IEC 61982:2012

Secondary batteries (except lithium) for the propulsion of electric road vehicles - Performance and endurance tests

IEC 61982:2012 is applicable to performance and endurance tests for secondary batteries used for vehicle propulsion applications. This standard is applicable to lead-acid batteries, Ni/Cd batteries, Ni/MH batteries and sodium based batteries used in electric road vehicles. This first edition cancels and replaces the IEC 61982-1:2006, the IEC 61982-2:2002 and the IEC 61982-3: 2001. It constitutes a technical revision.

Accumulateurs (excepté lithium) pour la propulsion des véhicules routiers électriques - Essais de performance et d'endurance

La CEI 61982:2012 s'applique aux essais de performance et d'endurance des accumulateurs utilisés dans les applications de propulsion des véhicules. La présente norme concerne les batteries au plomb, les batteries Ni/Cd, les batteries Ni/MH et les batteries sodium utilisées dans les véhicules électriques routiers. Cette première édition annule et remplace la CEI 61982-1:2006, la CEI 61982-2:2002 et la CEI 61982-3:2001. Elle constitue une révision technique.

General Information

• Status: Published
• Publication Date: 26-Apr-2012
• ICS: 29.220.20 - Acid secondary cells and batteries
• Technical Committee: TC 21 - Secondary cells and batteries
• Current Stage: PPUB - Publication issued
• Start Date: 27-Apr-2012
• Completion Date: 31-May-2012

Relations

• Replaces: IEC 61982-2:2002 - Secondary batteries for the propulsion of electric road vehicles - Part 2: Dynamic discharge performance test and dynamic endurance test
• Effective Date: 05-Sep-2023
• Replaces: IEC 61982-3:2001 - Secondary batteries for the propulsion of electric road vehicles - Part 3: Performance and life testing (traffic compatible, urban use vehicles)
• Effective Date: 05-Sep-2023
• Replaces: IEC 61982-1:2006 - Secondary batteries for the propulsion of electric road vehicles - Part 1: Test parameters
• Effective Date: 05-Sep-2023

Overview

IEC 61982:2012 is an international standard developed by the International Electrotechnical Commission (IEC) that specifies performance and endurance test methods for secondary batteries (except lithium) used in the propulsion of electric road vehicles. This standard is essential for evaluating the reliability and efficiency of batteries such as lead-acid, nickel-cadmium (Ni/Cd), nickel-metal hydride (Ni/MH), and sodium-based batteries designed for electric vehicles (EVs). The 2012 edition supersedes earlier IEC standards IEC 61982-1:2006, IEC 61982-2:2002, and IEC 61982-3:2001, incorporating technical revisions that reflect advancements in battery testing protocols.

Key Topics

• Scope and Applicability
  Covers secondary batteries used specifically for electric road vehicle propulsion, excluding lithium-based technologies. It includes test methods to assess performance under typical operational conditions and endurance over extended cycles.

• General Test Requirements
  Ensures precise measurement with defined tolerances for electrical instruments, temperature controls, and electrolyte density measurements where applicable. It also addresses testing environments, sample conditioning, rest periods, and data recording protocols.

• Performance Tests
  Describes dynamic discharge testing both with and without regenerative charging. Tests simulate real-world driving cycles to evaluate battery capacity, power output, and rapid discharge characteristics.

• Endurance Testing
  Details cyclic charge and discharge procedures aimed at determining the battery’s operational lifespan, including endurance under continuous or regenerative charging scenarios. The standard specifies end-of-life criteria, cycling frequency, and reconditioning procedures to evaluate battery durability.

• Battery System Testing
  Provides guidelines for assessing complete battery systems, covering energy content determination, life testing, maximum power capabilities, internal resistance, charge efficiency, self-discharge rates, and handling of operational extremes.

• Ni-MH Battery Specific Procedures
  Includes annexed normative test procedures tailored to nickel-metal hydride batteries employed in hybrid electric vehicle (HEV) propulsion.

