Table 1 - uploaded by Takashi Yamada
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Abstract
Electrical vehicles equipped with lithium-ion batteries (LiBs) have been increasing in popularity on the market.
LiBs have high energy density and high electric current; however, their lifetimes and performance are known to be strongly influenced by temperature rise due to heat generation, and thermal runaway may occur when the battery tem...
Contexts in source publication
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... sets of numerical models were used, one with HP and one without. The mesh data for this calculation are shown in Tables 1 and 2, respectively. ...
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... results of the temperature change of LiB when LiB was short-circuited for a long time in the "PCM & HP" and "PCM only" cases are shown in Table 10. Moreover, the time until the temperature of LiB reached 80 °C is shown in Table 11 and the maximum temperature of the LiB is shown in Table 12. ...
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... results of the temperature change of LiB when LiB was short-circuited for a long time in the "PCM & HP" and "PCM only" cases are shown in Table 10. Moreover, the time until the temperature of LiB reached 80 °C is shown in Table 11 and the maximum temperature of the LiB is shown in Table 12. Using only PCM, LiB temperature reached 80 °C in 88 seconds after starting to short circuit and reached a maximum temperature of 92.5 °C in 200 seconds. ...
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... results of the temperature change of LiB when LiB was short-circuited for a long time in the "PCM & HP" and "PCM only" cases are shown in Table 10. Moreover, the time until the temperature of LiB reached 80 °C is shown in Table 11 and the maximum temperature of the LiB is shown in Table 12. Using only PCM, LiB temperature reached 80 °C in 88 seconds after starting to short circuit and reached a maximum temperature of 92.5 °C in 200 seconds. ...
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... we simply adopted the highest temperature in the LiB regardless of its position. Calculation and experimental results are compared in Fig. 13 and Table 13, respectively. Moreover, the time needed for the temperature of the LiB to reach 80 °C and the maximum temperature of the LiB are shown in Tables 14 and 15, respectively. ...
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... and experimental results are compared in Fig. 13 and Table 13, respectively. Moreover, the time needed for the temperature of the LiB to reach 80 °C and the maximum temperature of the LiB are shown in Tables 14 and 15, respectively. As can be seen from Fig. 13, in PCM & HP, the temperature changes of the LiB in the calculation and the experiment tended to be very similar. ...
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... since both cases of PCM & HP and PCM only were loaded with PCM, the temperature rise of the LiB was suppressed in the case of PCM & HP because the heat generated by the LiB was released outside by the HP. Table 12 Maximum temperature of the LiB using PCM&HP and PCM only. PCM only PCM&HP Temperature [°C] 92.5 80.1 Hata, Wada, Tatsuya Yamada, Hirata, Takashi Yamada and Ono, Journal of Thermal Science and Technology, Vol.13, No.2 (2018) ...
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... here state the details of the effect of PCM in the cooling system during external short circuiting of a LiB. The calculation results of the temperature changes of the LiB, PCM, HP, and fin in the PCM & HP model, and of the LiB and PCM in the PCM only model, are shown in Fig. 14 and Table 16, respectively. The representative temperatures in Fig. 14 and Table 16 were collected and adopted at the following positions, respectively, because we wanted our comparisons to be clear and meaningful. ...
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... calculation results of the temperature changes of the LiB, PCM, HP, and fin in the PCM & HP model, and of the LiB and PCM in the PCM only model, are shown in Fig. 14 and Table 16, respectively. The representative temperatures in Fig. 14 and Table 16 were collected and adopted at the following positions, respectively, because we wanted our comparisons to be clear and meaningful. In the PCM & HP model, the temperatures of the LiB and PCM were at the lowest height among the five measurement positions in Fig. 10. ...
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... we look at the effect of HP in the cooling system under external short circuiting of a LiB. From Table 12, it was confirmed that the time required for the maximum temperature of the LiB to reach 80 °C in the experiment with PCM & HP was 178 seconds, about twice as long as the 88 seconds needed in the PCM only case. Temperature distributions at 50 seconds, 100 seconds, 150 seconds and 200 seconds after the start of short circuiting in the XY section of the module in the PCM & HP and PCM only models are shown in Figs. 17 and 18, respectively. ...
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... maximum PCM-melting rates at 200 seconds in the PCM & HP and PCM only cases are shown in Table 17, respectively. In both cases, the maximum PCM-melting rate was less than 15%. ...
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... there remains room for improvement in PCM-loading capacity and loading methods in the system in order to make more effective use of the latent heat of fusion of the PCM. Time [s] PCM&HP model PCM only model Table 17 Maximum volumetric ratio of melted PCM to total PCM volume in the PCM&HP and PCM only models. ...
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Citations
... For instance, Ye et al. [101] utilized cooling plates alongside HPs to regulate battery temperature. Yamada et al. [102] and Hata et al. [103] explored the use of HPs and PCMs for BTMSs. Water is frequently used as the working fluid in various types of HPs, though in a limited number of studies, nanofluids have also been employed as the working fluid [104]. ...
