Figure 3 - available via license: Creative Commons Attribution 4.0 International
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The middle level of the model contains the coolant circuits and the refrigeration loop and is used to control coolant flow between them.
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Electric vehicles (EVs) experience a range reduction at low temperatures caused by the impact of cabin heating and a reduction in lithium ion performance. Heat pump equipped vehicles have been shown to reduce heating ventilation and air conditioning (HVAC) consumption and improve low ambient temperature range. Heating the electric battery, to impro...
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... heat flow for the battery is set inside a heat pump control unit (HPCU), external to the heat pump model, which is described in Section 2.2. Inside the block labelled "Heat Pump" in Figure 2b is the middle layer of the heat pump seen in Figure 3. The middle level of the heat pump model is used to house, pump coolant between, and direct heat flows to the 3 main models of the heat pump. ...
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... Consequently, a notable challenge revolves around achieving efficient charge and discharge rates in extremely cold operational conditions. Jeffs and colleagues [30] explored a control strategy aimed at heating the battery to enhance cabin comfort, battery performance, and the overall range of the vehicle. This approach led to a notable increase of 6.2% in range and a 5.5% improvement in average cabin temperature when operating in an ambient temperature of -7°C. ...
Electric vehicles (EVs) are changing the transportation business by giving an economical and sustainable option to the ecosystem in contrast to conventional vehicles with a sudden spike in demand for petroleum derivatives. The battery system that stores and disseminate electrical energy to the electric vehicles are basic to the outcome of EVs. Thermal management is basic for these batteries’ performance, safety and life span. This research article centres around the plan and examination of an EV-explicit Battery Thermal Management System (BTMS). To check the adverse consequences of high temperatures on battery cells, the BTMS integrates active and passive air-cooling strategies as well as different heat sink designs. The proposed BTMS further develops battery effectiveness, eliminate temperature-related risks and improves overall EV performance by maintaining appropriate thermal conditions. This study investigates the relevance of EV batteries, establishes defined objectives, gives numerical models and calculations, and conducts in-depth studies of various heat sink layouts. This research contributes to the growth of EV technology by empowering greener and cleaner transportation options while assuring the safety and efficiency of EV battery systems through careful examination and insightful analysis.
... When an electric current is applied, it generates a temperature difference between the hot and cold sides of the device. The cold ends of a thermoelectric module in this study provided a temperature of 20 °C ± 2 °C (they should be stored between 20 °C and 25 °C to avoid dramatic reduction in operating lifetime) [36], [37] and water was circulated through the system. ...
The booming electric vehicle industry seeks fast charging solutions to address the safety risks posed by high-power charging, including thermal runaway and other safety issues. This study investigates the impact of combining liquid with thermoelectric cooling on battery thermal management. A series of experiments were conducted using various thermal batteries, liquid flow rates and batteries temperature thermoelectric. The experimental results compared air cooling (AC), water cooling (WC) and thermoelectric cooling (TEC) with different water flow (WF) rate in system and revealed that TEC with WF at 4.0 l/min was the best cooling system. This system can decrease the temperature by about 41-52% from the maximum temperature at discharge rates of 1.0, 1.5, 2.0, 2.5, and 3.0 °C. However, TEC with WF 1.0 and 2.0 l/min can effectively lower the temperature and reduce energy consumption compared to other cooling systems, while still maintaining the battery temperature within appropriate ranges.
... Shen et al. [22] used a rule-based control strategy with PID controllers for its coupling thermal management system with dual evaporators. Jeffs et al. [25] implemented DP based optimal control for minimizing energy consumption of HVAC, battery power consumption, and cabin temperature regulation. Liu et al. [23] developed a MPC for cabin and battery thermal management. ...
