Thermal management system (TMS) for commonly used lithium-ion (Li-ion) batteries is an essential requirement in electric vehicle operation due to the excessive heat generation of these batteries during fast charging/discharging. In the current study, a thermal model of lithium-titanate (LTO) cell and three cooling strategies comprising natural air cooling, forced fluid cooling, and a flat heat pipe-assisted method is proposed experimentally. A new thermal analysis of the single battery cell is conducted to identify the most critical zone of the cell in terms of heat generation. This analysis allowed us to maximize heat dissipation with only one heat pipe mounted on the vital region. For further evaluation of the proposed strategies, a computational fluid dynamic (CFD) model is built in COMSOL Multiphysics® and validated with surface temperature profile along the heat pipe and cell. For real applications, a numerical optimization computation is also conducted in the module level to investigate the cooling capacity of the liquid cooling system and liquid cooling system embedded heat pipe (LCHP). The results show that the single heat pipe provided up to 29.1% of the required cooling load in the 8C discharging rate. Moreover, in the module level, the liquid cooling system and LCHP show better performance compared with natural air cooling while reducing the module temperature by 29.9% and 32.6%, respectively.

Thermal management analysis using heat pipe in the high current discharging of lithium-ion battery in electric vehicles

PCM assisted heat pipe cooling system for the thermal management of an LTO cell for high-current profiles

Thermal management analysis of li-ion battery-based on cooling system using dimples with air fins and perforated fins

To draw reliable conclusions about the thermal characteristic of or a preferential cooling strategy for a lithium–ion battery, the correct set of thermal input parameters and a detailed battery layout is crucial. In our previous work, an electrochemical model for a commercially-available, 40 Ah prismatic lithium–ion battery was validated under heuristic temperature dependence. In this work the validated electrochemical model is coupled to a spatially resolved, three dimensional (3D), thermal model of the same battery to evaluate the thermal characteristics, i.e., thermal barriers and preferential heat rejection patterns, within common environment layouts. We discuss to which extent the knowledge of the batteries’ interior layout can be constructively used for the design of an exterior battery thermal management. It is found from the study results that: (1) Increasing the current rate without considering an increased heat removal flux at natural convection at higher temperatures will lead to increased model deviations; (2) Centralized fan air-cooling within a climate chamber in a multi cell test arrangement can lead to significantly different thermal characteristics at each battery cell; (3) Increasing the interfacial surface area, at which preferential battery interior and exterior heat rejection match, can significantly lower the temperature rise and inhomogeneity within the electrode stack and increase the batteries’ lifespan.

The Impact of Environmental Factors on the Thermal Characteristic of a Lithium–ion Battery

An air-cooling battery thermal management system is a reliable and cost-effective system to control the operating temperatures of the electric vehicle battery pack within an ideal range. Different from most designs of the rectangular battery pack in previous research, this one proposed a novel isosceles trapezoid layout to improve system heat dissipations. The simulation results showed that the trapezoid design delivered better cooling performances than the rectangular one with a maximum temperature reduction of 0.9 °C and maximum temperature difference reduction of 1.17 °C at the inlet air flow rate of 60 L/s. Moreover, the cooling performance was further boosted by an aluminum heat spreader. The boosted design delivers an average Max T (32.95 °C) and an average ΔT (3.10 °C) at five different flow rates, which are 8.8% and 66.1% lower the one without the spreader (35.85 °C and 5.15 °C). Compared with the rectangular design without the spreader, the average Max T and ΔT of the boosted trapezoid design are reduced by 10.4% and 91.9% in addition to a space-saving of about 5.26%.

/pdf/performance-improvement-of-a-novel-trapezoid-air-cooling-3hkmohf5.pdf

Performance Improvement of a Novel Trapezoid Air-Cooling Battery Thermal Management System for Electric Vehicles

The utility model relates to the field of vehicle brake technologies, in particular to a double-acted electrically-controlled and pneumatic brake valve and a vehicle brake device. The double-acted electrically-controlled and pneumatic brake valve is provided with a valve body, wherein valve core chambers are formed in the valve body, valve cores are arranged in the valve core chambers, air inlets and air feeding ports, which correspond to the valve core chambers, are further formed in the valve body, and control ends of the valve cores are connected with the tail end of a brake pedal respectively through link mechanisms. The double-acted electrically-controlled and pneumatic brake valve is characterized in that electrical control mechanisms are further arranged between the control ends of the valve cores and the brake pedal, each electrical control mechanism comprises a transmission rod, a transmission spring, an armature and an electromagnetic coil, the transmission rods are connected with the armatures through the transmission springs, and the electromagnetic coils are located below the armatures and act on the armatures. Compared with the prior art, the double-acted electrically-controlled and pneumatic brake valve has the advantages that the condition that the recovery ratio of brake energy of an electric commercial vehicle is effectively increased under the action of electrically-controlled brake can be realized, and the original mechanical brake can still be realized in case of an electrical fault, so as to guarantee brake safety.

Double-acted electrically-controlled and pneumatic brake valve and vehicle brake device

The invention relates to the technical field of vehicle braking, in particular to a double-acting electronically-controlled pneumatic braking valve and a vehicle braking device. The double-acting electronically-controlled pneumatic braking valve is provided with a valve body. The valve body is provided with valve element cavities and further provided with an air inlet and an air supply port which correspond to the valve element cavities, valve elements are arranged in the valve element cavities, and the control ends of the valve elements are connected with the tail end of a braking pedal through link mechanisms respectively. The double-acting electronically-controlled pneumatic braking valve is characterized in that electronic control mechanisms are arranged between the control ends of the valve elements and the braking pedal and respectively comprise a transmission rod, a transmission spring, an armature and an electromagnetic coil, wherein the transmission rods are connected with the armatures through the transmission springs, and the electromagnetic coils are located below the armatures and act on the armatures. Compared with the prior art, the recovery rate of braking energy of an eclectic commercial vehicle can be effectively increased under the effect of electronically-controlled braking; besides, original mechanical braking still can be achieved under the condition of electrical failures, and therefore the braking safety is guaranteed.

Double-acting electronically-controlled pneumatic braking valve and vehicle braking system

To improve the heat dissipation performance of power batteries in electric racing cars in the Formula Student Electric China (FSEC), a battery cooling system was researched. A battery thermal model and a temperature experimental platform were established. The thermal model was verified by comparing the results of the ANSYS/Workbench simulations with the experimental results, and the maximum error was 7.2%. Based on the FSEC dynamic conditions, the cooling demand was analyzed according to the heat transfer theory. Then, an orthogonal method was used to optimize the position of the cooling fan and the arrangement of the cells, and a parameterized battery simulation model based on ANSYS/Icepak was established. The simulation results show that the maximum temperature difference was optimized by 38.35%. The results of the simulation were in good agreement with the experimental results, and the maximum error was less than 2 °C. This indicates that this design can ensure a car battery system that has a good heat dissipation performance in the FSEC; thus, the intended goal was achieved.

Experimental Investigation of a Lithium Battery Cooling System

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Double-acted electrically-controlled and pneumatic brake valve and vehicle brake device

Double-acting electronically-controlled pneumatic braking valve and vehicle braking system

Experimental Investigation of a Lithium Battery Cooling System