i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 4 2 ( 2 0 1 7 ) 1 9 4 9 6 e1 9 5 0 3

Available online at www.sciencedirect.com

ScienceDirect

journal homepage: www.elsevier.com/locate/he

Battery dynamic energy model for use in electric

vehicle simulation

Kawtar Benabdelaziz*, Mohammed Maaroufi

Department of Electrical Engineering, Mohammed V University, Mohammadia School of Engineers, Rabat, Morocco

article info abstract

Article history: The majority of work carried out around battery models is partly motivated by vehicle
Received 27 February 2017 simulation. Specifically, for electric vehicle simulation, some characteristics of the battery
Received in revised form require more attention while others can be simplified, thus distinguishing dynamic models
20 May 2017 for battery system simulation slightly and requiring different tools. In this paper, we
Accepted 22 May 2017 propose a dynamic battery model that accounts for changes in temperature and can be
Available online 12 June 2017 integrated in electric vehicle simulation for testing purposes by computer simulation.
Possibilities shown open the door for extensions of the model according to the needs, using
Keywords: the bond graph formalism and Matlab/Simulink. Comparison with other literature data
Dynamic model and experiment made on electric vehicle show the accuracy and the efficiency of this
Batteries approach.
Bond graph © 2017 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.
Matlab Simulink
Electric vehicle
Simulation

the development of hybrid-electric vehicle applications. In-

Introduction
Interest in electric vehicles has grown in recent years as a
solution for reducing CO2 emissions and fossil energy
dependence. Automakers are therefore seizing this new
market and offering more efficient but considerably more
expensive models. These costs are directly related to battery
technology, which alone accounts for 1/3 of the cost of the
vehicle [1,2]. Batteries in fact have a limited lifetime which
makes their use subject to many constraints. Several factors
come into play in this issue: temperature, charge/discharge,
number of charge/discharge cycles, driver behavior, etc.
Simulating and validating the performance envelope of
advanced battery packs for electric vehicles is important for
vehicle testing of battery packs can be lengthy and expen-
sive: this is where simulation comes into play. It allows us to
predict the behavior of the system under several operating
conditions and reduce the number of tests to provide an
analysis for a battery pack in real world driving conditions.
Several battery models exist in the literature, ranging from
electrochemical models to fully electrical models and several
combinations of different methods. Shafiei, Momeni, and
Williamson [3] summarize and categorize different battery
models with focus on vehicular applications: electrochemical
models, stochastic models, analytical models, electrical cir-
cuit models (Thevenin-based models, impedance-based
models and runtime-based models.) We can group the

