
by 25of wires
24 cellasvoltages
balance
study. The results are presented in Figure 9, where real-time values of 24 cell voltages during the
during
conduits theand
charging charging
RS-485
process process
are wire for
plotted are plotted
versus versustime
communication
charging charging
between timemain
the
in seconds. in seconds.
control
Initially, Initially, the
subsystem
the maximum maximum
and
cell balance
voltage
cell voltage
module.
difference difference
An electrically of
of the battery the
isolatedbattery
is 360RS-485 is 360 mV before
IC is adopted
mV before charging.
charging.toInavoid In the
electromagnetic
the first first stage,
stage, after every after
interferences. every cell
cell reaches a
reaches a predetermined
Recycled LFP battery overcharged
cells are voltage,
adopted in first
the stage
current charging
study toends and
demonstrate
predetermined overcharged voltage, first stage charging ends and second stage charging begins. secondthe stage
unique charging
feature
begins.
of In In Figure
theFigure
developed 9, twenty
balance
9, twenty four peaks
fourmethod.
peaks near
The 3.6
near V 3.6
adopted VLFPcharacterize
battery
characterize thehave
the cells completion
completion a wide of
of thespreadthe second
second ofstage stagethe
and
characteristics.
and
the whole
whole
Cell charging
charging
capacity varies process.
process.
from 9The Thevoltage
Ah tovoltage
12 Ah difference
difference among
among
and internal thethe2424
resistance cells
cells stays
stays
varies smaller
smaller
from 1.5 mΩ than
than 20
to204.5
mV mV aFor
a few
mΩ. fewa
minutes
60 minutes after
Ah module, the
after the
sixwhole
whole
cells charging
arecharging
connectedprocess
process ends
endsas
in parallel indicated
asandindicated Figure
in Figure
the average 9. resistance for each module
9.
internal
is about 0.5 mΩ. The wide variation of the LFP modules in series poses great challenges for any BMS’s
balance capability. This study attempts to charge each module fully without overcharging any
module in series.

Figure 9. Results of the two-staged charging method.

Figure 9. Results of the two-staged charging method.

3.2. Discharging Tests

3.2. Discharging Tests
The discharging tests were conducted on the 72 V heavy electrical motorcycle shown in Figure 8.
The discharging
Battery tests wereparameters
and vehicle operation conductedwere
on the 72 V heavy
extracted by theelectrical motorcycle
main control shown
subsystem in Figure 8.
and recorded
Battery and vehicle operation parameters were extracted by the main control subsystem and
at 1 second intervals in the built-in SD card for post-processing. Figures 10–13 are the results recorded
for a
at 1typical
secondtestintervals
drive of in
thethe built-in SDover
e-motorcycle cardafor post-processing.
regular road in Taiwan.Figures 10–13
Figure 10 isare
thethe
cellresults
voltagefor
discharging history. Initially the maximum cell voltage difference among the 24 cells was about
20 mV and at the end the voltage difference was more than 530 mV as shown in Figure 10.
 Figure 9. Results of the two-staged charging method.

3.2. Discharging Tests

Energies 2017, 10, 1289
The discharging tests were conducted on the 72 V heavy electrical motorcycle shown in Figure9 8.
of 12
Battery and vehicle operation parameters were extracted by the main control subsystem and recorded
at 1 second intervals in the built-in SD card for post-processing. Figures 10–13 are the results for a
a typical test drive of the e-motorcycle over a regular road in Taiwan. Figure 10 is the cell voltage
typical test drive of the e-motorcycle over a regular road in Taiwan. Figure 10 is the cell voltage
discharging history. Initially the maximum cell voltage difference among the 24 cells was about 20 mV
discharging history. Initially the maximum cell voltage difference among the 24 cells was about
and20atmV
theand
endatthe
thevoltage
end the difference was more
voltage difference than
was 530
more mV530
than as mV
shown in Figure
as shown 10. 10.
in Figure

Figure 10. Discharging cell voltage histories.

Figure 10. Discharging cell voltage histories.

Figure 11 shows the voltage and current histories for the main battery. The complete trip takes
about 3 h and 47 min before undervoltage is approached. The average power consumption of the hub
wheel motor is about 3.9 kW, obtained from multiplying the battery voltage and current and taking
average over the complete trip. Figure 12 shows vehicle speed and accumulated mileage histories for
the trip. Average speed of the trip is about 40 km/h and the total mileage of the trip was 111.2 km.
Figure 13 presents the battery voltage, accumulated mileage, and SOC histories. The initial SOC
after two-staged charging is 100%. After driving or discharging for 3 h and 27 min, the SOC drops
Energies 2017, 10, 1289 9 of 11
from 13.5% to 10%.
The abrupt
Figure change
11 shows theof SOC isand
voltage implemented by thefor
current histories hybrid SOCbattery.
the main estimation
The method
complete adopted
trip takesby
the current
about 3 h and study. Since
47 min the condition
before undervoltageof switching from aThe
is approached. Coulomb
averagecounting method to anofEMF
power consumption the
correlation method is met, SOC is switched according to the EMF value at
hub wheel motor is about 3.9 kW, obtained from multiplying the battery voltage and current andthat transition point.
This hybrid
taking averageSOC method
over is therefore
the complete capable12ofshows
trip. Figure adapting to cell
vehicle inconsistencies
speed or cell
and accumulated aging.
mileage
Calibration
histories for of
thethe
trip.cell capacity
Average fadeofisthe
speed also
tripallowed
is aboutin40such
km/hstructure. A detailed
and the total mileage description
of the trip wason
the developed
111.2 km. hybrid SOC method is under preparation for publication.

