BEE - Star Rating LIB

Acknowledgement
Bureau of Energy Efficiency would like to thank the following group of experts that provided their
guidance and insights in development of standards for High-Energy Lithium-Ion Traction Battery
Packs and Systems.
1. Bureau of Energy Efficiency (BEE)

Sh. Abhay Bakre (Chairman)
Sh. Sameer Pandita (Convener)
Sh. Rajeev
Sh. Deepak Tripathi
2. Bureau of Indian Standards (BIS)

Sh. Shyam Kumar
3. National Accreditation Board for Testing and Calibration Laboratories (NABL)

Smt. Malika Gope
4. Central Power Research Institute (CPRI), Bengaluru

Dr Kuldeep Rana
5. Automotive Research Association of India (ARAI)

Sh. Abhijit Mulay
6. International Centre for Automotive Technology (ICAT)

Sh. Devesh Pareek
7. Panasonic India Pvt Ltd

Sh. Shailesh Kumar Dubey
8. Exide Leclanche Energy Pvt Ltd

Dr T Mohan
9. Grinntech Motors and Services Pvt Ltd.

Sh. Nikhilesh Mishra
10. Ernst & Young LLP

Sh. Kanv Garg
Sh. Sushovan Bej
Sh. Tanmay Tyagi
Ms. Abhivyakti Vajpeyi
Disclaimer: The information related to Li-ion batteries and cells reproduced in this brochure,
excepting those in the program schedule has been drawn from publically available secondary
sources .The sources of such information have been adequately acknowledged.
Table of Contents
1. Standards and Labelling (S&L) Program.............................................................. 3
2. Savings from S&L program in FY2020-21:........................................................... 3
3. Lithium-ion battery technology.............................................................................. 4
4. Market................................................................................................................... 12
5. Energy Efficiency Program for High-energy Lithium-ion traction battery

packs and systems............................................................................................... 14
6. Star Labelling Program......................................................................................... 15
7. Schedule 29.......................................................................................................... 18
7.1 Scope.................................................................................................................... 18
7.2 Normative References.......................................................................................... 18
7.3 Terminology.......................................................................................................... 18
7.4 Testing Guidelines and Requirements.................................................................. 20
7.4.1 Tolerance Limit...................................................................................................... 21
7.4.2 Preconditioning Cycles......................................................................................... 21
7.4.3 Standard Cycle (SC)............................................................................................. 21
7.4.4 Capacity & Specific Energy at Room Temperature............................................... 21
7.4.5 Energy Efficiency at fast charging........................................................................ 22
7.4.6 Power and internal resistance.............................................................................. 24
7.4.7 Life Cycle.............................................................................................................. 30
7.5 Rating Plan/ Labelling Plan................................................................................... 36
7.6 Check Testing....................................................................................................... 36
7.7 Eligibility Criteria................................................................................................... 37
7.8 Registration process/Fees.................................................................................... 37
7.9 Label Design and Manner of Display.................................................................... 37

1. Standards and Labelling (S&L) Program
Standards and Labelling (S&L) program is a flagship initiative of Ministry of Power that was
launched with the key objective of providing consumers an informed choice regarding the
energy savings and thereby the cost saving potential of various energy consuming appliances.
Under this scheme, energy performance standards are specified for various appliances/
equipment. Based on these energy performance standards, appliances / equipment are
rated on a scale of 1 to 5, where 5 star being the most efficient one.
Presently, 28 appliances are covered under this program, amongst which, for mandatory
regime of star labelling, compliance of each such product manufactured or imported or sold
in the country with the notified energy performance standards for respective appliance/
equipment is obligatory. Additionally, BEE revises these energy performance standards
on a periodic basis to encourage availability of energy efficient products in the market and
eliminate less energy efficient appliance/equipment from the market. S&L program covers
the star labelling program for 28 appliances, out of which 10 appliances are under Mandatory
domain and remaining 18 appliances are under Voluntary domain.
The vital benefits of Standards & Labelling scheme are:
(i) Significant impact on consumers while purchasing energy efficient appliances through
a structured consumer awareness program
(ii) Market Transformation from inefficient appliances to energy efficient ones
Extensive work is carried out from time to time in creating awareness about the Standards
& Labelling Program amongst the consumers via media (digital, print and television). The
awareness activities include the following:
(i) TV commercials & Radio Jingles to encourage consumers to purchase BEE star rated
appliances / equipment
(ii) Awareness related information regarding the proper usage of energy efficient
appliances / equipment via social media handles of BEE
(iii) Retailers Training Programme to disseminate knowledge on star Label particulars
among the retailers to enable them to explain and convince customers to prefer energy
efficient equipment / appliances at the time of purchase.
2. Savings from S&L program in FY2020-21:

The scheme has resulted in overall electricity saving of 65 Billion
Units translating to an abatement of 53.30 million tons of CO2
emission in FY 2020-21.
Figure 1: Savings from S&L program
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3. Lithium-ion Battery Technology
Lithium-ion batteries are energy storage devices that convert chemical energy into electrical
energy. Each battery cell comprises two electrodes - a positive electrode or a cathode, and
a negative electrode or an anode. In between the two electrodes, a separator layer that
consists of an electrolyte allows for the movement of electrons or ions. In general, batteries
can be classified into two categories:
• Primary batteries, commonly known as single-use batteries and are not rechargeable
• Secondary batteries can be charged and recharged. Lithium-ion batteries belong to
this category
Over the years, the demand for lithium-ion batteries has increased across various sectors,
including telecommunications, mobile phones, and electric vehicles (EV). The demand is
attributed to the benefits these batteries have over other types:
• High energy density which can be used for powering electronic devices over a longer
duration
• Capability to withstand a high number of regeneration cycles and temperatures
• High voltage per cell ratio
• Favourable discharge resistance
• Relatively low environmental impact when compared to lead-acid batteries.
Figure 2: Charge and Discharge mechanism of Li-ion batteries
3.1 Composition of Lithium-ion batteries

Lithium-ion batteries mainly consist of Aluminium, Copper, Cobalt, Nickel, Graphite and
Lithium. The anode typically consists of copper foil covered by a fine layer of carbon while
the cathode contains aluminium, cobalt, and lithium metals.
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Table 1: Salient features of material in Li-ion batteries
Cobalt Nickel Lithium Copper Graphite
Uses Used in Used in Used in the Used in collector All lithium-ion
cathode for all cathode cathode of foil, electrical tabs, batteries use
type of lithium- for Lithium all kind of connections and graphite as
ion batteries Nickel Cobalt lithium-ion functional items at anode
except lithium Aluminium batteries cell and pack level
iron phosphate Oxide
battery (batteries)
Abundance Rare metal Rare metal Abundant Abundant Abundant
Key Most Most important Lithium is Copper is used Quantity of
Characteris- expensive metal by mass an essential outside the battery graphite in
tics metal in in lithium- part of cell, but it is one of the lithium-ion
lithium-ion ion battery these the most important battery is 40
batteries cathode batteries, components times more
and hence in the battery than lithium
the name pack due to its
lithium-ion superconductivity
batteries
3.2. Different types of Lithium-ion batteries

The lithium-ion battery is a generic name given to the dry batteries made of Lithium, Nickel,
Cobalt, Copper, and Aluminium. The types of lithium-ion batteries differ on the percentage
compositions of these metals. Thereby, the different type of batteries available commercially,
offer energy, safety, lifespan, cost, and performance.
Various chemistry / technology of lithium-ion batteries is depicted in Figure 3 below:
Figure 3: Classification of Li-ion batteries
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The most common types of lithium-ion batteries currently in use are Lithium Cobalt Oxide (LCO)
and Lithium Nickel Manganese Cobalt (NMC). Of these, LCO has the highest global market share
of 37%, mainly because of its usage in small portable devices such as mobile phones, tablets,
laptops, and cameras. Nickel Manganese Cobalt (NMC) is ranked second highest with a market
share of 29% and is mainly used in electric vehicles and medical devices.
Figure 4: Composition of Li-ion batteries
Table 2: Details on various chemistries of Li-ion batteries1