Applications

IEC 61982:2012 is critical for manufacturers, test laboratories, and quality assurance professionals involved in developing and validating secondary batteries for electric vehicles such as:

• Electric and Hybrid Road Vehicles
  Supporting performance validation for lead-acid, Ni/Cd, Ni/MH, and sodium-based batteries used in propulsion systems.

• Battery Design and Innovation
  Guiding development of battery technologies with improved endurance and performance metrics aligned with international standards.

• Regulatory and Compliance Testing
  Serving as a benchmark for safety, reliability, and performance criteria in certification processes for vehicle batteries.

• Energy Management Systems
  Integrating testing protocols to evaluate battery management systems (BMS) and optimize charge/discharge cycles.

Related Standards

• IEC 61982-1, 2, 3 (Previous Editions)
  These have been replaced by IEC 61982:2012 but provided foundational test methodologies for secondary battery performance in EV applications.

• IEC 62660 Series
  Focused on lithium-ion batteries for electric vehicles, complementing IEC 61982 by specifying standards for lithium battery performance and safety.

• ISO 12405
  Addresses test procedures for lithium-based traction batteries, offering cross-reference for battery technology comparison.

• ISO 6469 Series
  Covers the safety and performance of electric road vehicles, including electrical batteries and associated systems.

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Keywords: IEC 61982:2012, secondary batteries, electric vehicles, battery testing standards, lead-acid battery tests, Ni/Cd battery performance, Ni/MH battery endurance, battery system evaluation, EV propulsion batteries, endurance testing, dynamic discharge test, regenerative charging, battery life cycle, electric road vehicles, battery standard compliance.

Standards Content (Sample)

IEC 61982 ®
Edition 1.0 2012-04
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Secondary batteries (except lithium) for the propulsion of electric road
vehicles –
Performance and endurance tests

Accumulateurs (excepté lithium) pour la propulsion des véhicules routiers
électriques –
Essais de performance et d’endurance

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IEC 61982 ®
Edition 1.0 2012-04
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Secondary batteries (except lithium) for the propulsion of electric road

vehicles –
Performance and endurance tests

Accumulateurs (excepté lithium) pour la propulsion des véhicules routiers

électriques –
Essais de performance et d’endurance

INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
PRICE CODE
INTERNATIONALE
CODE PRIX W
ICS 29.220.20 ISBN 978-2-88912-063-5

– 2 – 61982 © IEC:2012
CONTENTS
FOREWORD . 5
INTRODUCTION . 7
1 Scope . 8
2 Normative references . 8
3 Terms and definitions . 8
4 General test requirements . 9
4.1 Accuracy of measuring instruments . 9
4.1.1 Electrical measuring instruments . 9
4.1.2 Temperature measurement . 10
4.1.3 Electrolyte density measurement of vented lead-acid batteries . 10
4.1.4 Tolerance . 10
4.2 General provisions . 10
4.2.1 Current slew rate . 10
4.2.2 Temperature – electrolyte accessible. 10
4.2.3 Temperature – electrolyte not accessible . 11
4.2.4 Electrolyte density readings of vented lead-acid batteries . 11
4.2.5 Mechanical support . 11
4.3 Test samples . 11
4.4 Test temperature . 11
4.4.1 Test temperature for type testing . 11
4.4.2 Operation of BMS . 12
4.5 Charging and rest after charge . 12
4.6 Conditioning . 12
4.7 Test sequence . 12
4.8 Data recording. 12
4.8.1 General . 12
4.8.2 Sampling frequency . 12
5 Rated capacity . 12
5.1 General . 12
5.2 Additional test temperatures . 13
6 Dynamic discharge performance test . 13
6.1 Basic considerations . 13
6.2 Test cycle definition without regenerative charging . 13
6.3 Test cycle definition with regenerative charging . 13
6.4 Definition of dynamic discharge performance . 14
6.4.1 Test cycle without regenerative charging . 14
6.4.2 Test cycle with regenerative charging . 14
7 Dynamic endurance test . 14
7.1 Basic considerations . 14
7.2 Test conditions . 14
7.3 Test cycle without regenerative charging . 14
7.4 Test cycle with regenerative charging . 14
7.5 Endurance test . 14
7.5.1 Charge conditions. 14
7.5.2 Rest after charge . 15