* Corresponding author.
E-mail addresses: kawtarbenabdelaziz@gmail.com (K. Benabdelaziz), Maaroufi@emi.ac.ma (M. Maaroufi).
http://dx.doi.org/10.1016/j.ijhydene.2017.05.165
0360-3199/© 2017 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.
 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 4 2 ( 2 0 1 7 ) 1 9 4 9 6 e1 9 5 0 3
models into three main categories: electrochemical, mathe-
matical and electrical. Electrochemical models are widely
used for optimizing the design of the electrodes and the
electrolyte as they deal with chemical reactions at the
microscopic level of the battery cell. The challenge is the
models' slow computation time as it involves differential
equations, complex nonlinear and specific information on the
chemical properties of the battery which requires long and
difficult investigation to obtain.
Mathematical models use mathematical methods such as
stochastic approach or empirical equations to predict system
behavior levels in terms of efficiency, capacity or autonomy
which are needed by battery designers. The downside of these
abstract models is that they do not provide currentevoltage
information for the battery which is important for simulation
and optimization. The results are inaccurate with an error
margin between 5% and 20%.
Electric models on the other hand have a lower error
margin of 1% up to 5%. They juggle between electrochemical
and mathematical models using equivalent electrical models
and by combining the sources of voltage, resistance and ca-
pacity. These models are more intuitive for electricians,
practical and easy to handle and implement in circuit simu-
lation. Many models exist that can be divided into three main
groups: The Thevenin models, impedance models and per-
formance models.
The Thevenin model assumes that the open-circuit
voltage is constant and the battery is modeled as a series
combination of the voltage source, a series resistance, and a
parallel combination of a capacitor and a resistor. The same
is for the impedance based models. The Impedance spec-
troscopy is used to fit a complicated equivalent network to
measured impedance spectra in order to validate the time
constants found in the Thevenin models. Increasing the
number of parallel RC networks can increase the accuracy of
the predicted battery response but prediction errors for
estimating run time and SOC tend to be high. These models
are then accurate only for a fixed SOC and temperature
setting [4].
In Runtime-based electrical models, the continuous or
discrete-time implementations are used to simulate battery
runtime and dc voltage response in SPICE-compatible simu-
lations for constant current discharges. But as the load cur-
rents vary, inaccuracy increases [5].
In most cases it is a combination of these three that pro-
vides a model that brings together the advantages of each
[5e7]. Most of the work carried out around power system
simulation use electric models whether for fuel cell, super-
capacitor, lead-acid or lithium ion batteries [8e10].
Based on all the literature presented in the upcoming
section, the work detailed in this paper is the development of
a dynamic model of a traction battery for the simulation of
hybrid-electric vehicles. A dynamic simulation is set up to
verify the performance of the developed battery model and
the results of simulations carried out to observe changes in
battery output characteristics under different charging/dis-
charging, temperature and cycling conditions. Finally, a
comparison with data obtained by several studies realized by
different authors will validate the model.
19497
Background
Representing the inner interactions within a battery in the
form of an electrical network has been commonly used by
many researchers. Ceraolo [11] proposes a third-order model
formulation and a particular implementation that shows a
good compromise between complexity and accuracy, a dy-
namic battery model lead using modeling equivalent circuits.
This approach allowing for the output variables satisfactory
system has been widely studied in the literature. However, it
does not allow to analyze the effects on the different chemical
components of the battery. Another example is the work of
Lijun Gao, Shengyi Liu, and Roger A. Dougal [12] who propose a
model coded according to the resistive companion method. It
approximates all electro-chemical and electro-thermal pro-
cesses as uniform throughout the entire battery and ignores
all spatial variations of concentrations, phase distributions
and potentials. It is coded specifically for use in the Virtual
Test Bed computational environment. The model deviates
from the experimental data at low temperatures and at high
discharge rates, using mostly discharge data; and its validity
for representing charging processes is unknown. Additionally,
Chen and Rinco  n-Mora [13] create a simplified extracted
electrical battery model ignoring self-discharge, cycle num-
ber, and temperature to predict runtime and IeV perfor-
mance. In other work by Mischie and Stoiciu [14] the dynamic
model takes into account the changes in the received or
delivered battery current.
Regarding the electric vehicle application, Tremblay, Des-
saint, and Dekkiche [15] developed a battery model that can be
applied to dynamic simulation software. The simulation
model uses only the battery state-of-charge (SOC) as a state
variable in order to avoid the algebraic loop problem on
simulation tools. Kroeze and Krein [5], on the other hand,
present a multiple time-constant battery model for use in
dynamic electric vehicle simulations for predicting SOC, ter-
minal voltage, and power losses of different type of batteries.
So did Erdinc, Vural and Uzunoglu [6] with their dynamic
model of lithium-ion battery developed with MATLAB/Simu-
link and that allows to observe the changes in battery terminal
output voltage under different charging/discharging, tem-
perature and cycling conditions. In Ref. [5], the battery ter-
minal voltage variation was calculated by taking into account
transient and steady state behavior of internal resistance of
the battery with respect to SOC for a dynamic battery model
for hybrid vehicles.
In this work, we focus on electrical dynamic models.