Figure
Figure 11.
11. Histories
Histories of
of battery
battery voltage
voltage and
and current.
current.
 Figure 11. Histories of battery voltage and current.

Energies 2017, 10, 1289 10 of 12

Figure 11. Histories of battery voltage and current.

Figure 12. Histories of vehicle speed and accumulated mileages (ODO).

Figure 13 presents the battery voltage, accumulated mileage, and SOC histories. The initial SOC
after two-staged charging is 100%. After driving or discharging for 3 h and 27 min, the SOC drops
Figure
Figure 12.
12. Histories
Histories of
of vehicle
vehicle speed
speed and
and accumulated
accumulated mileages
mileages (ODO).
(ODO).
from 13.5% to 10%.
Figure 13 presents the battery voltage, accumulated mileage, and SOC histories. The initial SOC
after two-staged charging is 100%. After driving or discharging for 3 h and 27 min, the SOC drops
from 13.5% to 10%.

Figure
Figure 13.
13. Histories
Histories of
of accumulated
accumulated mileages,
mileages, SOC and accumulated
SOC and accumulated Ah.
Ah.

3.3. Range Extension Benefits of Two-Staged Charging and Balancing Method

The second Figure
stage of13.the
Histories of accumulated
developed method mileages,
can fullySOC and every
charge accumulated Ah.could have range
cell and
extension benefits. Charging tests with the second stage and without the second stage are conducted,
respectively, discharging with the same 72 V e-motorcycle platform. Test results are summarized in
Table 2, where the first two tests charge the main battery without the second stage and the battery only
accepts 45.1 Ah and 43.7 Ah, both close to 70% of the battery’s full capacity. The driving ranges for
these two cases are 86.4 kM and 85.59 kM, respectively.

Table 2. Discharging results for three sets of conditions.

Cell Voltage Difference

Mode Charging Strategy Accumulated Ah Mileage
after Discharging
Charging Charging in Series 45.1 Ah - 25 mV
Discharging - 43.4 Ah 86.4 Km 438 mV
Charging Charging in Series 43.7 Ah - 22 mV
Discharging - 42.1 Ah 85.59 Km 546 mV
Charging Charging in Series + Cell Charging one by one 60 Ah - 23 mV
Discharging - 57.9 Ah 114.2 Km 448 mV

The third test in Table 2 adopts second stage charging and 60 Ah is injected into the main battery.
The driving range of this case is 114.2 kM and 57.9 Ah is discharged before the low voltage is reached.
Close to 28 kM of driving range is gained if the complete two-staged charging is implemented. In other
words, the developed two staged charging method has range extension benefits.
Energies 2017, 10, 1289 11 of 12

It is noticed in the first two tests of Table 2 that the cell voltage inconsistency or difference
deteriorated if the second stage of charging is not implemented. If the second stage of charging is
implemented, the cell voltage inconsistency could be improved as shown in the third case of Table 2.
Since cell voltage inconsistency greatly affects battery efficiency, two staged charging is therefore
capable of enhancing battery efficiency by reducing voltage inconsistency.

4. Conclusions
This study successfully builds a 72 V BMS by separating a globally active balance module from
the BMS. The remaining BMS or main control subsystem is electrically connected with the main battery
module inside a 72 V motorcycle to measure cell operation parameters, protect cells from extreme
operation limits, and extract and monitor vehicle power parameters. An independent globally active
balance module is placed on the charger side. Without the limitation of restricted space in the battery
module, the separate balance module can balance cells with large balance currents to accelerate the
balance speed since heat dissipation is easy to implement outside the battery module. A two stage
charging method based on the globally active balance circuit is shown to charge every cell in series
connection to its full state without suffering any degree of overcharging. Range extension benefits of
the two stage charging method are also verified in test drives. Cell inconsistency-related efficiency
problems are alleviated greatly with the developed independent globally active balance module.

Acknowledgments: The author would like to gratefully acknowledge the supports from Taiwan Ministry of Science
and Technology under the contract numbers: NSC102-2622-E-167-012-CC3 and MOST103-2622-E-167-009-CC3.
Conflicts of Interest: The current author declares no conflict of interest.

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