Electric vehicles batteries thermal management systems employing phase change materials

Ianniciello, Lucia; Biwolé, Pascal Henry; Achard, Patrick

doi:10.1016/j.jpowsour.2017.12.071

Cited by 332 publications

(100 citation statements)

References 147 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…high self-discharging rate; and LTO, which has a long lifespan and fast charge, but a low specific energy and higher cost [6]. Commercial lithium-ion batteries and their characteristics are shown in Table 1.…”

Section: State Of the Artmentioning

confidence: 99%

“…Commercial lithium-ion batteries such as lithium cobalt oxide (LCO), lithium iron phosphate (LFP), lithium manganese oxide (LMO), lithium nickel manganese cobalt oxide (NMC), lithium nickel cobalt aluminum oxide (NCA), and lithium titanate oxide (LTO) have been widely accepted by electric vehicles in recent years [6]. According to USABC, today's lithium-ion batteries cannot meet the standards of EVs.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

State of the Art of Lithium-Ion Battery SOC Estimation for Electrical Vehicles

et al. 2018

View full text Add to dashboard Cite

Sate of charge (SOC) accurate estimation is one of the most important functions in a battery management system for battery packs used in electrical vehicles. This paper focuses on battery SOC estimation and its issues and challenges by exploring different existing estimation methodologies. The key technologies of lithium-ion battery state estimation methodologies of the electrical vehicles categorized under five groups, such as the conventional method, adaptive filter algorithm, learning algorithm, nonlinear observer, and the hybrid method, are explored in an in-depth analysis. Lithium-ion battery characteristic, battery model, estimation algorithm, and cell unbalancing are the most important factors that affect the accuracy and robustness of SOC estimation. Finally, this paper concludes with the challenges of SOC estimation and suggests other directions for possible research efforts.

show abstract

Section: State Of the Artmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

State of the Art of Lithium-Ion Battery SOC Estimation for Electrical Vehicles

et al. 2018

View full text Add to dashboard Cite

show abstract

“…The characteristics of a battery include its energy density, voltage, operating conditions, discharge rate, charging time, and safety [14]. Lithium batteries have an important market as automotive batteries because of their high energy density, long cycle life, and good safety performance [15].…”

Section: Introductionmentioning

confidence: 99%

Heat Pipe Thermal Management Based on High-Rate Discharge and Pulse Cycle Tests for Lithium-Ion Batteries

Deng

Xie

et al. 2019

Energies

View full text Add to dashboard Cite

A battery thermal management system (BTMS) ensures that batteries operate efficiently within a suitable temperature range and maintains the temperature uniformity across the battery. A strict requirement of the BTMS is that increases in the battery discharge rate necessitate an increased battery heat dissipation. The advantages of heat pipes (HPs) include a high thermal conductivity, flexibility, and small size, which can be utilized in BTMSs. This paper experimentally examines a BTMS using HPs in combination with an aluminum plate to increase the uniformity in the surface temperature of the battery. The examined system with high discharge rates of 50, 75, and 100 A is used to determine its effects on the system temperature. The results are compared with those for HPs without fins and in ambient conditions. At a 100 A discharge current, the increase in battery temperature using the heat pipe with fins (HPWF) method is 4.8 °C lower than for natural convection, and the maximum temperature difference between the battery surfaces is 1.7 °C and 6.0 °C. The pulse circulation experiment was designed considering that the battery operates with a pulse discharge and temperature hysteresis. The depth of discharge is also considered, and the states-of-charge (SOC) values were 0.2, 0.5, and 0.8. The results of the two heat dissipation methods are compared, and the optimal heat dissipation structure is obtained by analyzing the experimental results. The results show that when the ambient temperature is 37 °C, differences in the SOC do not affect the battery temperature. In addition, the HPWF, HP, and natural convection methods reached stable temperatures of 40.8, 44.3, and the 48.1 °C, respectively the high temperature exceeded the battery operating temperature range.

show abstract

“…The phase change material (PCM) has been used in battery thermal management (BTM) to maintain the temperature of battery. [1][2][3][4] With the latent heat and little temperature variation during phase change, the PCM can be used to control the temperature distribution even at overcharge condition. 5 However, it is well known that the convectional PCM possesses the low-thermal conductivity.…”

Section: Introductionmentioning

confidence: 99%

Investigation on the thermal performance of phase change material/porous medium-based battery thermal management in pore scale

2018

View full text Add to dashboard Cite

Summary With the latent heat, the phase change material (PCM) is widely used in battery thermal management (BTM) to control the temperature. In this paper, the porous medium is employed to enhance the heat transfer of PCM. The lattice Boltzmann model for PCM/porous medium in pore scale is considered, where the mesh system with porous medium (fixed point) is generated by quartet structure generation set (QSGS) method. The effects of the Rayleigh number and porosity on the heat transfer process in BTM are investigated. The results show that decreasing the porosity will accelerate the melting rate. When the porosities are 0.9, 0.8, 0.7, and 0.6, the total melting times are decreased by 23.7%, 43.3%, 58.0%, and 75.4%, compared with pure PCM. The heat is transferred through the high‐conductivity framework. The natural convection in the porous medium is weak, and the conduction is the dominated heat transfer. As a result, the area of solid–liquid interface will be increased, and the heat‐transferred rate is accelerated. However, when the Rayleigh number is raised to 105, applying the porous medium with porosity of 0.9 will increase the total melting time, resulted from the stronger natural convection of PCM. The present study is helpful for design of PCM/porous medium‐based BTM.

show abstract

Electric vehicles batteries thermal management systems employing phase change materials

Cited by 332 publications

References 147 publications

State of the Art of Lithium-Ion Battery SOC Estimation for Electrical Vehicles

State of the Art of Lithium-Ion Battery SOC Estimation for Electrical Vehicles

Heat Pipe Thermal Management Based on High-Rate Discharge and Pulse Cycle Tests for Lithium-Ion Batteries

Investigation on the thermal performance of phase change material/porous medium-based battery thermal management in pore scale

Contact Info

Product

Resources

About