Instead of considering the individual components of the
battery or only its behavior as seen from the terminals, a
different approach is adopted that consists of modeling the
energy flow absorbed and delivered by the battery. This
model will not only analyze the electrical and thermal
behavior of the battery during charging and discharging, but
can also be integrated later in as an independent block on a
hybrid-electric vehicle dynamic model to be assembled in
the desired configuration and will assist with appropriate
design of the battery in vehicle operation and system
analysis.
19498 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 4 2 ( 2 0 1 7 ) 1 9 4 9 6 e1 9 5 0 3
Simulation tools
The bond graph representation was first devised by Henry M.
Paytner in the 1960s and further developed by Karnopp,
Rosenberg and Thoma [16]. It is now widely used in the field of
mechatronics and by several major companies: PSA, EDF,
Thomson, CEA, Renault, Ford, Toyota, General Motors, etc.
The bond graph is a graphical tool of power transfer within a
system. The power and energy being factors common to all areas,
it can be applied to any field of physics whether linear, nonlinear,
continuous, sampled, digital, electronic, hydraulic, mechanical,
thermal etc. and makes possible the interaction between them.
The major interest in the use of bond graphs is the repre-
sentation of energy transfer and thereafter the extraction of
mathematical model. It is a complement to conventional
methods that allows the acquisition of qualitative and quan-
titative information about the energy aspect of the system.
The use of bond graphs in modeling traction batteries fo-
cuses on mechanisms of energy generation, storage, and
dissipation [10e14]. The first significant instance was by Kar-
nopp [13] in a study of electrochemical energy storage,
modeled using the bond graph technique. All these models
combine between the electrical and electrochemical models
as a bond graph is the simplest tool to represent different
areas of physics. It also allows the integration of the model
into other more complex and multidisciplinary ones such as
vehicles with all the components, namely, engine, clutch, gear
box, chassis, and power system. Chemical reactions of the
battery can be converted into forms of resistances and ca-
pacity, the electric model remains the most appropriate and
simplest to analyze electrical properties of the battery.
Simulink, an extension of Matlab software, is used exten-
sively in academia and industry to represent mathematical
functions in the form of diagram blocks. Although other soft-
ware is available to directly use bond graphs, Simulink is more
appealing when it comes to in depth analysis of the physical
and dynamic concepts that are involved in the system.
The method to go from Bond graph to MATLAB/Simulink
for mechanical and electrical systems is detailed in Refs.
[17,18]. It is also possible to use the bond graph library in
Simulink as stated in Ref. [19] but we opted for the detailed
method in order to retrieve and view the parameters of in-
terest as needed for the simulation.
Modeling and representation of the battery
To model the battery, it is essential to understand its energy
behavior. Dissipative phenomena and the particular behavior
related to internal chemical energy storage must be taken into
account.
This will lead to the bond graph based electrical model
using nonlinear equation to translate the electrochemical
reactions.
Building the bond graph model
A battery is an electrochemical cell assembly that converts
stored chemical energy into electrical energy. The cells are
connected to create an electric generator. These cells consist
essentially of a current collector, a separator, an electrolyte in
which are immersed two electrodes: a negative electrode
(anode) and a positive electrode (cathode). The electrical po-
tential is produced by redox reactions between the cathode
and the anode. Indeed, during these reaction, there is an ex-
change of electrons between the two electrodes.
When a load is applied through the electrodes, an electric
current (im) responsible for the voltage (Ubat) is established
which creates the chemical modification responsible for the
potential difference. This is the discharge process. During this
discharge the positive electrode undergoes reduction: it con-
sumes the electrons released by the negative electrode. Dur-
ing charge the reverse occurs. The electrolyte acts as the
internal circuit that allows ions to move. The current collector
serves to conduct current between the electrodes and the
separator, when the electrolyte is solid, prevents the elec-
trodes from touching to avoid creating a short circuit [20].
The proposed model is illustrated in Fig. 1. The aim is to
build a battery block that highlights the energy interaction
between the battery and the external world according to the
internal interactions and its parameters. As shown in Fig. 1,
the battery exchanges thermal and electrical energy with
other system by means of temperature, voltage and charging/
discharging current. On the other hand, the entropy flow ds/dt
is directly related with the open-circuit voltage Em0 of the
battery. From the combination of bond graph with dynamic
equation, it is possible to extract several pieces of information
including parasitic voltage and current, temperature of the
electrolyte (T), state of charge (SOC) and depth of charge
(DOC).
The model of Thevenin improved and the equivalent bond
graph presented in Fig. 2 include a parasitic branch with a
resistance Rp, an internal resistance R2 and a capacitor Ce in
series with the voltage source.
Model parameters formulation
The use of the bond graph method allows to ignore the
mathematical equations and to focus only on elements that
govern the links between the components. To find the
analytical functions able to reproduce the typical behavior of
the elements of Fig. 2, a large amount of lead-acid battery data
have been processed to be computed based on experimental
battery tests in Ref. [11]. Based on the electric equivalent
Fig. 1 e Block diagram of the battery model.
 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 4 2 ( 2 0 1 7 ) 1 9 4 9 6 e1 9 5 0 3 19499