Abbreviation Chemistry / Major Metals Key Parameters
Technology
LCO (LiCoO2) Lithium Cobalt Oxide Cobalt
NMC (LiNiMnCoO2) Lithium Nickel Cobalt- 19%

Manganese Cobalt Manganese- 17%
Oxide Nickel- 19%
Lithium Carbonate-
3.5% Others- 41.5%
LMO (LiMn2O4) Lithium Manganese Cobalt- 2.5%
Oxide Manganese- 21%
Nickel- 7%
Lithium Carbonate-
3.5% Others- 66%
1 https://jmkresearch.com/electric-vehicles-published-reports/recycling-of-lithium-ion-batteries-in-india-1000-million-opportunity/
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Abbreviation Chemistry / Major Metals Key Parameters
Technology
NCA (LiNiCoAlO2) Lithium Nickel Cobalt- 6%
Aluminium Cobalt Nickel- 35%
Oxide Lithium Carbonate-
3.5% Others- 55.5%
LFP (LiFePO4) Lithium Iron Iron, Phosphate
Phosphate
In India, NMC and LFP batteries are typically used with typical life of NMC batteries is 3-4
years while for LFP batteries, it is 5-7 years. NMC batteries are most commonly used in the
in India, mainly in EVs, streetlights and other small stationary storage battery applications.
However, LFP batteries have now started gaining more acceptability in the Indian market.
3.3 Battery Pack Assembly
A battery pack (see Figure 5) represents an energy storage device that includes cells or cell
assemblies, cell electronics, power supply circuit and overcurrent shut-off device including
electrical interconnections, interfaces for cooling, voltage class B, auxiliary voltage class A
and communication. The power supply circuit of the battery pack may include contactors. For
a battery pack of 60 V d.c. or higher, a manual shut-off function (service disconnect) may be
included. All components are typically placed in a normal use impact-resistant case. A typical
configuration of a battery pack is shown in Figure 5 below:
Figure 5: Battery pack
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3.4 Li Ion Battery Construction & Configuration
Primarily Li-ion battery is available in two constructions i.e. cylindrical and prismatic batteries.
In the cylindrical and prismatic batteries, sheet like cathodes and anodes are wound together
in a spiral shape. Between the cathodes and anodes is wound a polymer separator film
which acts to obstruct micropores and interrupt the reaction should the cell temperature
rise excessively for some reason. In order to ensure cell safety, for example, the cylindrical
battery incorporates a safety mechanism consisting of a circuit breaker, rupture disk, and
PTC (passive temperature coefficient) device. The electrolyte is an organic solvent which is
stable up to high voltage, in which a lithium salt is dissolved. As for polymer batteries, there
are gel polymer electrolyte between cathodes and anodes. Other parts are of very simple
constructions.
Figure 6: Cylindrical batteries Figure 7: Prismatic batteries
3.5 Performance parameters of Li-ion Batteries /Cells2

The following section outlines key parameters used to characterise the cells or batteries and
shows how these parameters may vary with the operating conditions.
a. Typical Charging Characteristics
These characteristics show the charging voltage, charging current, and charging capacity
when charging under constant-voltage, constant-current conditions:
Figure 8: Charge characteristics

2 Lithium Ion Rechargeable Batteries Technical Handbook: Lithium Ion Battery MSDS.pdf (sparkfun.com)
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b. Impact of Temperature on Charge:
The Charge temperature characteristics show the ambient temperature dependence of
discharge capacity indicating the change in discharge capacity upon constant-voltage,
constant-current charging at ambient temperatures between 0ºC and 45ºC.
Figure 9: Charge temperature characteristics
c. Discharge Characteristics
Discharge characteristics show changes in the battery voltage for constant-current discharge
at an ambient temperature of 23ºC.
Figure 10: Discharge load characteristics
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d. Impact of Temperature on Discharge Characteristics
Impact of temperature on discharge voltage for constant-current discharge
Figure 11: Discharge temperature characteristics
e. Cycle in a Battery
A battery’s cycle is known as a discharge and a recharge cycle. A shallow cycle battery is
meant to give relatively quick bursts of energy and not be used for a very long time before it’s
returned to a fully charged state. A deep cycle battery is meant to provide extended usage of
the battery going well below 50% discharge before it is recharged. Shallow Cycle batteries
do not like to be discharged over long periods of time. For extending the life of the battery
a discharge control circuit that will cut off usage of the battery after it has been depleted by
about 50% and recharged as soon as possible. The less you discharge your shallow cycle
battery (Depth of Discharge – DOD – is less), the more cycles you’ll get from your battery.
On the contrary to the shallow cycle battery, the deep cycle batteries can go beyond 50%
discharge all the way up to 80% discharge before its usage should be cut off by the control
circuit and recharged.
From the graph below, it is seen that if a shallow cycle battery is discharged to 50% and
recharged from there, battery will most likely sustain around 500 cycles. However, a deep-
cycle lead acid battery should be able to maintain a cycle life of more than 1,000 even at
DOD over 50%.
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Figure 12:Cycle service life
f. Cycle Life
This is one of the key cell performance parameters and gives an indication of the expected
working lifetime of the cell.
Figure 13: Cycle life at room temperature
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The cycle life is defined as the number of cycles a cell can perform before its capacity drops
to 80% of its initial specified capacity. Each charge - discharge cycle, and the associated
transformation cycle of the active chemicals it brings about, is accompanied by a slow
deterioration of the chemicals in the cell which will be almost imperceptible to the user. This
deterioration may be the result of unavoidable, unwanted chemical actions in the cell or
crystal or dendrite growth changing the morphology of the particles making up the electrodes.
Both of these events may have the effect of reducing the volume of the active chemicals in
the cell, and hence its capacity, or of increasing the cell’s internal impedance.
Cells do not die suddenly at the end of the specified cycle life but continues its slow deterioration
so that it continues to function normally except that its capacity will be significantly less than
it was when it was new.
The cycle life as defined is a useful way of comparing batteries under controlled conditions;
however, it may not give the best indication of battery life under actual operating conditions.
Cells are seldom operated under successive, complete charge - discharge cycles, they
are much more likely to be subject to partial discharges of varying depth before complete
recharging. Since smaller amounts of energy are involved in partial discharges, the battery
can sustain a much greater number of shallow cycles.
4. Market for Li-ion Technologies