61982 © IEC:2012 – 3 –
7.5.3 Discharge . 15
7.5.4 Cycling frequency . 15
7.5.5 Capacity check . 15
7.5.6 Reconditioning. 15
7.5.7 End-of-life criterion . 15
7.5.8 Recording . 15
8 Performance testing for battery systems . 15
8.1 General . 15
8.2 Initial assumptions. 15
8.3 Reference test cycle . 16
8.3.1 Basic current discharge micro-cycle . 16
8.3.2 Adjustment for vehicle performance, if required . 16
8.3.3 Battery selection and preparation for test . 16
8.4 General test conditions . 17
8.4.1 General . 17
8.4.2 Determination of battery energy content . 17
8.4.3 Benchmark energy content . 17
8.5 Life testing . 17
8.6 Determination of maximum power and battery resistance . 18
8.7 Charging tests . 19
8.7.1 Charge efficiency . 19
8.7.2 Partial discharge testing . 19
8.7.3 Measurement of self discharge . 20
8.8 Operational extremes of use . 20
8.8.1 Continuous discharge at maximum vehicle system power . 20
8.8.2 Recharge at maximum regenerative power as a function of state of
charge . 20
Annex A (normative) Test procedures for Ni-MH batteries used for the propulsion of
hybrid electric vehicles . 24
Bibliography . 39

Figure 1 – Test profile without regenerative charging . 21
Figure 2 – Test profile with regenerative charging . 21
Figure A.1 – Example of temperature measurement of cell . 25
Figure A.2 – Examples of maximum dimension of cell . 26
Figure A.3 – Test order of the current-voltage characteristic test (test example with
batteries of rated capacity less than 20 Ah) . 30
Figure A.4 – The method to obtain discharge current I while calculating the power
d
density . 31
Figure A.5 – Method to obtain charge current I while calculating regenerative power
c
density . 32
Figure A.6 – Method to obtain the internal resistance on the output side . 34
Figure A.7 – Method to obtain the internal resistance on the input side . 34
Figure A.8 – Current profile for HEV cycle test . 36
Figure A.9 – Power profile for HEV cycle test . 36

Table 1 – List of parameters for test conditions . 22
Table 2 – List of charge/discharge parameters . 22

– 4 – 61982 © IEC:2012
Table 3 – List of DST values for one micro-cycle, where the peak power is 24 kW . 22
Table 4 – List of DST values for one micro-cycle, adapted for a high performance
vehicle . 23
Table A.1 – Battery temperature and rest period prior to the test . 24
Table A.2 – Discharge current at the battery temperature 25 °C . 27
Table A.3 – Discharge current at the battery temperatures –20 °C, 0 °C and 45 °C . 27
Table A.4 – End-of-discharge voltage . 27
Table A.5 – Charge and discharge current at the battery temperatures 0 °C, 25 °C, and
45 °C . 30
Table A.6 – Charge and discharge current at the battery temperature – 20 °C . 30
Table A.7 – Current profile for HEV cycle test . 37
Table A.8 – Power profile for HEV cycle test . 38

61982 © IEC:2012 – 5 –
INTERNATIONAL ELECTROTECHNICAL COMMISSION
____________
SECONDARY BATTERIES (EXCEPT LITHIUM) FOR
THE PROPULSION OF ELECTRIC ROAD VEHICLES –