The temperature of the electrolyte changes from one point

to another. However, an average can be regarded according to
the following equation:

T ¼ Ps Rt þ Ta =1 þ Rt Ct (6)

where Ct is the battery thermal capacitance Rt is thermal

Fig. 2 e Electrical representation and its corresponding
bond graph.
chosen in this paper, these analytical functions are reported in
this paragraph.
The main reversible cell reaction is represented by the
main branch which contains the electromotive force Em. The
OCV (open-circuit voltage) Em0 between the two electrodes of a
battery is also called electromotive force. The voltage of the
battery does not have a linear behavior but depends on the
temperature T of the electrolyte and the battery state of
charge SOC as shown on Eq. (1):
resistance between the battery and its environment, Ta is the
ambient temperature, Ps is source thermal power, i.e., the heat
that is generated internally in the battery.
As for the SOC, it is an indicator of the maximum capacity
that the battery is able to deliver at a given temperature while
the DOC (depth of charge) indicate the actual value of the
constant discharge current I, both expressed in percentage:
.
SOC ¼ 1  Q e C0 ð1  T=TF ÞE
h   * d i. (7)
DOC ¼ 1  Q e 1 þ ðKc  1Þ im i C0 ð1  T=TF ÞE
We define causality as the causal relationship that con-
nects the two components A and B (see Fig. 4) [22]. Once
defined causality (Fig. 5), we can extract the mathematical
relations systems as shown in Figs. 3 and 6.

Em ¼ Em0  KE ð273 þ TÞð1  SOCÞ (1) From bond graph to simulink

During the charging process, the stored load Qe is the in-
tegral of the charging current entering the battery: Now that the bond graph and mathematical model have been
built, expanding the block diagram model will be following the
Z
Q e ðtÞ ¼ im ðtÞ dt (2) logic established in Ref. [16].
The first step is to set the output/input systems according
Side reactions inside the battery are represented by the to affected causalities. For example, a causality derived
parasitic current ip depending on both internal and external
temperatures of the battery and where TF is the electrolyte
freezing temperature, VPN, GP0,VP0 and AP are constant for a
particular battery referring to the parasitic reaction branch
of the electric equivalent. The exponential term in this
equation gives an idea of the nonlinear character of the
behavior of the battery that matches the Tafel gas-
singecurrent relationship:
 
ip ¼ VPN Gp0 exp VPN =VP0 þ Ap ð1  T=TF Þ (3)

The impedance of the battery, the results of chemical re-

actions that induce the electrochemical double layer phe-
nomenon and diffusion phenomena and ohmic losses [21] are
represented by the terms C1 and R1 parallel and R0. They
simulate the dynamic behavior of the battery and which de-
pends on the state of charge of the battery, the temperature of
the electrolyte and constants parameters referring to the main
branch of the electric equivalent:

R0 ¼ R00 ½1 þ A0 ð1  SOCÞ
R1 ¼ R10 lnðDOCÞ (4)
C1 ¼ t1 =R1
Fig. 3 e Detailed bond graph representation.
The storage of energy within the battery is represented by
the total battery capacity Ce and R2 which are a function of
discharge current and temperature of the electrolyte T, the
electrolyte freezing temperature TF and the parameters of the
battery Kc, Ke and C0.
   