Although, various battery technologies have been developed at the global level, suitable
for both stationary applications and transportation markets, it is observed that lithium-ion
batteries have high power and energy density, along with competitive cycle and calendar life,
which justifies their use and consideration for a wide variety of applications spanning from
electric mobility to off-grid application. The lithium-ion batteries are widely implemented as
the power or energy source for everything from portable electronics to electric vehicles and
energy & natural resources. Increasing adoption of smartphones, tablets, wearable, toys,
power tools, personal care devices, payment devices, and digital cameras among users
have led to improved demand for lithium-ion batteries in India. Intense price competition and
a price-sensitive consumer has led manufacturers to develop new chemistries and improved
processes, resulting in cheaper storage solutions with higher energy densities. It is predicted,
by year 2030, lithium-ion batteries may be priced as low as $62/kWh.
As the market of electric vehicles increase, simultaneously demand of EV traction batteries
would also increase. In this regard, India is exploring various battery technologies. Accordingly,
NITI Aayog has launched “National Programme on Advanced Chemistry Cell (ACC) storage”
to enable setting up 50 GWh capacity of advanced battery storage manufacturing in India
and 5 GWh of “Niche” ACC, as proposed under the programme.
In India, there are several drivers which are expected to push the demand for battery / energy
storage in India.
Some of the key drivers are as following:
• High adaptability of EVs projected in India and changing dynamics of the transportation
sector in the country, bringing EV under the umbrella of priority sector lending
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• Target of 40 GW of roof-top installations which is to be achieved by year 2022 demands
for small-scale solar PV installations
• Falling trajectory of battery prices globally and further fall expected in near term is
expected to help cost economics of adaptation of Battery Energy Storage in India
• MNRE’s target to add 100 GW of solar capacity in the country by year 2022 will require
storage for making large scale solar power installations completely grid interactive
India’s aim to electrify 30% of its total vehicle fleet by year 2030, development of less costly,
durable batteries for EVs, with improved energy storage, energy & power performance and
charging capabilities, is essential. India’s market for EV batteries alone could be worth as
much as $300 billion by the year 2030. Given the projected scale of its domestic market,
India could support global-scale manufacturing facilities and eventually become an export
hub for battery production. The lithium-ion battery market in India is expected to increase at
a CAGR of 35.5% resulting in an estimated 132 GWh of battery market by year 2030.
Li-ion batteries are highly advanced as compared to other commercial rechargeable batteries,
in terms of gravimetric and volumetric energy. Figure-5 below compares the energy densities
of different commercial rechargeable batteries, which clearly shows the superiority of the
Li-ion batteries as compared to other batteries. It is expected that Li-ion batteries will be
dominant in rechargeable battery market, at least for the next decade, for advantages they
offer. Li-ion batteries have flexible design, and they can be formed into wide variety of shapes
and sizes, so as to efficiently fit the available space as per the application.
Electric Vehicle system needs high energy to improve the driving ranges on each charge.
The electric motor system needs high energy and high power to get longer driving distances
and good acceleration. High-energy battery packs and systems are designed for applications
specific to Battery Electric Vehicles (BEVs). The allowed electric power output is expressed
in watts (W) and the electric energy output is expressed in watt hours (Wh).
Figure 14: Volumetric and gravimetric analysis of batteries
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• Energy Density is defined as the amount of stored energy related to the battery pack
or system volume. Energy density is expressed in watt hours per litre (W.h/l).
• Specific Energy is the amount of stored energy related to the battery pack or system
mass. The battery pack or system includes the cooling system, if any, to the point of
a reversible attachment of the coolant lines or air ducts. For liquid-cooled systems,
the coolant mass inside the battery pack or system is included. Specific energy is
expressed in watt hours per kilogram (W·h/kg).
5. Energy Efficiency Program for High-energy Lithium-ion traction

battery packs and systems
Electric Mobility comes with zero or ultra-low tailpipe emissions of local air pollutants and
much lower noise, and, by being one of the most innovative clusters for the automotive
sector, can provide a major boost to the economic and industrial competitiveness, attracting
investments. The Electric Vehicle industry in India is far behind, with less than 1% of the
total vehicle sales. The Government of India have undertaken multiple initiatives to promote
manufacturing and adoption of electric vehicles in India. Central Government’s aim to reduce
pollution and fossil fuel dependency for country’s vehicular related energy requirement has
strengthened the need to use alternative options such as battery-powered electric vehicles
(BEVs). Given the country’s energy requirements, India is poised to become a major EV
market in the times to come.
The EV battery accounts for about one-third of the total purchase price of an EV, bringing
down battery costs through rapidly scaling production and standardizing battery components
could be a key element of long-term success for India’s electric mobility sector. The Standards
& Labelling of high-energy traction batteries is bound to ensure the performance & quality of
the batteries and minimize the penetration of inferior product, ensuring a better operational
efficiency and longer effective operation life for the battery.
High Energy and High-Power Batteries
The terms “High Energy Battery” and “High Power Battery” relate to battery design and material
choices with the aim of maximizing (optimizing) energy content or maximizing (optimizing)
power delivery capability of the stored energy. As a general rule, from both a design and
materials selection perspective -- energy content optimization is realized at the expense of
power capability and vice-versa. Energy batteries are typically found in consumer devices and
EVs. Power batteries are found in automotive, industrial, and rapid charge applications.
The most interesting area for battery technologies is seconds-to multiple-hour applications
as balancing of variable generation. Energy density is seen as an essential factor for battery
storage in transportation but not for stationary applications as these are characterized by a low
degree of restrictions on weight or space. Power density is perceived as more critical, especially
when it comes to short-term balancing as in the case of primary frequency regulation.
Commercial lithium-ion cells are optimized for either high energy or high-power density.
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There is a trade off in cell design between power & energy requirements while designing
the Lithium-ion cells there are series of design decisions like electrode composition, coat
weights, porosities, the current collectors, the separators, the electrolyte & connection tags
are optimized for performance and safety of cells.
6. Star Labelling Program for High Energy Lithium Ion High-energy

Lithium-I on-based Battery packs & systems
With the objective of providing optimum performance & quality of the batteries and remove
low quality products, with improved operational efficiency and longer operation life for the
battery, Bureau of Energy Efficiency is launching star labelling program for batteries. The
performance of batteries is based on Specific Energy (Wh / kg). Schedule of the program is
provided as Annexure.
Bureau of Energy Efficiency (BEE) was designated as a Central Nodal Agency for implementing
the provisions “Charging infrastructure for Electric Vehicle-Guidelines and standards” issued
by the Ministry of Power in December 2018. Thereafter BEE was directed by the Ministry of
Power to develop and prescribe Standard & Labelling program for Advance Chemistry Cells
and Batteries. Batteries typically form 30-40% of the overall cost of an Electric Vehicle and
as more and more users embrace Electric Vehicles, optimization of the energy performance,
safety and quality of Lithium-Ion traction batteries widely used for propelling EVs becomes
important more so for countries like India, experiencing hot climate for the majority of the
year. The absence of a Regulation or Energy performance for EV traction batteries has
emerged as a challenge for both the B2B and B2C businesses making an informed choice
while purchasing Electric Vehicles or while swapping batteries at swapping stations.
The Standards & Labelling program for High-energy Lithium-Ion-based Battery packs &
systems prescribes minimum energy performance norms for such battery packs and systems
used for propelling Electric vehicles. The program rates performance of High-energy Lithium-
Ion based Battery packs and systems on parameters like cycle life, specific energy (Wh/kg),
and energy efficiency of the battery pack in accordance with IS 12405-4:2018. The program
is expected to provide a level playing field in terms of energy performance and quality of
these batteries commercially sold in the country.
6A. Star Labeling Program
With the objective of providing optimum performance & quality of the batteries and remove
low quality products, with improved operational efficiency and longer operation life for the
battery, Bureau of Energy Efficiency is launching star labeling program for batteries. The
performance of batteries is based on Specific Energy (Wh / kg). Schedule of the program is
provided as Annexure.
Bureau of Energy Efficiency (BEE) was designated as a Central Nodal Agency for
implementing the provisions “Charging infrastructure for Electric Vehicle-Guidelines and
standards” issued by the Ministry of Power in December 2018. Thereafter BEE was directed
15
by the Ministry of Power to develop and prescribe Standard
& Labeling program for Advance Chemistry Cells and
Batteries. Batteries typically form 30-40% of the overall cost
of an Electric Vehicle and as more and more users embrace
Electric Vehicles, optimization of the energy performance,
safety and quality of Lithium-Ion traction batteries widely
used for propelling EVs becomes important more so for
countries like India, experiencing hot climate for the majority
of the year. The absence of a Regulation or Energy
performance for EV traction batteries has emerged as a
challenge for both the B2B and B2C businesses making an
informed choice while purchasing Electric Vehicles or while
swapping batteries at swapping stations.
The Standards & Labeling program for High-energy Lithium-
Ion-based Battery packs & systems prescribes minimum
energy performance norms for such battery packs and
systems used for propelling Electric vehicles. The program
rates performance of High-energy Lithium-Ion based
Battery packs and systems on parameters like cycle life,
specific energy (Wh/kg), and energy efficiency of the battery pack in accordance with IS
12405-4:2018. The program is expected to provide a level playing field in terms of energy
performance and quality of these batteries commercially sold in the country.
This program shall rate high-energy battery packs and systems based on specific energy
and cycle life of the battery pack/system categorized as per Basic Matrix Group (BMG) as
mentioned below:
Basic Matrix Group
Specific Energy (Wh/kg)