Performance and endurance tests

FOREWORD
1) The International Electrotechnical Commission (IEC) is a worldwide organization for standardization comprising
all national electrotechnical committees (IEC National Committees). The object of IEC is to promote international
co-operation on all questions concerning standardization in the electrical and electronic fields. To this end and in
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2) The formal decisions or agreements of IEC on technical matters express, as nearly as possible, an international
consensus of opinion on the relevant subjects since each technical committee has representation from all
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8) Attention is drawn to the Normative references cited in this publication. Use of the referenced publications is
indispensable for the correct application of this publication.
9) Attention is drawn to the possibility that some of the elements of this IEC Publication may be the subject of patent
rights. IEC shall not be held responsible for identifying any or all such patent rights.
International Standard IEC 61982 has been prepared by IEC technical committee 21:
Secondary cells and batteries.
This first edition cancels and replaces the IEC 61982-1:2006, the IEC 61982-2:2002 and the
IEC 61982-3: 2001. It constitutes a technical revision.
This edition includes the following significant technical changes with respect to IEC 61982-1,
IEC 61982-2 and IEC 61982-3:
– clarification of the scope;
– update of some tests, and
– addition of the Annex A dealing with NiMh batteries for the propulsion of hybrid electric
vehicules.
– 6 – 61982 © IEC:2012
The text of this standard is based on the following documents:
FDIS Report on voting
21/775/FDIS 21/782/RVD
Full information on the voting for the approval of this standard can be found in the report on
voting indicated in the above table.
This publication has been drafted in accordance with the ISO/IEC Directives, Part 2.
The committee has decided that the contents of this publication will remain unchanged until the
stability date indicated on the IEC web site under "http://webstore.iec.ch" in the data related to
the specific publication. At this date, the publication will be
• reconfirmed,
• withdrawn,
• replaced by a revised edition, or
• amended.
61982 © IEC:2012 – 7 –
INTRODUCTION
The first edition of IEC 61982 series was composed of the following three parts:
IEC 61982-1:2006, Secondary batteries for the propulsion of electric road vehicles – Part 1:Test
parameters
IEC 61982-2:2002, Secondary batteries for the propulsion of electric road vehicles –
Part 2:Dynamic discharge performance test and dynamic endurance test
IEC 61982-3:2001, Secondary batteries for the propulsion of electric road vehicles – Part 3:
Performance and life testing (traffic compatible, urban use vehicles)
The current standard IEC 61982:2012 replaces the former IEC 61982 series above.
In terms of lithium ion batteries for automobile application, the following standards are
applicable:
IEC 62660-1:2010, Secondary lithium-ion cells for the propulsion of electric road vehicles –
Part 1: Performance testing
IEC 62660-2:2010, Secondary lithium-ion cells for the propulsion of electric road vehicles –
Part 2: Reliability and abuse testing
ISO 12405-1:2011, Electrically propelled road vehicles – Test specification for lithium-ion
traction battery packs and systems – Part 1: High-power applications
ISO 12405-2:2011, Electrically propelled road vehicles – Test specification for lithium-Ion
traction battery systems – Part 2:High energy applications (to be published)

– 8 – 61982 © IEC:2012
SECONDARY BATTERIES (EXCEPT LITHIUM) FOR
THE PROPULSION OF ELECTRIC ROAD VEHICLES –

Performance and endurance tests

1 Scope
This International Standard is applicable to performance and endurance tests for secondary
batteries used for vehicle propulsion applications. Its objective is to specify certain essential
characteristics of cells, batteries, monoblocks, modules and battery systems used for propulsion
of electric road vehicles, including hybrid electric vehicles, together with the relevant test
methods for their specification.
The tests may be used specifically to test batteries developed for use in vehicles such as
passenger vehicles, motor cycles, commercial vehicles, etc. This standard is not applicable to
battery systems for specialist vehicles such as public transport vehicles, refuse collection
vehicles or heavy duty vehicles, where the battery is used in the similar way to the industrial
vehicles.
The test procedures are defined as a function of the vehicle requirements of performance.
This standard is applicable to lead-acid batteries, Ni/Cd batteries, Ni/MH batteries and sodium
based batteries used in electric road vehicles.
Annex A specifies performance and cycle life test procedures of Ni/MH batteries used for the
propulsion of hybrid electric vehicle (HEV).
NOTE This standard is not applicable to lithium-ion batteries for automobile application that are specified in
IEC 62660-1, IEC 62660-2, ISO 12405-1 and ISO 12405-2 (to be published).
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and
are indispensable for its application. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments)
applies.
IEC 60050-482:2004, International Electrotechnical Vocabulary (IEV) – Part 482: Primary and
secondary cells and batteries
IEC 61434, Secondary cells and batteries containing alkaline or other non-acid electrolytes –
Guide to designation of current in alkaline secondary cell and battery standards
3 Terms and definitions
For the purposes of this document, the terms and definitions and those given in IEC 60050-482,
as well as the following apply.
3.1
battery system
energy storage device that includes cells or cell assemblies or battery pack(s) as well as
electrical circuits and electronics

