Battery Thermal Management System in HEV/EV
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1 Battery Thermal Management System in HEV/EV Jun-Young Na and Haeng-Muk Cho* Division of Mechanical Engineering, Kongju National University(KNU), , Cheonan-daero, Seobuk-gu, Cheonan-si, Chungcheongnam-do, South Korea. Abstract Since an electric vehicle (EV) obtains the motive power necessary for driving by converting electricity from a battery, a battery with a large capacity can be deemed to be the engine in the internal combustion engine and the performances of the battery are directly associated with the performances of the EV. Since uneven temperature distribution and inappropriate temperature within a battery pack degrades the charging/ discharging performances and the useful lifespan of the battery cell, a battery thermal management system is an important factor that determines the performances of the battery. This Study will deal relevant research by dividing the battery thermal management system into a battery pack and module, and a cell level. Keywords: Electric Vehicle, Battery cooling system, Battery management system, Heat transfer, Lithium-ion battery appropriate temperature range, the battery performances (charging time/discharge power) will be degraded and even the useful lifespan of the battery is affected. Therefore, the thermal management system of the battery is one of the highly important systems that determine driving performance, fuel efficiency and the useful lifespan of EV. Also, continuous research on this system is being carried out actively. [3] The thermal management system of EVs can be divided into the thermal management system at the level of the combination of the cooling and heating of interior of the EV, and the cooling and heating of the battery pack from a wider perspective, and the thermal management system at the level of the battery pack, module and the cells from a narrower perspective. This Study will deal with research on the narrower perspective of the battery thermal management system at the levels of the battery pack/module and the battery cells. INTRODUCTION Recently, the entire world, led by the USA and EU, is displaying a tendency of fortifying the regulations on exhaust gas and fuel efficiency. Vehicles with an internal combustion engine must an install exhaust gas reduction device in order to comply with this regulation on exhaust gas. However, this exhaust gas reduction device increases the cost of manufacturing and lowers the fuel efficiency of the vehicles by using a prescribed portion of the motive power of the vehicle. Accordingly, the global auto makers are spurring on the development of Hybrid Electric Vehicle (HEV)/EV that is capable of achieving high fuel efficiency in comparison to the internal combustion engine and satisfies the regulations on exhaust gas emissions. As illustrated in the Figure 1, sales and market share of HEV/EV are continually increasing and are expected to continue to increase in the future. Since the EV obtains the motive power necessary for driving by converting electricity from the battery, a battery with a large capacity can be deemed to be an engine in the internal combustion engine of which the performance of the battery is directly associated with the performance of the EV. Although Nickel Metal Hydride (NiMH) batteries were used at the initial stage of the development of HEV/EV, as illustrated in Figure 2, a lithiumion battery with a high energy density is the most widely used battery nowadays and further development of this lithium-ion battery is being pursued actively at the current moment. [1, 2] Navigant research is forecasting that the global vehicular lithium-ion battery market valued at $7.8 billion as of 2015 will increase to $30.6 billion by 2024, which is a 4-fold increase, as illustrated in Figure 3. The temperature of the battery is controlled by the battery thermal management system. If the temperature of the battery exceeds the Figure 1: Electrified Vehicle Sales by Category (World Market) [1] Figure 2: Comparison of Energy Density in Battery Cells [2] 7933
2 Figure 5: Representation of Active (Air) Cooling vs. Passive (PCM) Cooling [7] Figure 3: Total Vehicle Lithium-ion battery revenue by Region (World Market) [1] THERMAL MANAGEMENT SYSTEM AT THE LEVEL OF THE BATTERY PACK/MODULE The battery pack is composed of the battery modules, BMS, refrigerant and heater, etc. while the battery module is composed of the battery cells, the connector that links up the cells, the State of Charge (SOC) that displays the state of the charging of the battery cells and the case. The proportions of the compositional elements are given in Figure 4. [4] In the thermal management system at the battery module/ pack level, selection of an appropriate system is required since degradation in the battery performances will be induced if not only by the average temperature of the pack/module but also the deviation in the temperatures of each of the cells or the deviation in the temperatures