Cycle Life Range* A B C D E
≥100 ≥150 ≥200 ≥275 ≥350
1 1000 to 1499 BMG A1 BMG B1 BMG C1 BMG D1 BMG E1
4 ≥4000 BMG A4 BMG B4 BMG C4 BMG D4 BMG E4
(*) Subject to revision based upon availability of life cycle test data in the course of
implementation of the program.
A BMG shall comprise of a families each having a parent and child as defined in the
subsequent paras. The battery packs/systems in a BMG shall be rated based on tested
energy efficiency (η), the parent battery (highest capacity A.h) in every family has to undergo
complete cycle life testing.
The star labeling scheme for Lithium-ion packs and systems:
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Star rating matrix
Overall battery pack efficiency [%]

Star Level
Min Max
1 star 85 88
2 star > 88 91
3 star > 91 95
4 star >95 98
5 star >98
Family of battery packs is defined as battery packs and systems that lie under the same
BMG category and are equipped with the same BMS model type and cell type (Prismatic cell,
cylindrical cells, etc.). The capacity (Ah) and model number of the battery pack/system may
vary in a family.
The battery pack/system within a family which has the highest rated capacity (Ah) is defined
as the parent battery pack/system and has to undergo complete cycle life testing.
6B. Energy saving potential in High Energy Lithium-ion traction batteries
The Star labeling program for High-energy lithium-ion traction batteries & systems is estimated
to save 333.7 GWh of energy till year 2030 through improvement in the energy efficiencies
of lithium-ion traction battery packs and systems.
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Schedule 29 Date: 14th December 2021
7. High-Energy Lithium-Ion traction battery

7.1. Scope
This schedule specifies energy-labelling requirement for high-energy Lithium-Ion based
Battery packs and systems for electrically propelled road vehicles. The schedule covers high-
energy lithium-ion battery packs/modules with specific energy up to 350Wh/kg and Cycle life
up to 4,000 cycles. For this schedule, the star rating of high-energy Battery pack/module
shall be based on specific energy, life cycle and energy efficiency tested in accordance with
ISO 12405-4:2018. India specific exceptions to ISO 12405-4:2018 adopted in the present
schedule are as per recommendation of the technical committee constituted by Bureau of
Energy Efficiency (BEE) for this purpose.
7.2. Normative references
This schedule shall be read in conjunction with the following standards, for the purpose of
star labelling of the packs.
NOTE: For undated references, the current version with all amendments are to be followed.
For dated references, the version with all amendments are to be followed.
S. No. Standard
1 ISO 6469-1, Electrically propelled road vehicles — Safety specifications —
Part 1: Rechargeable energy storage system (RESS)
2 ISO 6469-34, Electrically propelled road vehicles — Safety specifications —
Part 3: Electrical Safety
3 AIS 048 - Battery Operated Vehicles - Safety Requirements of Traction Batteries
4 IS 16046 (Part 1): 2018/ IEC 62133-1: 2017 - 'Secondary Cells and Batteries
Containing Alkaline or Other Non-Acid Electrolytes — Safety Requirements
for Portable Sealed Secondary Cells and for Batteries Made from Them for
Use in Portable Applications Part 1 Nickel Systems: 2018/ IEC 62133-1:
2017 - 'Secondary Cells and Batteries Containing Alkaline or Other Non-Acid
Electrolytes — Safety Requirements for Portable Sealed Secondary Cells and
for Batteries
5 IEC 62660-2:2018 Secondary Lithium-ion Cells for the Propulsion of Electrical
Road Vehicles-Part 2: Reliability and Abuse Testing
6 IEC 62660-3:2016 Secondary Lithium-ion Cells for the Propulsion of Electrical
Road Vehicles Part 3: – Safety Requirements
7.3. Terminology
For this schedule, the following definitions shall apply. However, in case of dispute, the
definitions given in ‘ISO 12405- Part (4): 2018 electrically propelled road vehicles — Test
specification for lithium-ion traction battery packs and systems’ shall be referred.
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7.3.1. Battery Control Unit (BCU)
BCU is an electronic device that controls, manages, detects or calculates electric and thermal
functions of the battery system and provides communication between the battery system and
other vehicle controllers.
7.3.2 Battery pack
Energy storage device that includes cells or cell assemblies normally connected with cell
electronics, power supply circuits and overcurrent shut-off device(s), including electrical
interconnections, interfaces for external systems.
7.3.3 Battery system
Energy storage device that includes cells or cell assemblies or battery pack(s) as well as
electrical circuits and electronics.
7.3.4 Capacity:
Total number of ampere hours that can be withdrawn from a fully charged battery pack under
specified conditions. The capacity is often expressed in ampere-hours (A.h), where 1 A·h = 3
600 C.
7.3.5 Cell electronics
Electronic device that collects and possibly monitors thermal and electric data of cells or
cell assemblies and contains electronics (including a cell controller) for cell balancing, if
necessary.
7.3.6 Energy density
Amount of stored energy related to the battery pack or system volume. The battery pack
or system includes the cooling system, if any, to the point of a reversible attachment of the
coolant lines or air ducts, respectively. Energy density is expressed in watt hours per liter
(W·h/l).
7.3.7 Specific Energy
Amount of stored energy related to the battery pack or system mass. The battery pack or
system includes the cooling system, if any, to the point of a reversible attachment of the
coolant lines or air ducts, respectively. For liquid-cooled systems, the coolant mass inside the
battery pack or system is included. Specific energy is expressed in watt hours per kilogram
(W·h/kg).
7.3.8 Energy Round-Trip Efficiency
Ratio of the net d.c. energy delivered by a DUT (battery pack/ system) during a discharge test
to the total d.c. energy required to restore the initial SOC by a standard charge. The net d.c.
energy is expressed as watt hours (W·h) discharge and the total d.c. energy is expressed as
watt hours (W·h) charge.
7.3.9 High-energy application
Characteristic of device or application, for which the numerical ratio between maximum
allowed electric power output and electric energy output at 1 C discharge rate at room
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temperature for a battery pack or system is typically lower than 10. Typically high- energy
battery packs and systems are designed for applications in BEVs. The allowed electric power
output is expressed as power in watts (W) and the electric energy output is expressed as
energy in watt hours (W·h).
7.3.10 Maximum working voltage
Highest value of a.c. voltage (r.m.s) or of d.c. voltage which may occur in an electrical system
under any normal operating conditions according to the manufacturer’s specifications,
disregarding transients.
7.3.11 Rated capacity
Supplier’s specification of the total number of Ampere hours (A.h) that can be withdrawn from
a fully charged battery pack or system for a specified set of test conditions, such as discharge
rate, temperature and discharge cut off voltage.
7.3.12 Room Temperature (RT)
Room temperature of (27 ± 2) °C.
7.3.13 Sign of battery Current
Discharge current is specified as positive and the charge current as negative.
7.3.14 State of charge (SOC)
SOC is the available capacity in a battery pack or system. State of charge is expressed as a
percentage of rated capacity.
7.3.15 Supplier party
The one who provides battery systems and packs. For example, a battery manufacturer.
7.3.16 Voltage class A:
Classification of an electric component or circuit with a maximum working voltage of ≤ 30 V
a.c. or ≤ 60 V d.c., respectively
NOTE For more details, see ISO 6469-3.
7.3.17 Voltage class B
Classification of an electric component or circuit with a maximum working voltage of (> 30
and ≤ 1000) V a.c. or (> 60 and ≤ 1500) V d.c., respectively.
Please note: Symbols can be referenced as per ISO 12405 – 4: 2018
7.3.18 Device under Testing (DUT)
Battery pack or battery system
7.4. Testing guidelines and requirements
The schedule is only limited to high-energy lithium-ion traction battery packs and systems.
Hence the testing methodology mentioned in ‘ISO 12405 Part 4: 2018’ (as amended from time
to time) Test procedure for performance testing of high energy battery packs must be followed
to determine the specific energy, energy efficiency and cycle life of the pack and system.
20
7.4.1 Tolerance Limit
There is no negative tolerance for star rating band; the performance testing parameters must
be at par or better than the star rating band threshold. The accuracy of external measurement
equipment shall be as per tolerances defined in section 5.1.2 of ISO 12405-4: 2018.
7.4.2 Preconditioning cycles
The DUT shall be conditioned by performing some electrical cycles, before starting the real
testing sequence, in order to ensure an adequate stabilization of the battery pack or system
performance. The pre-procedure sequence shall be as stated in 6.1.2.2 of ISO 12405 - 4:
2018.
7.4.3 Standard cycle (SC)
The standard cycle (SC) shall be performed at RT (Room Temperature). The SC shall
comprise a standard discharge (SDCH) followed by a standard charge (SCH).
7.4.3.1.1 Standard Discharge (SDCH): Standard Discharge shall comprise of the
following:
a) Discharge rate: C/3 or other specific discharge rate according to the specifications
given by the supplier.
b) Discharge limit: according to the specifications given by the supplier.
c) Rest period after discharge to reach a stable condition: 30 minutes or a thermal
equilibration at RT of the DUT is reached.
7.4.3.1.2 Standard charge (SCH): Standard Charge shall comprise of following:
a) Charge procedure and end of charge criteria: C/3 or another specific charge rate
according to the specifications given by the supplier.
b) The specifications shall cover end of charge criteria and time limits for the overall charging
procedure. In any case, the total charge procedure shall be completed within 8 h.
c) Rest period after charge: 60 minutes
7.4.4 Capacity & Specific Energy at Room Temperature
Purpose
This test measures DUT capacity in A·h at constant current discharge rates. For high- energy
battery packs and systems the constant current discharge rates shall be corresponding to
the suppliers rated C/3 capacity in A·h (e.g., if the rated three hour discharge capacity is
45 A·h, the discharge rate is 15 A). The three hour rate (C/3) is used as reference for static
capacity and energy measurement and as a standard rate for pack and high-energy system
level testing. In addition, if applicable, the 1C, 2C and the maximum permitted C rate shall
be performed for capacity determination to meet the high-energy system requirements.
Discharge shall be terminated on supplier specified discharge voltage limits depending on
discharge rates and temperature.
21
The test methodology for high energy battery packs shall be as per 7.1.2.2 ISO 12405- Part
(4): 2018.
The Capacity (A.h) of high energy battery packs and systems determined at C/3 and RT
from the above test procedure will be considered for the calculation of specific energy for the
purpose of this program.
Weight (kg) of the cell assembly of the DUT (i.e. weight of one cell * total no of cells) shall be
considered while calculating the specific energy (Wh/kg) for the purpose of this program.
7.4.5. Energy efficiency at Fast charging
7.4.5.1 Purpose
The purpose of the energy efficiency at fast charging test is to determine the energy efficiency at
different fast charging levels. This test applies to high-energy packs and battery systems only.
7.4.5.2 Test Procedure:
The test shall be performed with battery pack/systems at RT, 0 °C and Tmax (45 ± 2)°C
and three different fast charging levels (1C, 2C and Ic,max). After thermal equilibration and
conditioning of the DUT by a standard cycle, the DUT shall first be discharged via a standard
discharge followed by a fast charge with a starting current of 1C, 2C and Ic,max. The charge
rate, the maximum charge current Ic,max shall follow the requirement delivered by the
supplier. The test sequence shall be performed as specified in table below.
Table 3 — Test sequence energy efficiency at fast charging test
Step Procedure Ambient temperature