... The proposed control strategy is evaluated with a Modelica dynamic simulation model of EV ITMS, using Dymola [38] and TIL Suite Library [30]. As an acausal equation-based multi-domain dynamic simulation platform, Modelica along with its rich libraries has been well received as a suitable platform for control simulation of EV thermal management [5] [9][21] [25], which i) is more accurate for control system development and evaluation than simple/static AC models [6][8] [18][23] [24], ii) performs better than causal simulation platforms such as Simulink in handling differential-algebraic systems, and iii) computationally more tractable for control simulations than computational fluid dynamics (CFD) based simulation platforms [26]. ...
This paper is concerned with energy efficient operation of an integral thermal management system (ITMS) for electric vehicles using a nonlinear model predictive control (MPC). Driven by a heat pump (HP), this ITMS can handle battery thermal management (BTM) while serving the need for cabin cooling or heating need. The objectives of the ITMS MPC control strategy include minimization of power consumption and achieving temperature setpoint regulation for the battery and cabin space based on predictive information of traction power and cabin thermal load. The control design is facilitated by a greybox modeling framework, in which the nonlinear dynamics of HP subsystem are characterized with a data-driven Koopman subspace model, while the BTM subsystem dynamic is a bilinear physics-based model. The computational efficiency of the proposed MPC framework is improved with two aspects of convexification for the underlying receding-horizon constrained optimization problem: the Koopman-operator lifting and the McCormick envelopes implemented for handling the bilinear dynamics. The proposed control method is evaluated with simulation study, by developing a Modelica-Python co-simulation platform via the Functional Mockup Interface (FMI), where the EV-ITMS plant is modeled in Modelica with Dymola and the MPC design is implemented in Python. By benchmarking against a recurrent-neural-networks (RNN) model based nonlinear MPC, the simulation results validate the effectiveness and improved computational efficiency of the proposed method.
... Some battery suppliers define four temperature ranges [1][2][3][4][5][6][7][8][9][10][11][12][13][14] as follows: (1) (0-10 °C) decreased battery capacity and pulse performance, (2) (20-30 °C) optimal range, (3) (30-40 °C) faster self-discharge, and (4) (40-60 °C) irreversible reactions, with 60 °C being the upper safety limit under normal operating conditions. Another crucial point is the temperature uniformity between the battery cells in which the temperature difference must be <5 °C [4][5][6][7][8]. ...
... Some battery suppliers define four temperature ranges [1][2][3][4][5][6][7][8][9][10][11][12][13][14] as follows: (1) (0-10 °C) decreased battery capacity and pulse performance, (2) (20-30 °C) optimal range, (3) (30-40 °C) faster self-discharge, and (4) (40-60 °C) irreversible reactions, with 60 °C being the upper safety limit under normal operating conditions. Another crucial point is the temperature uniformity between the battery cells in which the temperature difference must be <5 °C [4][5][6][7][8]. Tete and colleagues [4] revealed that at high temperatures, lithium-ion battery cells lost more than 60% of their initial energy after 800 cycles at 50 °C and lost 70% after 500 cycles at 55 °C. ...
... This system is responsible for ensuring that the battery works in the proper temperature range and keeps the temperature between the cells as homogeneously as possible [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15]. ...
Battery is the heart of an electric vehicle. The global growth of electrification in the automotive market makes improvements in battery health and longevity a vital aspect to consider to accommodate this growing demand. This paper presents a qualitative literature review on different battery thermal management systems (BTMS) for electrified vehicles. Different works in the literature were examined to determine the types of BTMS to be considered and their main characteristics. As a result, we listed different types of BTMS with their main characteristics. This brief review can support the research about battery thermal management systems as a summary of the state-of-the-art on this topic.
... The goals of thermal management systems, according to the IEEE/ASHRAE handbook for static battery thermal management (BTM), are to enhance performance of the battery while staying under budgetary restrictions and to guarantee optimum safety [27,28,31,32]. To achieve this goal, novel cooling methods are now being investigated and developed, including passive and free cooling, forced air, liquid cooling, phase change materials, and other ways [25,[33][34][35][36][37][38][39][40][41][42][43][44]. The great bulk of work in creating innovative battery thermal management, on the other hand, are focused on battery packs for electric vehicles [2,45,46]. ...