R2 ¼ R20 exp½A21 ð1  SOCÞ
. 1 þ exp A22 Im I*
(5)
Ce ¼ C0 Kc ð1  T=TF ÞE Ke T Fig. 4 e How the bond graph causality translated into
simulink block.
19500 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 4 2 ( 2 0 1 7 ) 1 9 4 9 6 e1 9 5 0 3

Table 1 e Parameters referring to the battery thermal

model.
Parameters Value
CT 12 kJ/ C
RT 1.1  C/W

Table 2 e Parameters referring to the main electric branch

of the battery.
Parameters Value
Em0 2.165 V
KE 0.782 mV/ C
R00 1.810 mU
Fig. 5 e Effort and flux direction according to the causality. R10 0.386 mU
A0 0.056
R20 15 mU
A21 8

Table 3 e Parameters referring to the parasitic reaction

branch.
Parameters Value
Ep 1.95 V
Vp0 0.1
Ap 2

Table 4 e Parameters referring to the battery capacity.

Parameters Value
C0 404.7 Ah
Kc 1.098
Fig. 6 e Simulink block corresponding to the bond graph TF 35  C
E 0.468
battery representation.
d 1.8

resistance will be entered as the flux and output effort ac-

cording to the relationship e ¼ f*B.
Secondly, we expand all the links in flux signal and bilat-
eral effort linked by junctions 0 and 1 (Fig. 5). Junction 0 will be
modeled by a summation element for the flow and a node to
distribute the effort. Junction 1 is represented by a signal-node
for the flows and a summation for the efforts. The sign in
equations depend on the direction of the arrow. At this point,
we obtain a readily transposable complete block diagram in
Simulink bypassing the creation of a specific library. The
causal model of the battery and the corresponding Simulink
model is shown in Figs. 5 and 6.
Simulation and results
To validate the dynamic model of the battery, we compare the
results with those in Ref. [11] using the same parameters of
the battery (see Tables 1e4) and with applying the same
voltage and current for both charge and discharge.
The work Carried out by Massimo Ceraolo in Ref. [11] is
about modeling the electrochemical batteries for the use of
the electrical engineer, in particular for the analysis of
electrical systems with batteries by the implementation of the
third-order model. The behavior of the proposed models is
compared with results obtained with extensive lab tests on
different types of batteries. Some of the parameters can be
taken as constant for all the batteries built with the same
technology. Also, Ceraolo results have been concluded under a
constant electrolyte temperature while in this paper, the
evolution of the electrolyte temperature under different
charging current will be shown.
Simulation results are obtained by the implementation of
the model in Fig. 6 on MATLAB/Simulink. The Matlab/Simu-
link model obtained by the bond graph method is shown on
Fig. 7. The digital experience offered in this section is intended
to analyze the battery performance during the charging or
discharging under conditions of different temperatures.
Discharge and charge of the battery
We apply a discharge voltage 1.75 V and 58 A of load current
for a period of 8.6 h followed by a period when the current is
zero on a battery whose characteristics are listed in Tables 1e4
The result of simulating the discharge of a fully charged
 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 4 2 ( 2 0 1 7 ) 1 9 4 9 6 e1 9 5 0 3 19501

Fig. 7 e Matlab/Simulink model obtained by bond graph method.

battery under a temperature of 18  C in Fig. 8 is close to that

obtained in Ref. [11] under an unknown temperature.
When charging, the simulation results obtained in Fig. 9
are similar the results obtained in Ref. [11] during a charging

Fig. 8 e Battery voltage response curve during discharging

condition: simulation results of the proposed model
(points), simulation results and measured data given in
Ref. [11] (line).