1.1 Thermal equilibration RT
1.2 Standard charge (SCH) RT
1.3 Standard Cycle (SC) RT
2.1 Standard discharge (SDCH) RT
2.2 Fast Charge with 1C RT
2.3 Rest period for 60 min at open power supply circuit RT
2.6 Fast Charge with 2C RT
2.10 Fast Charge with Ic,max RT
3.2 Thermal equilibration 0 °C
4.1 Standard discharge (SDCH) 0 °C
4.2 Standard Charge with C/3 0 °C
22
5.2 Standard charge (SCH) for top off RT
5.4 Thermal equilibration (45 ± 2)°C
6.1 Standard discharge (SDCH) (45 ± 2)°C
6.2 Fast Charge with 1C (45 ± 2)°C
8.2 Fast Charge with 2C (45 ± 2)°C
10.2 Fast Charge with Ic,max (45 ± 2)°C
# If Ic,max is less than 2C, then the test shall be performed at C/3, 1C & Ic,max.
a) All discharge tests shall be terminated at the supplier’s discharge voltage limits.
b) All fast charge tests shall follow or shall be terminated at the supplier’s requested
limits.
c) The sampling rate for test data during testing is recommended to be <= 50 ms.
d) Calculate energy efficiency for the following SOCs:
i. From SoC at discharge test termination to the next rounded SoC decade and each
following 10 % SoC increment up to the SoC level at fast charge termination,
ii. From each rounded SoC decade following the discharge test termination to each
following 10 % SoC increment up to the SoC level at fast charge termination.
Based on measured voltage and current data for each standard discharge (SDCH) and the
following fast charge test, use the following formula for calculation of the requested energy
efficiency values:
23
7.4.5.3 The following data shall be reported:
i. Current, voltage, DUT temperature and ambient temperature versus time at each
discharge test and the following fast charge;
ii. Discharged capacity in Ah, energy in Wh and average power in W at each discharge test;
iii. Charged capacity in Ah, energy in Wh and average power in W following each discharge test;
iv. The End of discharge Voltage (EODV) of all available cell voltage measuring points for
all performed discharge tests;
v. Energy efficiency for specified Delta SoCs at each standard discharge – fast charge
test.
vi. Average of all the efficiencies determined shall be considered for the S&L program.
Table 4: Energy Efficiency at various temperatures and charge rates
Energy Efficiency
Temperature
Charging Rates
0C
0
Room Temperature (45+-2)0C
C/3 NA NA
1C NA
2C NA
Ic,max NA
Avg. (%) a b c
Overall arithmetic energy efficiency (%): Average of a, b and c
# If Ic,max is less than 2C, then the test shall be performed at C/3, 1C & Ic,max.
7.4.6 Power and internal resistance
The power and internal resistance test is intended to determine the dynamic power capability,
the ohmic resistance for discharge and charge conditions as well as the OCV of the DUT as
a function of SoC and temperatures according to a realistic load profile derived from vehicle
driving operation.
This test applies to battery packs and systems.
7.4.6.1 Pulse power characterization profile
The objective of this profile is to demonstrate the discharge pulse power (0,1 s, 2 s, 5 s, 10 s,
24
18 s, 18,1 s, 20 s, 30 s, 60 s, 90 s and 120 s) and regenerative charge pulse power (0,1 s, 2 s,
10 s and 20 s) capabilities at various SOC and temperatures. The test protocol uses constant
current at levels derived from the supplier’s maximum rated pulse discharge current Idp,max at
the test temperature. In agreement with the customer, this value can be reduced. Only in case
the DUT reaches the discharge voltage limit during discharge, the current shall be reduced such
that the battery terminal voltage is maintained at the discharge voltage limit throughout the 120
s discharge pulse. The current of the regenerative charge pulse shall be kept constant and shall
be calculated as 75 % of the discharge pulse current. Only in case the DUT reaches the charge
voltage limit during charging, the current shall be reduced such that the battery terminal voltage
is maintained at the charge voltage limit throughout the 20 s regenerative charge pulse.
The test profile shall start with an Idp,max discharge pulse for 18 s followed by a 0,75Idp,max
discharge pulse for additional 102 s followed by a 40 s rest period to allow the measurement
of the cell polarization resistance. After the rest period, a 20 s charge pulse with 75 % current
rate of the Idp,max discharge pulse shall be performed to determine the regenerative charge
capabilities. After the charge pulse, a rest period of 40 s shall follow (for timing and current
see also Table 5 and Figure 15).
Table 5 – Pulse power characterization profile
Time increment [s] Cumulative time [s] Current