between the increase of the cells. The cooling system at the battery pack level is divided into active cooling format and passive cooling format. Figure 5 illustrates the schematic configuration of the cooling systems. The active cooling format can be further divided into air cooling format and liquid cooling format while the passive cooling format uses phase change materials. Comparison of the air cooling format and the liquid cooling format is illustrated in TABLE.1 below. [5, 6] Comparison of active cooling format and passive cooling format As the battery becomes heated during discharging, the phase change materials (PCM) absorb a large quantity of heat while graphite/copper matric quickly conducts heat from the lithium-ion cells at the same time. Through this, it is possible to maintain the temperature at which the battery cells operate. An advantage of using the PCM thermal management system is its ability to release heat very quickly by means of absorption of heat by the PCM-graphite matrix through the previous active cooling system. If this passive thermal management system is used, it is possible to obtain a uniform temperature under normal stress conditions. Simulation results are shown in Figure 6. Unlike the complicated active cooling system, it is possible to prevent the manifestation of the Runaway state of a single cell due to the conduction and absorption of heat by the PCM-graphite matrix under stress conditions. This PCM technology is deemed to be an effective alternative for the forcible air cooling of a small sized pack and would allow the design of a cooling system with a simple structure for the Plug-in HEV (PHEV) vehicle. The potential role of PCM in the thermal management of vehicle batteries signifies the miniaturization or the frequency of the use of the active cooling system rather than substituting the active cooling system. [7] Table 1: Compare of Air Cooling, Liquid Cooling [3] Air Cooling Liquid Cooling Advantages Less components Lower cost Easy maintenance More effective cooling Less volume Environment insensitive Disadvantages Less effective cooling More components More volume More cost Environment sensitive Difficult maintenance Figure 6: Temperature Profiles in Two Adjacent Cells for Air Cooling and Passive Cooling [7] Figure 4: Components of a Lithium-ion Battery Pack/Module Level [4] Types of refrigerants and study of the temperature distribution according to the configuration of refrigerant flow With the battery pack of Figure 7 as the model, the following results were obtained. 1. The distribution of the internal temperature of the battery pack is affected by the types and the configuration of the flow of the refrigerants. 2. More 7934
3 uniform distribution of temperature can be attained if silicone oil is used as the refrigerant rather than using air as the refrigerant. 3. It was concluded that greater electric power is necessary since the silicone oil has greater viscosity than air. [8] 3D Thermal analysis of battery cell The battery cells can be divided into Cylindrical type, Prismatic type and Pouch type, etc. according to their configurations, and research has been carried out on their characteristics in accordance with these types of the battery cells. As illustrated in Figure 9, the Cylindrical type cell has a substantial difference in the temperature between its center and surface while the Pouch type cell displays a temperature difference that cannot be ignored due to its thinner thickness. The Prismatic type cell displays different temperature according to the thickness with the maximum temperature observed at the center rather than the terminal end sections. In addition, it was concluded that the increase in temperature can be alleviated by using the type with a large thermal capacity. [10] Figure 7: Lithium-ion Battery Pack [8] THERMAL MANAGEMENT SYSTEM AT BATTERY CELL LEVEL A battery cell is composed of positive and negative pole electrolytic solution and separation films, etc., and the ratios of the composition elements are illustrated in Figure 8. Types of thermal management at the battery cell level are divided by the differences in the types, size and the cooling method of the cell. Although the use of several units of cells with a small capacity is advantageous in thermal management, the advantages of the use of cells with a larger capacity including lower cost of assembly and smaller volume are in a trade-off relationship with reliability. This thesis will deal with the research in accordance with the cell configuration in particular and on the interpretation of design of the cooling plate. The contents are as follows. [9] Figure 9: Cylindrical Cell, Prismatic Cell and Pouch Cell for Simulation Results [10] Research on the cooling performances in accordance with the direction of flow and flux of coolant As the result of the research through simulation on the effect of the direction of flow and flux of the coolant without changes in the configuration of the path of flow of the coolant on the