Fig. 9 e Battery voltage response curve during charging

condition: simulation results of the proposed model (dash), Fig. 10 e The change in battery during discharging process
simulation results and measured data given in Ref. [11] at different temperatures. (a) Battery voltage change (b)
(line). State of charge change.
19502 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 4 2 ( 2 0 1 7 ) 1 9 4 9 6 e1 9 5 0 3

Fig. 11 e Temperature of the electrolyte versus SOC for an Fig. 13 e Variation of the temperature of the electrolyte
ambient temperature of 18  C. under different charging current.

process of the fully discharged battery with a current of Table 5 e Specifications of the electric vehicle battery.
53 Amps.
Parameters Value

Effect of temperature and charging current Battery voltage 400 V

Number of cells 192
Number of modules 12
We tested the response of the battery at different tempera-
Capacity 26 kWh
tures. The results of this simulation are shown in Fig. 10. For Material Lithium ion
the same battery subjected to different temperatures (0, 18
and 60  C), the same power and the same discharge current
followed by a period where the current is zero, we obtained
different results of output voltage and charging status.
The influence of the ambient temperature on the battery is
clearly in evidence. In Fig. 10 we notice that the battery sub-
jected to very low temperatures (0  C) discharges faster than a
battery subjected to a temperature of 60  C the more deeply a
battery discharges, the faster it ages [20]. Fig. 11 shows the
electrolyte temperature rise while the battery is charging.
Fig. 12 illustrates the rise of the electrolyte temperature while
the battery is charged at a current of 53 A. We observe that for
a cold temperature (0  C), the temperature rise rapidly. On the
other hand, a high charging current, even if it helps to rapidly
Fig. 14 e Comparison of simulated and measured
charge the battery, compromises the battery's health or
temperature of the electrolyte during charge under a
soundness regarding the quick rise of temperature as seen in
constant ambient temperature.
Fig. 13.
We also conducted a first draft experiment on an electric
vehicle batteries. The electric vehicle is powered by a 26 kWh the model simulation to the new parameters shown in Table 5
battery and we used an On Board Diagnostics tool that we and compared the simulation results to the data acquisition.
connected to the vehicle to extract the values of the temper- The ambient temperature has been kept constant by charging
ature of the electrolyte during the charge process. We adapted the vehicle indoor. The model is checked during the charge
process. The comparison of measured and simulated voltage
for a 32 A charge (at a 22 kW charging station for the vehicle)
and its effect on the electrolyte temperature is shown in
Fig. 14.

