To read the full-text of this research, you can request a copy directly from the authors.
This paper presents experimental results of brushed and brushless electronic speed control system (1) operating temperatures, and (2) run-times per similar battery charge. These two sets of data are then used with information on each speed control's mass and heat capacity to calculate each system's efficiency, i.e. the more heat generated, the more power that was wasted as heat. The influence of temperature on the performance of pouch-type Lithium-Polymer batteries used by RC hobbyists is also explored using firstly, Peltier cells combined with a water-cooled heatsink, and secondly, cold water immersion. Heat capacity measurements of these batteries are also attempted to capture data useful for designing potential cooling systems for these batteries. A cost-benefit comparison of brushed and brushless electronic speed control systems in terms of actual Amp-hour extraction from batteries is also presented.
To read the full-text of this research, you can request a copy directly from the authors.
... Brushed motors are cheaper and have common DC-DC converting electronics in their ESC. On the other hand, brushless motors have higher overall efficiency yet have more complex ESC electronics . ESC systems for brushed motors are very different by design as a result, brushed ESCs are not compatible with brushless motors. ...
The specific heat capacities of a polymer electrolyte and a polymer-containing composite cathode have been determined by differential scanning calorimetry in the range from 70 to 140 degreesC. This range well includes the operating temperature range of the devices incorporating these materials (lithium polymer batteries). The determination of the specific heat capacities of the battery polymeric components was driven by the need of designing high performance devices. (C) 2002 Elsevier Science B.V. All rights reserved.
Thermal management is crucial in many engineering applications because it affects the electrical, material, and other properties of the system. A recent study focuses on the use of heat pipes for battery thermal management in electric vehicles, which explores a new area for heat pipe applications.
The battery, as one and only energy source in an EV, establishes a vital barrier for automotive industry because it can make the car more expensive and less reliable. The modelling methodology developed in this thesis is a one-dimensional electrochemical model, decoupled and coupled with a three-dimensional flow and heat transfer model. A prototype for 2-cell prismatic battery cooling and preheating using heat pipes is developed, and a full experimental characterisation has been performed. The experimental results characterised system thermal performance as well as validating material properties/parameters for simulation inputs. Two surrogate cells filled with atonal 324 were used in this experiment. The eligibility of substituting atonal 324 for lithium-ion battery electrolytes has been assessed and confirmed. The consistency demonstrated between the finite element analysis and the experiment facilitates BTM simulation at pack level, which is a scale-up model containing 30 lithium-ion batteries. The study shows that heat pipes can be very beneficial to reduce thermal stress on batteries leading to thermally homogenous packs.
Additionally, an attempt of integrating biomimetic wicks for ultra-thin flat plate heat pipes is made in response to space limitations in microelectronics cooling. To date, no one has devised an ultra-thin FPHP with enough vapour space by constructing different wicks for each heat pipe segment, especially under anti-gravity condition. It is thus interesting to see whether a new type of wick structure can be made to achieve an optimum heat transfer potential.
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