0 0 0
18 18 Idp,max
102 120 0.75 Idp,max
40 160 0
20 180 -0.75 Idp,max
40 220 0
Figure 15: Pulse power characterization profile – current
25
Figure 16: Pulse power characterization profile – Voltage
For the peak power, regenerative power and resistance determination, the battery terminal
voltage and current shall be measured at the times given in Table 6.
If the test equipment cannot provide the current value with the requested accuracy at the time
of 100 ms after a change in the current profile, no related values for power and resistance
shall be calculated for this specific test step.
Table 6: Measured Voltages and currents
Times [s] Current Value Voltage Current

0 0 U0 I0
0.1 Idp,max U1 I1
2 Idp,max U2 I2
5 Idp,max U3 I3
10 Idp,max U4 I4
18 Idp,max U5 I5
18.1 0.75 Idp,max U6 I6
20 0.75 Idp,max U7 I7
30 0.75 Idp,max U8 I8
60 0.75 Idp,max U9 I9
90 0.75 Idp,max U10 I10
120 0.75 Idp,max U11 I11
160 0 U12 I12
160.1 -0.75 Idp,max U13 I13
162 -0.75 Idp,max U14 I14
170 -0.75 Idp,max U15 I15
26
Times [s] Current Value Voltage Current
180 -0.75 Idp,max U16 I16
220 0 U17 I17
The following calculations for resistance and power shall be performed according to Table 7
Table 7: Calculation of resistance and power
Value Formula Δt [s]
0.1 s discharge resistance Ri0.1s,dch=(U0-U1)/I1 0.1
2 s discharge resistance Ri2s,dch=(U0-U2)/I2 2
18.1 s discharge resistance Ri18.1s,dch=(U0-U6)/I6 18.1
Overall discharge resistance Ridch=(U12-U11)/I11 40
0.1 s charge resistance Ri0,1s,cha=(U12-U13)/I13 0.1
2 s charge resistance Ri2s,cha=(U12-U14)/I14 2
Overall charge resistance Ri cha=(U16-U17)/I17 20
0.1 s discharge power P0.1s,dch=U1*I1 0.1
2 s discharge power P2s,dch=U2*I2 2
18.1 s discharge power P18.1s,dch=U6*I6 18.1
0.1 s charge power P0.1s,cha = U13*I13 0.1
2 s charge power P2s,cha = U14*I14 2
10 s charge power P10s,cha = U15*I15 10
20 s charge power P20s,cha=U16*I16 20
open circuit voltage Uocv=U17
27
7.4.6.2 Test Procedure
The test shall be performed at six different temperatures (40 °C, RT, 0 °C, −10 °C, −18 °C
and −25 °C) and shall cover a SoC range of 90 % to 20 % within five steps (90 %, 70 %, 50
%, 35 %, 20 %) whereas the last step at 20 % SoC shall only be performed if the maximum
discharge current of the DUT is equal to or less than a 5C current rate in order to avoid a
deep discharge of the DUT.
Prior to each test temperature, the DUT shall be conditioned at RT according to the thermal
equilibration requirements provided in 5.1 of ISO 12405-4:2018 followed by a standard
charge (SCH) for top off and a standard cycle (SC).
Then the DUT shall be conditioned at the specified test temperature according to the thermal
equilibration requirements provided in 5.1 of ISO 12405-4:c2018 followed by a standard
charge (SCH). The standard charge (SCH) is requested in order to condition the DUT to 100
% SoC at the specified test temperature prior to the pulse power characterization test profile.
In the next step, the fully charged DUT shall be discharged with a C/3 rate to the initial SoC
of 90 % followed by a minimum 30 min rest period. A 108 s discharge with a C/3 rate will
decrease the SoC level by 1 %.
Then the pulse power characterization profile as described in 4.6.1 shall be performed.
The next SOC steps (70 %, 50 %, 35 %, and 20 %) shall be reached by a C/3 discharge
followed by a 30 minutes rest period. Then the pulse power characterization profile as
described above shall be performed at each mentioned SoC step. The amount of electric
charge [Ah] withdrawn during the previous power characterization profile needs to be taken
into account when adjusting the SoC level to the next following step by a C/3 discharge.
At the end of the pulse power characterization profile at the 20 % SoC level, the standard
charge (SCH) shall be performed.
Data sampling, especially for DUT voltage and current, shall be performed with an adequate
sampling rate for the profile described in Figure 16 and Table 6. A minimum of 10 measuring
points per step are required.
The complete test sequence shall be performed as specified in Table 8.
Table 8: Test sequence
Step Procedure Ambient Temperature [°C]
1.2 Top off Charge RT
2.3 Pulse power characterization RT
2.4 Standard Charge (SCH) RT
28
Step Procedure Ambient Temperature [°C]
4.1 Thermal equilibration 40
4.2 Top off Charge 40
4.3 Pulse power characterization 40
4.4 Standard Charge (SCH) 40
6.1 Thermal equilibration 0
6.2 Top off Charge 0
6.3 Pulse power characterization 0
6.4 Standard Charge (SCH) 0
8.1 Thermal equilibration -10
8.2 Top off Charge -10
8.3 Pulse power characterization -10
8.4 Standard Charge (SCH) -10
14.3 Pulse power characterization RT
14.4 Standard Charge (SCH) RT
29
The following data shall be delivered by using the equations described in 4.6.1:
i. Discharge power for 0,1 s, 2 s, 5 s, 10 s, 18 s, 18,1 s, 20 s, 30 s, 60 s, 90 s and 120 s

peaks as a function of SOC and temperature;
ii. Regenerative power for 0,1 s, 2 s, 10 s and 20 s peaks as a function of SoC and
temperature;
iii. Discharge resistance for 0,1 s, 2 s, 5 s, 10 s, 18 s, 18,1 s, 20 s, 30 s, 60 s, 90 s and

120 speaks as well as the overall resistance as a function of SoC and temperature;
iv. Charge resistance for 0,1 s, 2 s, 10 s and 20 s peaks as well as the overall resistance
as a function of SOC and temperature;
v. Open circuit voltage as a function of SoC and temperature;
vi. Deviation from first and last test at RT, if any;
vii. Temperature versus time of the DUT at the specified tests;
viii. If the charge or discharge current had to be reduced due to voltage limits, the calculated
internal resistance values shall be marked clearly in the protocol and in the result
tables.
7.4.7 Life Cycle

