本文採用汰役電池單體之篩選、不同壽命之下電池模塊放電特性、ECE-40與混合動力脈衝能力特性(Hybrid Pulse Power Characteristic,HPPC)等混合運用，以及ECE-40工況實測各群電池模塊；藉由電池單體測試、電池模塊測試，方能提出如何校正電量狀態( State Of Charge,SOC)與重新判斷健康狀態(State Of Health,SOH)等方法。本文探討30Ah、40Ah及50Ah等3組電池模塊，由模擬混合動態測試方法得知，電池模塊充飽電狀態下，即時瞬間等效直流內阻抗為30Ah：0.2694Ω，40Ah：0.1474Ω，50Ah：0.0904Ω，明顯可看出相互差異性，可由此方法來判斷SOH；SOC依然使用庫倫積分法來計算電量，但另外還參考不同壽命、電量之等效直流內阻抗，來準確校正SOC，校正方式可於電動機車重新起動狀態下，再度判斷電池模塊殘餘電量。由混合動態測試之等效直流內阻抗與驗證實際工況之等效直流內阻抗相互對應，顯然有相同趨勢；此時也可依放電電流來評估剩餘里程數，分別為30Ah電池模塊實際可放電電量約為8.84Ah、可行駛總公里數約20.17km；40Ah電池模塊實際可放電電量約為19.19Ah、可行駛總公里數約45.46km；50Ah電池模塊實際可放電電量約為40.86Ah、可行駛總公里數約96.78km。未來電池回收廠、車廠等公司可參考使用本文測試方法來確保再次轉用汰役電池之可靠度。

This study used a combination of screening of retired battery cells, discharge characteristics of battery modules with different lifespans, ECE-40, HPPC, as well as the ECE-40 driving cycle, in the actual testing of each group of battery modules. Methods for correcting the state of charge (SOC), reassessing the state of health (SOH), etc., during battery cell and battery module tests, can be proposed.This study also investigated three groups of battery modules, consisting of battery ratings of 30 Ah, 40 Ah, and 50 Ah. It can be seen from the simulated hybrid dynamic testing method that when the battery modules were fully charged, the immediate instantaneous equivalent direct current (DC) internal impedances were 0.2694 Ω, 0.1474 Ω, and 0.0904 Ω for the 30 Ah, 40 Ah, and 50 Ah battery modules, respectively, and obvious differences were demonstrated; the SOH could be assessed via this method, while the Coulomb integral method was still used to calculate the charge for the SOC in this study. However, the equivalent DC internal impedances of battery modules with different lifespans and capacities were also taken into account for accurate correction of the SOC.This correction method could reassess the residual charge in the battery module during the restarting phase of an electric motorcycle.The equivalent DC internal impedances in hybrid dynamic testing corresponded to those under verified and actual driving cycles and clearly exhibited the same trends.The remaining driving range could also be evaluated based on the discharge current.The actual dischargeable capacity of the 30 Ah battery modules was about 8.84 Ah; the total mileage that could be driven was approximately 20.17 km.The actual dischargeable capacity of the 40 Ah battery modules was approximately 19.19 Ah and the total mileage that could be driven was about 45.46 km. The actual dischargeable capacity of the 50 Ah battery modules was approximately 40.86 Ah and the total mileage that could be driven was about 96.78 km. In the future, companies such as battery recycling plants and car manufacturers can refer to the testing methods employed in this study to ensure the reliability of reconverted retired batteries.

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