Conclusion

By combining electrical modeling and the bond graph method,

Fig. 12 e Variation of the temperature of the electrolyte
under different ambient temperatures.
the complex and nonlinear behavior of a battery has been
developed. The objective of this paper was to propose a simple
yet effective model that can be easily integrated to vehicle
simulation and highlights the most important variation in
battery parameters, specially the electrolyte temperature. Our
contribution has allowed us to exploit advantages of both
 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 4 2 ( 2 0 1 7 ) 1 9 4 9 6 e1 9 5 0 3
used approaches. We executed simulations on Matlab/Simu-
link to analyze the results and have been able to validate the
model against results obtained in similar and comparable
studies by other researchers. Also, experience shows that the
model can truly reflect the dynamic outputs both for thermal
and electrical characteristics of batteries. The results show
the effect of ambient temperature change on the energy
delivered by the battery means on the voltage and on the SOC,
as well as the effect of ambient temperature and charging
currents on electrolyte temperature which induces neces-
sarily a long-term effect on its life and illustrate the effec-
tiveness of the model under different operating conditions.
Thus, this work is relevant to use in computer simulation
for electrical engineer to study the battery behavior under
different operating conditions, to estimate the state-of-charge
and the battery temperature, to develop management of sys-
tems containing electrochemical batteries, or for the battery
monitoring and diagnostics.
Hence, the future works will cover the modeling of the rest
of the system, namely the mechanical part and the motor part
of the vehicle where the verified model of the battery will be
integrated. The continuity of this work by the combination of
Bond graph methodology and Matlab/Simulink will enable to
solve implementation issues for vehicle dynamic simulation.
This will be done by a comparison with the existing electric
vehicle and by extracting the necessary parameters to the
simulation and implementing a driving cycle based on real use.
Acknowledgment
The authors would like to thank the Research Institute for
Solar Energy and New Energies (IRESEN) and The German
Agency for International Cooperation (GIZ) for valuable con-
tributions during the preparation of this paper.
references
[1] Dell RM, Moseley PT, Rand DAJ. Towards sustainable road
transport. In: Towards sustainable road transport; 2014.
p. 157e92.
[2] Schott B, Püttner A, Müller M. The market for battery electric
vehicles. Adv Batter Technol Electr Veh 2015:35e54.
[3] Shafiei A, Momeni A, Williamson SS. Battery modeling
approaches and management techniques for plug-in hybrid
electric vehicles. Veh Power Propuls Conf (VPPC) 2011 IEEE
2011:1e5.
19503
[4] Schweighofer B, Raab KM, Brasseur G, Member S. Modeling of
high power automotive batteries by the use of an automated
test system, vol. 52; 2003. p. 1087e91. no. 4.
[5] Kroeze RC, Krein PT. Electrical battery model for use in
dynamic electric vehicle simulations. 2008 IEEE Power
Electron Spec Conf 2008:1336e42.
[6] Erdinc O, Vural B, Uzunoglu M. A dynamic lithium-ion
battery model considering the effects of temperature and
capacity fading. 2009 Int Conf Clean Electr Power ICCEP
2009;2009:383e6.
[7] Wijewardana S, Member-iesl SW. New dynamic battery
model for hybrid vehicles. Int J Emerg Technol Adv Eng
2014;4(4):622e31.
[8] Beltr F. A new approach to battery powered electric vehicles:
a hydrogen fuel-cell-based range extender system. Int J
Hydrogen Energy 2016:1e12.
[9] Benyahia N, Denoun H, Zaouia M, Rekioua T,
Benamrouche N. Power system simulation of fuel cell and
supercapacitor based electric vehicle using an interleaving
technique. Int J Hydrogen Energy 2015:1e9.
[10] Mokrani Z, Rekioua D, Rekioua T. Modeling, control and
power management of hybrid photovoltaic fuel cells with
battery bank supplying electric vehicle. Int J Hydrogen
Energy 2014:15178e87.
[11] Ceraolo M. New dynamical models of lead-acid batteries.
IEEE Trans Power Syst 2000;15(4):1184e90.
[12] Dougal RA. Dynamic lithium-ion battery model for system
simulation. IEEE Trans Compon Packag Technol
2002;25(3):495e505.
[13] Chen M, Rinco  n-Mora GA. Accurate electrical battery model
capable of predicting runtime and IeV performance. IEEE
Trans Energy Convers 2006;21(2):504e11.
[14] Mischie S, Stoiciu D. A new and improved model of a lead
acid battery. Facta Univ Ser Electron Energ
2007;20(2):187e202.
[15] Tremblay O, Ieee M, Dessaint L, Ieee SM, Dekkiche A. A
generic battery model for the dynamic simulation of hybrid
electric vehicles. In: Electrical Engineering; 2007. p. 284e9.
[16] Karnopp DC, Margolis DL, Rosenberg RC. Modeling and
simulation of mechatronic systems. 2005. p. 80e9.

 D, Sarga
[17] Hroncova P, Gmiterko A. Simulation of mechanical
system with two degrees of freedom with Bond Graphs and
MATLAB/Simulink. Procedia Eng 2012;48:223e32.

[18] Sarga P, Hroncova 
 D, Curilla M, Gmiterko A. Simulation of
electrical system using bond graphs and MATLAB/simulink.
Procedia Eng 2012;48:656e64.
[19] Geitner G-H. Power flow diagrams using a bond graph library
under simulink. IECON 2006-32nd Annu Conf IEEE Ind
Electron 2006:5282e8.
[20] Gutmann G, Neckar E. Electric vehicle: batteries. 2009.
[21] Me nard L, Fontes G, Astier S. Dynamic energy model of a
lithium-ion battery. Math Comput Simul 2010;81:327e39.
[22] Dauphin-tanguy G. Les bond graphs et leur application en
me catronique. In: Techniques de l'Inge nieur, vol. S1; 1999.
p. 1e24.