Stationary battery systems are becoming increasingly common worldwide with the number and capacity of installations simultaneously increasing. Large battery installations such as energy storage systems and uninterruptible power supplies can generate substantial heat in operation and while this is well understood, the thermal management systems that currently exist have not kept pace with stationary battery installation development. Stationary battery thermal management has long relied on active cooling as the default method of thermal management, yet there is an absence of academic research or comparative reviews for this method. The present work presents assessment of different active cooling methods through a computational fluid dynamics simulation validated with an experimental model. Following model validation, several cooling system configurations are analyzed in application to a full-scale stationary battery system. Specifically, the effects from the implementing either a perforated vent plate or vortex generators were observed. The vent plate was observed to greatly increase cooling performance while simultaneously promoting temperature uniformity between batteries. Vortex generators were shown to marginally increase cooling performance, yet future research is recommended to study the effects and improvement of the design. The results derived from analysis are intended to identify potential strategies that could be implemented or researched further for the improvement of active cooling systems.
... Many temperature ranges recommended for the use of lithium ion batteries are found in the literature, but, only a range between 15 °C and 35 °C is desired [5]. Some battery suppliers define four temperature ranges [1][2][3][4][5][6][7][8][9][10][11][12][13][14]: (1) (0-10 °C) decreased battery capacity and pulse performance, (2) (20-30 °C) optimal range, (3) (30-40 °C) faster self-discharge, and (4) (40-60 °C) irreversible reactions, with 60 °C being the upper safety limit under normal operating conditions. Another important point is the temperature uniformity between the battery cells in which the temperature difference must be less than 5 °C [4][5][6][7][8].Tete et al. [4] revealed that at high temperatures, lithium-ion battery cells lost more than 60% of their initial energy after 800 cycles at 50 °C and lost 70% after 500 cycles at 55 °C. ...
... Some battery suppliers define four temperature ranges [1][2][3][4][5][6][7][8][9][10][11][12][13][14]: (1) (0-10 °C) decreased battery capacity and pulse performance, (2) (20-30 °C) optimal range, (3) (30-40 °C) faster self-discharge, and (4) (40-60 °C) irreversible reactions, with 60 °C being the upper safety limit under normal operating conditions. Another important point is the temperature uniformity between the battery cells in which the temperature difference must be less than 5 °C [4][5][6][7][8].Tete et al. [4] revealed that at high temperatures, lithium-ion battery cells lost more than 60% of their initial energy after 800 cycles at 50 °C and lost 70% after 500 cycles at 55 °C. In another example, they reported that the life cycle of a lithium-ion battery at 45 °C is approximately 3323 cycles, and that this value is reduced to 1037 cycles at a temperature of 60 °C. ...
... Currently, the temperature control of batteries in electric vehicles is done through the use of the battery thermal management system (BTMS). This system is responsible for ensuring that the battery works in the proper temperature range and keeps the temperature between the cells as homogeneously as possible [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15]. ...
div class="section abstract"> This study leverages the temperature impact data obtained from the battery systems of airworthiness-certified fixed-wing electric aircraft to predict and correct the performance of eVTOL battery systems under various temperature conditions. Due to the lack of airworthiness-certified eVTOL models, it is challenging to directly test battery system parameters under temperature variations. However, using data from Ma Xin's team's production batteries tested on certified fixed-wing electric aircraft, we can accurately measure the effects of temperature changes. The capacity retention data at temperatures of -40°C, -20°C, -10°C, 0°C, 0°C, 25°C, 35°C, 45°C, 55°Care 78.14%, 83.3%, 84.1%, 88.1%, 92.3%, 100.0%, 102.0%, 103.9%, 104.6%. These quantified results provide a basis for modeling and experimental validation of eVTOL battery systems, ensuring their performance and safety across a wide range of temperatures. Although there are some research of battery system of eVtol in room temperature, the data and research of impact of various temperature on battery systems of eVTOLin this article is not published before.
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