61982 © IEC:2012 – 9 –
EXAMPLES Battery control unit, contactors.
Note 1 to entry Battery system components can also be distributed in different devices within the vehicle.
3.2
benchmark energy content
the battery energy content measured during the reference test cycle and used as the reference
value to assess the battery deterioration during its life
3.3
nominal voltage
numerical value of the voltage of a cell, dependent on the electrochemical system. The cell
voltage is the voltage of the test unit divided by the number of cells
Note 1 to entry The symbol used for the nominal voltage of a cell is “U (V)”.
n
Note 2 to entry Nominal voltages are given in Table 1.
3.4
type testing
test that measures the performance of the product under closely controlled conditions, largely
free from environmental and self-generated influences
3.5
rated capacity
quantity of electricity which a fully charged cell or battery can deliver, when discharged at a
constant current I to a final voltage U over a period of n hours and at a specified temperature
n f
Note 1 to entry The rated capacity C of a cell or battery is declared by the manufacturer.
n
3.6
ambient reference temperature
temperature of 25 °C ± 2 K
4 General test requirements
4.1 Accuracy of measuring instruments
4.1.1 Electrical measuring instruments
4.1.1.1 Range of measuring devices
The instruments used shall enable the values of voltage and current to be correctly measured.
The range of these instruments and measuring methods shall be chosen so as to ensure the
accuracy specified for each test. For analogue instruments, this implies that the readings shall
be taken in the last third of the graduated scale.
Any other measuring instruments may be used provided they give an equivalent accuracy.
4.1.1.2 Voltage measurement
The instruments used for voltage measurement shall be voltmeters of an accuracy class equal to
0,5 or better. The resistance of the voltmeters used shall be at least 1 000 Ω/V (see IEC 60051
series).
4.1.1.3 Current measurement
The instruments used for current measurement shall be ammeters of an accuracy class equal to
0,5 or better. The entire assembly of ammeter, shunt and leads shall be of an accuracy class of
0,5 or better (see IEC 60051 series or refer to IEC 60359).