In addition to other ageing factors (i.e. time, temperature), the energy throughput has
significant influence on the lifetime of a battery.
In order to choose a relevant ageing profile relating to the energy throughput, real driving
conditions shall be considered. That means the applied high C rates and SoC swing shall
cover the vehicle demands in a realistic way. Further, the usable SoC range shall be covered
by the energy cycling test. This is important in order to get reliable and significant data for
lifetime prediction.
On the other hand, the battery system shall not be stressed excessively. Therefore, the
thermal management and monitoring of the battery system is mandatory; in addition, certain
rest phases are needed for equilibrium and cell balancing.
This section mentions steps dedicated to test battery systems used in dynamic discharge
applications followed by a complete charging procedure.
This test applies to battery systems only.
7.4.7.1 Preparation:
During the test, it is necessary to maintain the DUT temperature by its cooling equipment
within a temperature range between RT and 45 °C + 2 °C (i.e. RT during rest periods, certainly
higher during operation). If requested by the supplier, additional rest periods can be placed
30
between the cycles in order to keep the DUT within the designated temperature range.
The cycle test is performed by combining two test profiles: one is the “dynamic discharge
power profile A”, where the amount of discharged energy is significantly lower than the
“dynamic discharge power profile B”. The profiles are shown in Figure 17 and Figure 18.
The SOC range shall be defined by the customer, otherwise the cycle test shall be performed
between 100 % and 20 % SoC.
The cycle test shall be started from the upper limit of SoC with a sequence by performing the
dynamic discharge power profile A, followed by the dynamic discharge power profile B and
then followed by the dynamic discharge power profile A until SoC reaches the lower limit or
the battery voltage reaches the lower voltage limit specified by the supplier. Within the next
step, the battery system shall be charged according to the supplier’s recommendation to the
upper limit of SoC with the requirement to maintain the total time for the discharge–charge
cycle including a rest time for cell balancing to 8 hours. This sequence of dynamic discharge
power profiles including charging shall be repeated during the following 28 days. After these
cycling activities the capacity and pulse power characterization tests shall be performed
to determine the current status of the battery system. After this performance testing, the
life cycling testing shall be continued until the test has been terminated according to the
specified criteria;
The SoC limit can be detected by one of the following:
i. SoC calculated, i.e. by the BCU for a battery system test;
ii. Ah counted by external measurement;
iii. Battery voltage upper and lower limits defined by the supplier.
7.4.7.1.1 Test sequence battery system life cycle test for dynamic discharge applications
Table 11: Test sequence battery system cycle life test for dynamic discharge applications

1 Thermal equilibration RT
2 Standard cycle (SC) RT
3 Standard cycle (SC) for C/3 capacity RT
determination
4 Thermal equilibration (45 ± 2)°C
5 Top off charge (45 ± 2)°C
6 Standard cycle (SC) for C/3 capacity (45 ± 2)°C
determination
31
9 Cycling by performing the sequence of RT
dynamic power profile A, followed by the
dynamic discharge profile B and then followed
by the dynamic discharge power profile A until:
• SoC 20%
• Battery voltage reaches lower limit defined by
the supplier.
10 Charging to 100% SoC as defined by the RT
supplier with the following requirements:
• Charging including cell balancing activities
and rest time shall be finished at least 8h after
starting the dynamic discharge profile A
11 Repeat step 9 to 11 for a total of 28 days
14 Standard cycle (SC) for C/3 capacity RT
determination
16 Top off charge RT
17 Pulse power characterization RT
18 Standard charge (SCH) RT
19 Every 8 Weeks continue with step 20,
otherwise step 9
22 Standard cycle (SC) for C/3 capacity (45 ± 2)°C
determination
27 Pulse power characterization (45 ± 2)°C
30 Continue with step 9 RT
32
Figure 17: Profile for cycle life test – Dynamic discharge power profile A
Table 10: Time and power data- Dynamic discharge profile A

Step Time increment [s] Time cumulative [s] Fraction of max.
power [%]
1 16 16 0
2 28 44 12.5
3 12 56 25
4 8 64 -12.5
5 16 80 0
6 24 104 12.5
7 12 116 25
8 8 124 -12.5
9 16 140 0
10 24 164 12.5
11 12 176 25
12 8 184 -12.5
13 16 200 0
14 36 236 12.5
15 8 244 100
16 24 268 62.5
17 8 276 -25
18 32 308 25
19 8 316 -50
20 44 360 0
In this profile, the max. Power shall be the power value P10s,dch, as per 4.6 at RT, 35 % SOC and
t = 10 s unless customer and supplier have agreed on a reduction of this power value.
33
Figure 18: Profile for cycle life test – Dynamic discharge power
Table 11: Time and power data- Dynamic discharge power profile B
Step Time increment [s] Time cumulative [s] Fraction of max.
power [%]
1 16 16 0
2 28 44 12.5
3 12 56 25
4 8 64 -12.5
5 16 80 0
6 24 104 12.5
7 12 116 25
8 8 124 -12.5
9 16 140 0
10 24 164 12.5
11 12 176 25
12 8 184 -12.5
13 16 200 0
14 36 236 12.5
15 8 244 100
16 120 364 62.5
17 8 372 -25
18 32 404 25
19 8 412 -50
20 44 456 0
In this profile, the max. Power shall be the power value P10s,dch, as per 4.6 at RT, 35 % SoC and
t= 10 s.
34
7.4.7.2 Conditions
Ambient: start at RT in a temperature chamber with adequate safety equipment.
Designated (or comparable) battery cooling system shall operate.
During cycling, the DUT electronic shall ensure that no cell limits will be exceeded, by achieving
voltage limits as specified by the supplier. The current has to be reduced automatically to
avoid any electrical and functional operation.
7.4.7.3 Monitoring and data logging
All available voltage and temperature sensor data shall be monitored and logged. The
amount of stored data may be reduced by logging only during selected (critical) parts of the
test sequences. Cumulated capacity which corresponds to the delta SoC shall be recorded
in order to compare with the SoC value given by the BCU.
7. 4.7.4. SOC determination
Due to ageing during the cycling test, a capacity loss is expected. Therefore, it is very
important to provide a clear procedure to determine SoC over the whole test period.
The rated capacity, determined above, specifies the range between 100 % SoC (fully charged)
and 0 % SoC (fully discharged). For adjustment of the SoC values, the 100 % value shall be
taken as basis.
7.4.7.5. End of test criteria
The cycle life test shall be terminated according to any of the following end of test criteria:
1. The cycle life test for dynamic discharge applications cannot be performed any longer,
e.g. because limits are reached;
2. The retained capacity reached a level of 80% capacity that of beginning of life value.
3. The Requirements of the parameter check between the power cycling sequences
according to Table 11 step 13 to 29 can no longer be fulfilled.
7.4.7.6. Capacity fade
The change of dischargeable capacity from the beginning-of-life value to some later point
in time shall be reported periodically as capacity fade. The capacity fade, Cfade, shall be
expressed as a percentage of the initial BoL (beginning of life) capacity (C/3 at RT) as shown
in the following equation:
35
7.5. Rating plan/ labelling plan
This program shall rate high-energy battery packs and systems based on specific energy
and cycle life of the battery pack/system categorized as per Basic Matrix Group (BMG) as
mentioned below:
Table 12: Basic Matrix Group (BMG) matrix
Specific Energy (Wh/kg)

Cycle Life Range* A B C D E
≥100 ≥150 ≥200 ≥275 ≥350
4 ≥4000 BMG A4 BMG B4 BMG C4 BMG D4 BMG E4
(*) Subject to revision based upon availability of life cycle test data in the course of
implementation of the program.
A BMG shall comprise of a families each having a parent and child as defined in the
subsequent paras. The battery packs/systems in a BMG shall be rated based on tested
energy efficiency (η), the parent battery (highest capacity A.h) in every family has to undergo
complete cycle life testing.
The star labelling scheme for Lithium-ion packs and systems:
Table 13: Star rating matrix
Overall battery pack efficiency [%]