cooling performances by using a U-shaped radiator for the cooling flow path in the battery cell as illustrated in Figure 10, the deviation in the temperature between the batteries decreases with the increase in the crossing of the direction of flow although all the maximum, minimum and average temperatures increase. As illustrated in Figure 11, although the cooling performances improve when the flux of the coolant is increased, there is an ensuing increase in the motive power consumption to increase the pressure of the coolant. Therefore, it was concluded that the trade-off between the cooling performances and the motive power consumed must be considered when deciding on the flux of the coolant. [11] Figure 8: Components of Lithium-ion Battery Cell Level [4] 7935
4 Figure 12: Linear Cooling Plate Model and The Thermal Analysis Results [12] Figure 10: U-Shaped Coolant Paths [11] Figure 13: S-shaped Cooling Plate Model and The Thermal Analysis Results [12] Figure 11: Effect of Coolant Flow Rate on Average Temperature [11] Design and simulation of water cooling plate Proper design of the water cooling plate can improve the performance of the cooling system. As illustrated in Figure 12 and Figure 13, the results of the simulation by varying the cooling plate configuration demonstrate that the S-shaped cooling plate displays a performance that exceeds that of the linear cooling plate. However, since the loss of pressure in the S-shaped cooling plate is larger than that of the linear cooling plate, it was concluded that precautions must be taken for the reduction in pressure loss and prevention of the turbulence domain when designing the water cooling type cooling system. [12] CONCLUSION In this Study, trends related to research on battery packs, modules and cell level in the battery thermal management system were examined. Not only the aforementioned thermal management system at battery pack/module/cell level but also the thermal management in the cooling and heating of the interior of the vehicle is very important. Although there is no material difference in the interior cooling of the vehicle between the EV and the internal combustion engine vehicle, there is a marked difference in the interior heating since the internal combustion engine uses the waste heat generated from the operation of the engine as the energy necessary for heating while EV needs to operate the heater by using the electrical power stored in the battery. Accordingly, EV consumes a substantial portion of the battery power at the time of heating. Therefore, research on the thermal management in interior cooling and heating is necessary to reduce the consumption of the battery. The thermal management system of the interior heating and cooling of the vehicle as well as at the battery pack/module/cell level needs to be integratedly researched and developed for the battery thermal management system of HEV/EV. ACKNOWLEDGMENT This work was supported by the Korea Institute of Energy Technology Evaluation and Planning(KETEP) and the 7936
5 Ministry of Trade, Industry & Energy(MOTIE) of the Republic of Korea (No ). REFERENCES [1] Navigant Research, The Global Market for Lithium Ion Batteries for Vehicles from 2015 to 2024, [2] National Aeronautics and Space Administration, Comparison of Energy Density in Battery Cells. [3] AA. Pesaran, Battery thermal management in EV and HEVs: issues and solutions, Advanced Automotive Battery Conference in Las Vegas, February [4] D. Kushnir, Lithium Ion Battery Recycling Technology 2015, ESA REPORT # 2015:18, [5] H. Teng, Y. Ma, Y. Kim and M. Thelliez, An analysis of a lithium-ion battery system with indirect air cooling and warm-up, SAE International Journal of Passenger Cars-Mechanical Systems, Vol. 4, No.3, pp , [6] H. Teng, Thermal analysis of a high-power lithiumion battery system with indirect air cooling, SAE International Journal of Alternative Powertrains, Vol. 1, No. 1, pp , [7] R. Kizilel, R. Sabbah, JR. Selman and S. Al-Hallaj, An alternative cooling system to enhance the safety of Li-ion battery packs, Journal of Power Sources, Vol. 194, No. 2, pp , [8] G. Karimi and AR. Dehghan, Thermal management analysis of a Lithium-ion battery pack using flow network approach, Journal ISSN 1929: 2724, [9] AA. Pesaran, GH. Kim and M. Keyser, Integration issues of cells into battery packs for PHEV and HEV, Hybrid and Fuel Cell EV Symposium, [10] Y. Kim, H. Teng, M. Thelliez and E. Tan, 3D thermal analysis of Li-ion battery cells with various geometries and cooling conditions using Abaqus, 2012 SIMULIA Community Conference, [11] H. Oh and S. Park, Effect of Coolant Flow Characteristics In Cooling Plates on the Performance of HEV/EV Battery Cooling Systems, Transactions of the Korean Society of Automotive Engineers, Vol. 22, No. 3, pp , [12] H. Dai, Z. Sun, X. Wei and S. Yang, Design and Simulation of Liquid-cooling Plates for Thermal Management of EV Batteries, EVS28 International EV Symposium and Exhibition, May
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