– 10 – 61982 © IEC:2012
4.1.2 Temperature measurement
The temperature measuring instruments shall have a suitable range in which the value of each
graduated division is not in excess of 1 K. The absolute accuracy of the instrument shall be at
least 0,5 K.
The temperature measuring point shall be that specified by the manufacturer, as a location that
most closely reflects the electrolyte temperature or if not specified, the point shall be at the
centre of the longer side of a cell, be it a single cell or a cell that is an integral part of a monobloc.
In case of battery system that includes a thermal management system, or when cells are not
directly accessible for temperature measurement, the temperature can be measured by the
battery management system (BMS) supplied by the manufacturer.
4.1.3 Electrolyte density measurement of vented lead-acid batteries
For measuring electrolyte densities, hydrometers shall be used with scales so graduated, that
the value of each division is not in excess of 5 kg/m . The absolute accuracy of the instrument
shall be at least 5 kg/m .
4.1.4 Tolerance
The overall accuracy of controlled or measured values, relative to the specified or actual values,
shall be within these tolerances:
a) ± 1 % for voltage;
b) ± 1 % for current;
c) ± 2 % for power;
d) ± 2 K for temperature;
e) ± 0,1 % for time;
f) ± 0,1 % for dimensions;
g) ± 0,1 % for mass.
These tolerances comprise the combined accuracy of the measuring instruments, the
measurement technique used, and all other sources of error in the test procedure.
4.2 General provisions
4.2.1 Current slew rate
The current slew rate (the time difference expressed in seconds between one steady current and
the next) during the dynamic tests shall be ≤ 1 s from one steady state to the next.
Switching between power levels in the micro-cycle shall be timed such that the mid-point of the
transition occurs at the point allocated for the transition.
The total duration of each complete micro-cycle shall be 360 s ± 1 s.
4.2.2 Temperature – electrolyte accessible
The cell temperature shall be measured by use of a temperature probe immersed in the
electrolyte above the plates.
61982 © IEC:2012 – 11 –
4.2.3 Temperature – electrolyte not accessible
The cell temperature shall be measured by use of a surface temperature-measuring device. The
temperature shall be measured at a location, which most closely reflects the electrolyte
temperature.
4.2.4 Electrolyte density readings of vented lead-acid batteries
Because of the varying rates of stabilization of cells, electrolyte density readings shall be taken
at times most appropriate to the test sample but within the constraints of the test system.
4.2.5 Mechanical support
If necessary, mechanical support should be provided for the test samples in order to maintain
the same dimensions as when installed in batteries, as specified by manufacturer.
4.3 Test samples
Cells constituting the test unit and subjected to a dynamic discharge performance test or a
dynamic endurance test shall previously have achieved an actual capacity at least equal to the
rated capacity.
The number of test samples required to be subjected to each test condition shall be a minimum
of 5 cells and where monoblocs are tested, there shall be a minimum of two test samples.
Where applications tests are conducted on a battery specific to a particular vehicle, a complete
battery or a representative section of the battery may be used, agreed between the battery
manufacturers and vehicle manufacturers.
4.4 Test temperature
4.4.1 Test temperature for type testing
4.4.1.1 For Lead-acid batteries, the battery temperature at the start of the discharge should be
the specified test temperature ± 5K.
Where the cell temperature at the commencement of discharge (initial temperature) is different
from the reference temperature and where this has a significant effect on the result, an
appropriate correction factor shall be applied to the resulting capacity.
The following formula can be used to correct capacity values to the actual capacity.
C
C = (Ah)
a
1+ λ(t − 25)
where
C is the actual capacity of the test sample at the reference temperature;
a
C  is the measured capacity at the initial temperature;
is the initial temperature;
t
λ   is the temperature correction factor (see Table 1 for values).
Following discharge, the cells/battery shall be fully charged in accordance with the
manufacturer’s recommendations and then stabilized to the specified test temperature during a
1 h – 4 h period prior to the next discharge.
4.4.1.2 For Ni/MH and Ni/Cd batteries, the battery temperature at the start of the discharge
should be the specified test temperature ± 2 K. For sodium based batteries, the internal
temperature measured by BMS should be in the range recommended by the battery
manufacturer.
– 12 – 61982 © IEC:2012
4.4.2 Operation of BMS
A battery system provided with a BMS shall have this function operational during the test. All
systems shall be powered as specified by the battery manufacturer.
4.5 Charging and rest after charge
The cells shall be charged in accordance with a charging procedure specified by the
manufacturer and within the limits in this standard prior to the discharge test. After charging, the
test sample shall be stored for 1 h to 4 h at the test ambient temperature declared for the test to
be performed.
4.6 Conditioning
Before starting the test, the battery shall be conditioned according to the manufacturer’s
specifications. The battery conditioning shall be terminated as soon as the rated capacity
is achieved. The number of cycles for conditioning shall be less than 20.
4.7 Test sequence
The following tests shall be carried out in the order stated in this standard:
– conditioning (see 4.6),
– dynamic discharge performance test (see Clause 6),
– dynamic endurance test (see Clause 7).
4.8 Data recording
4.8.1 General
Data recording shall include time, temperature, voltage and current and visual observations.
Data shall include a record of any maintenance performed on battery samples during the test
sequence.