... The designed BTMS exhibited 20 • C lithium-ion battery heating at an ambient temperature below 0 • C, such that the inner battery temperature difference efficiently reached 0 • C. Zhao et al. [227] examined the cylindrical power battery pack PCM-HP thermal management performance (Fig. 45), wherein the developed coupled system maintained a peak temperature less than 50 • C at a maximum temperature difference below 5 • C for a longer period compared with air-based BTMS and PCM-based BTMS. Hata et al. [228] evaluated a PCM-HP battery-cooling system under a short-circuited condition (Fig. 46). According to the results, TR was observed at a battery temperature above 80 • C, and PCM-HP maintained the lithium-ion battery temperature at about 80 • C. Yanada et al. [229] applied PCM-HPs to characterize a lithium-ion battery cooling system for EVs, the results of which indicated that TR temperatures were attained after 708 s using the proposed cooling system compared with 104 s with no cooling device. ...
... Proposed PCM/HP hybrid cooling system: (a) overview, (b) schematic view, and (c) HPs with fins[228]. ...
Power lithium-ion batteries are widely utilized in electric vehicles (EVs) and hybrid electric vehicles (HEVs) for their high energy densities and long service-life. However, thermal safety problems mainly resulting from thermal runaway (TR) must be solved. In general, temperature directly influences the performance of lithium-ion batteries. Hence, an efficient thermal management system is very necessary for battery modules/packs. One particular approach, phase change material (PCM)-based cooling, has exhibited promising applicability due to prominent controlling-temperature and stretching-temperature capacities. However, poor thermal conductivity performance, as the main technical bottleneck, is limiting the practical application. Nevertheless, only promoting the thermal conductivity is far from enough considering the practical application in EVs/HEVs. To fix these flaws, firstly, the heat generation/transfer mechanisms of lithium-ion power batteries were macro- and microscopically reviewed. Following that, the thermal conductivity, structural stability, and flame retardancy of PCM are thoroughly discussed, to which solutions to the aforementioned performances are systematically reviewed. In addition, battery thermal management system (BTMS) employing PCM is illustrated and compared. Eventually, the existing challenges and future directions of PCM-based BTMS are discussed. In summary, this review presents effective approaches to upgrade the PCM performances for high-density lithium-ion BTMS. These strategies furtherly accelerate the commercialization process of PCM BTMS.
... In a study by Ye et al. [11], heat pipes with cooling plates were used to manage the battery temperature. TMS that employed heat pipes and PCM were investigated by Yamada et al. [12] and Hata et al. [13]. ...
This paper presents the numerical study on the usage of Al 2 O 3 nanofluid-filled heat pipes in controlling the temperature of lithium-ion batteries, specifically for the application in powering the electric vehicle (EV). The heat pipes thermal management system (HPTMS) was modelled as a solid continuum body with high equivalent thermal conductivity. Thermal resistance network model was used to determine the equivalent thermal conductivity. The effect of heat inputs and the nanoparticle volume concentration on the performance of the HPTMS were studied. The simulation results were validated against previous experimental works and showed good agreement with each other. Results also indicate that by using 1.5%vol Al 2 O 3 as the working fluid in the heat pipes, the battery surface temperature and the total thermal resistance can be reduced by as much as 4.44°C (7.28%) and 15%, respectively.
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Lithium-ion batteries (LIBs) are widely used in electric vehicles (EVs) because of their high energy density; however, maintaining an optimal temperature range is crucial for their performance and lifespan. In this study, we aim to address the major challenges faced by LIBs under variable load conditions, such as their heat-generating mechanisms and key thermal problems. Effective thermal management systems for batteries (TMS-Bs) can mitigate thermal runaway (TR) in LIBs and improve their performance and lifespan. This study analyzed various TMS-B cooling methods and their advantages and disadvantages in terms of feasibility, cost, and lifespan. This study also discusses TR mechanisms, models, and strategies to mitigate TRs in LIBs. This study provides a comprehensive overview of the recent developments and challenges in LIB TR prediction, TR preventative methodology, and TR contingency plans. We also suggest several future works related to TMS-B. Overall, TMS-B is crucial for maintaining optimal temperature ranges in LIBs used in EVs. An effective TMS-B can mitigate TR and improve the performance and lifespan of LIBs. However, further research on TMS-B construction, working medium, runner size, and liquid-filling capacity along with a better understanding of how battery cells, modules, and packs respond to rapid charging situations is required.
An effective and robust thermal management system can control the temperature of lithium batteries and maintain the long service life and high performance of the module. In this work, the thermal design and optimization of cylindrical battery packs based on air-cooled thermal management strategies are studied. Lumped model is implemented to investigate the thermophysical characteristics of single cell, and the experimental measurements is used to determine the transient heat generation of cylindrical lithium batteries under different discharge rates. On this basis, the CFD method is used to analyze the temperature of the battery pack, and the heat dissipation performance of the air-cooled heat management system is explored. Finally, different air cooling strategies are investigated by changing the area and position of inlet and outlet to obtain the best cooling scheme. The results indicate that the multi-inlet and multi-outlet structure in this paper can significantly lower the temperature and improve the temper-ture uniformity in the battery pack. A better air-cooling performance can be obtained under the optimal parameter configuration, which will help the design of the air-cooled battery thermal management system.