Star Level
Min Max
1 star 85 88
2 star > 88 91
3 star > 91 95
4 star >95 98
5 star >98
Family of battery packs is defined as battery packs and systems that lie under the same
BMG category and are equipped with the same BMS model type and cell type (Prismatic cell,
cylindrical cells, etc.). The capacity (Ah) and model number of the battery pack/system may
vary in a family.
The battery pack/system within a family which has the highest rated capacity (Ah) is defined
as the parent battery pack/system and has to undergo complete cycle life testing.
7.6. Check testing
BEE registered battery pack and system samples would be picked up at random by BEE or
its designated agencies from the market and tested at a BEE empaneled NABL accredited
Lab at the expense of BEE. If the first sample fails, then a second check testing would be
36
carried out at the same lab. Under second check testing, two similar battery packs/systems
with same rated efficiency would be picked up again from the market randomly and both
samples would have to meet the declared pack/system efficiency. Even if one sample fails to
meet the declared pack/system efficiency during second check testing, the battery pack and
systems and the related BMG will be treated as being in non-compliance with the prescribed
BEE standards.
7. 7. Eligibility Criteria
i. Till such time, safety standards for ACC traction battery modules are notified by
BIS, battery packs eligible for registration under this program shall comply with the
applicable safety regulations as per CMVR 1989 amended from time to time.
ii. The application for registration should be submitted with all applicable pre- requisite
certificates and a test report from a BIS recognized/NABL accredited lab or lab
accredited by signatory of ILAC /APAC.
7.8. Registration process/Fees
With regards the S&L scheme for Batteries, the manufacturer must first register his company
under BEE scheme by making one- time payment of Rs. 25,000/- for MSME and Rs.1,00,000/-
for rest of the manufacturers. This amount is refundable.
i. The application fees for each model is Rs. 2,000/-(Rupees two thousand only) and
fees for renewal/degradation for each model will be Rs.1,000/- (Rupees One thousand
only).
ii. Labelling fee for affixation of label on each battery pack/system rated from 1 star to 4
star is INR 50 per kW.h /- shall be charged by BEE.
iii. However, the labelling fees for 5 star rated models would be kept as INR 25 per kW.h/-
to promote higher efficiency battery.
iv. The label validity period would be effective from the date of launch till 31st December
2022.
7.9. Label design and manner of display
• Placement: All batteries must display the label

• Material, Dimension and Shape: The label shall be of durable material and be printed
as per the size given below.
37
38
APPENDIX -A: Examples of data sheets for battery pack and system testing
Supplier
Company
Address
Internet Address
Contact Person
Name
Tel
E-Mail
Fax
Type of Chemistry
BMS Model Number
Battery Model Number
Cell Model Number
Supplier's trade name
Date of Manufacturing
Nominal Battery Voltage [V]
Nominal capacity at C/3 [A.h]
Nominal Cell voltage [V]
Number of cells
Number of Cells Assemblies
Type of Cathode Material
Type of Anode Material
Type of separator material
Type of electrolyte
cell: Cell Assembly: Pack/system:
Mass [kg]
Volume [dm3]
Length [mm]
Width [mm]
Height [mm]
Date of received battery pack/system at Lab [YYYY-MM-DD]
Peripherals and instruction
BCU Yes: No:
Thermal Management Yes: No:
Safety Devices Yes: No:
Operating manual Yes: No:
39
Battery Pack/system -Auxiliary equipment
BCU Cooling Connectors Other Tray Total
Mass [kg]
Volume [dm3]
Length [mm]
Width [mm]
Height [mm]
Power Consumption [W]
Battery pack/system- operational conditions
Charging
Method
Charging Time
Temperature limits [deg-C] min: max:
Max. continuous Charge
Current [A]
Max. Charge Current [A],
duration [s]
Max. Battery temperature
during charge [deg-C]
Max. voltage during charge
[V]
Discharge
Temperature limits [deg-C] min: max:
Max. continuous discharge
Current [A]
Max. discharge Current [A],
duration [s]
Min Voltage during discharge
[V]
Cut off Voltage [V]
40
Performance figures
Test Conditions
Energy and Capacity Discharge Rate
at RT C/3: 1C: 2C:
Number of cells : Mass of one cell (kg): Mass of total cell Assembly :
Energy Efficiency
Temperature
Charging Rates
00C Room Temperature (45 ± 2)°C
C/3 NA NA
1C NA
2C NA
Ic,max NA
Avg. (%) a b c
Overall arithmetic energy efficiency (%): Average of a, b and c
Cycle Life :
Tested by Approved by
Sign Sign
Name : Name :
Designation : Designation :
Date : Date :
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BEE - Star Rating LIB

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Acknowledgement

1. Bureau of Energy Efficiency (BEE)

2. Bureau of Indian Standards (BIS)

3. National Accreditation Board for Testing and Calibration Laboratories (NABL)

4. Central Power Research Institute (CPRI), Bengaluru

5. Automotive Research Association of India (ARAI)

6. International Centre for Automotive Technology (ICAT)

7. Panasonic India Pvt Ltd

8. Exide Leclanche Energy Pvt Ltd

9. Grinntech Motors and Services Pvt Ltd.

10. Ernst & Young LLP

1. Standards and Labelling (S&L) Program.............................................................. 3

2. Savings from S&L program in FY2020-21:........................................................... 3

3. Lithium-ion battery technology.............................................................................. 4

5. Energy Efficiency Program for High-energy Lithium-ion traction battery

6. Star Labelling Program......................................................................................... 15

7.2 Normative References.......................................................................................... 18

7.4 Testing Guidelines and Requirements.................................................................. 20

7.4.1 Tolerance Limit...................................................................................................... 21

7.4.2 Preconditioning Cycles......................................................................................... 21

7.4.3 Standard Cycle (SC)............................................................................................. 21

7.4.4 Capacity & Specific Energy at Room Temperature............................................... 21

7.4.5 Energy Efficiency at fast charging........................................................................ 22

7.4.6 Power and internal resistance.............................................................................. 24

7.4.7 Life Cycle.............................................................................................................. 30

7.5 Rating Plan/ Labelling Plan................................................................................... 36

7.6 Check Testing....................................................................................................... 36

7.7 Eligibility Criteria................................................................................................... 37

7.8 Registration process/Fees.................................................................................... 37

7.9 Label Design and Manner of Display.................................................................... 37

2. Savings from S&L program in FY2020-21:

Figure 1: Savings from S&L program

Figure 2: Charge and Discharge mechanism of Li-ion batteries

3.1 Composition of Lithium-ion batteries

3.2. Different types of Lithium-ion batteries

Figure 3: Classification of Li-ion batteries

Figure 4: Composition of Li-ion batteries

Table 2: Details on various chemistries of Li-ion batteries1

NMC (LiNiMnCoO2) Lithium Nickel Cobalt- 19%

Figure 5: Battery pack

Figure 6: Cylindrical batteries Figure 7: Prismatic batteries

3.5 Performance parameters of Li-ion Batteries /Cells2

Figure 8: Charge characteristics

Figure 9: Charge temperature characteristics

Figure 10: Discharge load characteristics

Figure 11: Discharge temperature characteristics

Figure 13: Cycle life at room temperature

4. Market for Li-ion Technologies

Figure 14: Volumetric and gravimetric analysis of batteries

5. Energy Efficiency Program for High-energy Lithium-ion traction

6. Star Labelling Program for High Energy Lithium Ion High-energy

Specific Energy (Wh/kg)

Overall battery pack efficiency [%]

7. High-Energy Lithium-Ion traction battery

Step Procedure Ambient temperature

Time increment [s] Cumulative time [s] Current

Figure 15: Pulse power characterization profile – current

Times [s] Current Value Voltage Current

i. Discharge power for 0,1 s, 2 s, 5 s, 10 s, 18 s, 18,1 s, 20 s, 30 s, 60 s, 90 s and 120 s