4.8.2 Sampling frequency
All parameters should be measured and stored at a sample rate adequate to ensure that all
relevant deviations are recorded for later data analysis. Additionally, for tests involving
short-term transient conditions (e.g. peak power measurement) both the sampling frequency
(typically once per second) and the time difference between corresponding current and voltage
measurements (typically 0,1 s or less) are important during the critical test period.
5 Rated capacity
5.1 General
This test is intended to measure the capacity expressed in Ah of battery, cells/modules when
discharged at a constant current. The rated capacity shall be the 3 h capacity at a temperature
of 25 °C declared by the manufacturer, unless otherwise specified.
The battery shall be discharged at a constant current of:
C (Ah)
n
I ( A ) =
n
3h
to a final voltage of U
f3.
where
I is the constant current in amperes (A);
n
61982 © IEC:2012 – 13 –
C is the rated capacity as declared by the manufacturer, in ampere-hours (Ah);
n
U is the final voltage specified for the battery type in volts (V) (see Table 1).
f3
New batteries subjected to capacity testing are allowed a maximum of 20 cycles to achieve the
rated capacity. The capacity test shall be discontinued at the first cycle at which the rated
capacity is achieved. Batteries that do not achieve the rated capacity by the 20th cycle shall not
be used for testing. Additional capacities considered appropriate for use in connection with road
vehicle applications are the 5 h, 1 h and 0,5 h capacities. The appropriate final voltages for C ,
C and C capacities, i.e. U , U and U are contained in Table 1.
1 0,5 5 1 0,5
NOTE The capacity test for Ni/MH batteries used for the propulsion of HEV is specified in Annex A.
5.2 Additional test temperatures
Where appropriate to the battery type, the following cell/battery test temperatures could provide
a useful profile of performance: 45 °C, 0 °C and –20 °C.
6 Dynamic discharge performance test
6.1 Basic considerations
The objective of this test is to specify the conditions to derive a value for the battery capacity
which is closely related to the available capacity in an electric road vehicle application.
In electric vehicle applications, propulsion batteries shall be capable of supplying widely varying
current rates. The driving profiles can be simplified to high-rate current for acceleration, low-rate
current for constant speed driving and zero current for rest periods. When considering battery
recharging during vehicle braking (regenerative charging), a high-rate recharge pulse is
incorporated in the test profile.
Test temperatures are specified in Table 1.
6.2 Test cycle definition without regenerative charging
The dynamic discharge performance cycle shall be represented by a 60 s repeated micro-cycle
having three current levels:
1) I (A) discharge/10 s;
dh
2) I (A) discharge/20 s;
dl
3) I (A) zero current/30 s.
(see Figure 1 and Table 2)
6.3 Test cycle definition with regenerative charging
The dynamic discharge performance cycle shall be represented by a 60 s repeated micro-cycle
having four current levels:
1) I (A) discharge/10 s;
dh
2) I (A) discharge/20 s;
dl
3) I (A) recharge/5 s;
rc
4) I (A) zero current/25 s.
(see Figure 2 and Table 2)
The manufacturer can prescribe a maximum voltage that shall not be exceeded during the I
rc
pulse.
– 14 – 61982 © IEC:2012
6.4 Definition of dynamic discharge performance
6.4.1 Test cycle without regenerative charging
The dynamic capacity C (measured in ampere-hours (Ah)) is the amount of discharge when
da
cells are discharged according to the repeated cycle described in 6.2 starting with a battery,
charged and stored according to 4.5, to a final discharge voltage of U (V) per cell.
f
6.4.2 Test cycle with regenerative charging
The dynamic capacity C (measured in ampere-hours (Ah)) is the net amount of discharge
dar
(regenerative charge capacity subtracted from the total discharged capacity) when cells are
discharged according to the repeated cycle described in 6.3 starting with a battery, charged and
stored according to 4.5, to a final discharge voltage of U (V) per cell.
f
7 Dynamic endurance test
7.1 Basic considerations
The objective of this test is to determine the number of discharge cycles accumulated until the
actual capacity (C or C ), according to the procedures described below, falls to 80 % of
da dar
the initial capacity when tested according to 6.2 or 6.3.
7.2 Test conditions
The dynamic endurance test shall be carried out with the test unit, preferably partially immersed
in an oil or water bath. The temperature shall be kept within the value defined for the test ± 2 K
and circulation within the bath shall allow for efficient cooling of the cells. Test temperatures are
specified in Table 1.
Where physical constraints prevent the use of liquid coolants, air-cooling may be used. In this
case, and for batteries with an integrated thermal management system, the same test conditions
as in liquid thermal management shall be applied.
During the test, if applicable and necessary, the electrolyte level shall be kept within the limits
recommended by the manufacturer.
7.3 Test cycle without regenerative charging
The dynamic endurance cycle shall be represented by a 60 s repeated micro-cycle as defined in
6.2 (see Figure 1 and Table 2).
The discharge cycle duration shall be fixed to 80 % of the value obtained when the battery was
tested according to 6.2, and assessed according to 6.4.1, prior to the endurance test.
7.4 Test cycle with regenerative charging
The dynamic endurance cycle shall be represented by a 60 s repeated micro-cycle as defined in
6.3 (see Figure 2 and Table 2).
The discharge cycle duration shall be fixed to 80 % of the value obtained when the battery was
tested according to 6.3, and assessed according to 6.4.2, prior to the endurance test.
7.5 Endurance test
7.5.1 Charge conditions
The recharge shall follow within 1 h after the previous discharge. The charge profile, as stated
by the manufacturer, preferably should allow for a full recharge within 8 h.

61982 © IEC:2012 – 15 –
7.5.2 Rest after charge
After the recharge, the battery shall be stored for 1 h to 4 h.
7.5.3 Discharge
The discharge shall be carried out using the test cycle described in 7.3 or 7.4.
7.5.4 Cycling frequency
When possible, the charge and rest periods shall be arranged to allow at least two
charge/discharge cycles per day.
7.5.5 Capacity check
At regular intervals of 50 cycles, a dynamic discharge performance test shall be performed
according to 6.2 or 6.3 to record the capacity development.
7.5.6 Reconditioning
A reconditioning cycle specified by the manufacturer is allowed at intervals of not less than
50 charge/discharge cycles.
7.5.7 End-of-life criterion
The end of life is reached when the capacity falls to 80 % of the capacity obtained when
the battery was tested according to 6.2 or 6.3, prior to the endurance test, or less on
two consecutive cycles.
The endurance test is then considered as completed.
7.5.8 Recording
The following shall be recorded:
– calculated capacity for each discharge cycle;
– cumulative discharge capacity;
– total number of discharge cycles achieved.
8 Performance testing for battery systems
8.1 General
The test procedures of this clause are applicable to battery systems used in battery electric
vehicles.
There are three fundamental tests i.e., tests for energy (range), power (performance), and life.
All other tests are optional.
8.2 Initial assumptions
In order for the test to be representative of vehicle operation, the discharge rate and battery size
shall be representative of those that are found in actual vehicle operation in town. At present, the
limiting factor in battery selection is likely to be the weight of battery that can be accommodated
on the vehicle. As more advanced batteries become available, the limiting factor, for a town
vehicle, will become the town range or driving time. There are two criteria for battery selection
therefore: firstly weight and then the range, if the capacity in the given weight is more than
enough to give the required range. The figures chosen as generally representative of town
operation are as follows:
– 16 – 61982 © IEC:2012
Average road speed: 30 km/h.
Energy consumption, from the battery: 100 Wh/tonne × km.
In addition, the basic tests shall be performed at an ambient temperature of 25 °C.
The average speed of the vehicle and the energy consumption per km from the battery is
equivalent to an average power drain from the battery of 3 kW per tonne of vehicle weight. A
battery with a capacity of 15 kWh would therefore propel this one-tonne vehicle for 150 km in
town.
NOTE The actual values of battery weight, volume and capacity that are chosen for use on any particular vehicle will
depend on a number of factors associated with the vehicle and with the space available for the battery system. As a
guide to battery selection only, the following figures are proposed for consideration:
• maximum battery weight fraction in the fully laden vehicle: 30 %;
• maximum range required for an urban vehicle: 150 km.
8.3 Reference test cycle
8.3.1 Basic current discharge micro-cycle
Analysi
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