Insight into heat generation of lithium ion batteries based on the electrochemical-thermal model at high discharge rates

Lai, Yanqing; Du, Shaowu; Ai, Liang; Ai, Lihua; Cheng, Yun; Tang, Yiwei; Wang, Tingyun

doi:10.1016/j.ijhydene.2015.07.079

Cited by 177 publications

(68 citation statements)

References 39 publications

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“…The simulation was carried out at different heat transfer coefficients of the cell using COMSOL Multiphysics simulation software at 30 °C under the operation conditions of the regular lines. The initial temperature of the battery was assumed to be similar to the ambient temperature (30 °C), and the natural convection coefficient was h = 7.71 W/m 2 K [30]. Figure 10 shows the change in the battery temperature after eight cycles under the operation conditions of the regular lines.…”

Section: Optimum Heat Transfer Coefficient Analysismentioning

confidence: 99%

Determination of the Optimum Heat Transfer Coefficient and Temperature Rise Analysis for a Lithium-Ion Battery under the Conditions of Harbin City Bus Driving Cycles

Siyu

Chen

2017

Energies

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This study investigated the heat problems that occur during the operation of power batteries, especially thermal runaway, which usually take place in high temperature environments. The study was conducted on a ternary polymer lithium-ion battery. In addition, a lumped parameter thermal model was established to analyze the thermal behavior of the electric bus battery system under the operation conditions of the driving cycles of the Harbin city electric buses. Moreover, the quantitative relationship between the optimum heat transfer coefficient of the battery and the ambient temperature was investigated. The relationship between the temperature rise (T r ), the number of cycles (c), and the heat transfer coefficient (h) under three Harbin bus cycles have been investigated at 30 • C, because it can provide a basis for the design of the battery thermal management system. The results indicated that the heat transfer coefficient that meets the requirements of the battery thermal management system is the cubic power function of the ambient temperature. Therefore, if the ambient temperature is 30 • C, the heat transfer coefficient should be at least 12 W/m 2 K in the regular bus lines, 22 W/m 2 K in the bus rapid transit lines, and 32 W/m 2 K in the suburban lines.

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Section: Optimum Heat Transfer Coefficient Analysismentioning

confidence: 99%

Determination of the Optimum Heat Transfer Coefficient and Temperature Rise Analysis for a Lithium-Ion Battery under the Conditions of Harbin City Bus Driving Cycles

Siyu

Chen

2017

Energies

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“…A whole battery pack in a vehicle commonly contains several single cells connected serially or in parallel [4]. A large quantity of battery cells will generate a large amount of heat and cause temperatures to rise during the charge and discharge process [5,6]. A cell's voltage, energy, efficiency, and life cycle are deeply influenced by its operating temperature [7,8].…”

Section: Introductionmentioning

confidence: 99%

The Design and Investigation of a Cooling System for a High Power Ni-MH Battery Pack in Hybrid Electric Vehicles

et al. 2020

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Featured Application: Authors are encouraged to provide a concise description of the specific application or a potential application of the work. This section is not mandatory.Abstract: High power cylindrical Ni-MH battery cells have a heavy heat load because of their high discharge rate and large equivalent internal resistance. This heavy heat load, together with an imbalanced flow in parallel liquid cooling systems, can lead to variances in the temperature of each cell in the entire battery pack, thereby reducing the life cycle of the battery pack. In this paper, a parallel-series combined liquid cooling system for a 288V Ni-MH battery pack was designed, and several parameters that influence the flow balance of the system by heat transfer and fluid dynamics were calculated. Then, a thermal-fluid simulation was executed with different parameters using StarCCM+ software, and the simulation results were validated by a battery pack temperature experiment on a bench and in a vehicle. The results indicate that the cell's temperature and temperature differences can be kept within an ideal range. We also determined that within the battery power requirements and structural spacing limits, the total flow rate of the cooling liquid, the cross-sectional area ratio of the main pipe to the branch pipes, and the number of internal supporting walls in each branch pipe need to be large enough to minimize the cell's maximum temperature and temperature differences.reduces the life cycle of a battery pack. At temperatures exceeding 50 • C, charging efficiency and battery life deteriorate the most rapidly due to heat [10,11]. Therefore, it is necessary to pay more attention to the research of battery thermal management system (BTMS), which is very important for battery performance, life and safety. Pesaran et al. [12] noted that Ni-MH and Li-ion batteries' ideal operating temperatures range from 25 to 40 • C, and the temperature differences between the cells within a battery pack should be below 5 • C. Literature ReviewPlenty of works have been done in the field of battery thermal management system for commercially sold EVs and HEVs in the market, such as direct air cooling, liquid cooling, phase change material, heat pipes, hybrid cooling system and other emerging cooling technologies.The air-cooling system uses air as the heat exchange medium to let the air sweep across the battery surface to take away the heat generated by the battery. The air-cooling system is the most widely used cooling mode with simple structure, light weight, low cost and convenient maintenance. Chen YF et al. [13] showed that the thermal conductivity of Li-ion battery was low, and air cooling alone could not meet the requirements of thermal management. Harmel et al. [14] and Chen et al. [15] analyzed the thermal balance of li-ion batteries and found that when the wind speed reached a certain degree, increasing the wind speed had little effect on the heat dissipation effect of the batteries. Nelson et al. [16] have shown that the cooling effect of an air-co...

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“…The direct measurement of the chemical parameters, such as entropy change, number of electrons, and Faraday constant, is difficult and time-consuming work. However, numerous studies have identified the combined value of ∆S, n, and F by intervals of SOC [17][18][19][20].…”

Section: Lithium-ion Battery Heat Generationmentioning

confidence: 99%

Thermal Analysis of a Parallel-Configured Battery Pack (1S18P) Using 21700 Cells for a Battery-Powered Train

et al. 2020

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In this study, the thermal behavior of a 1S18P battery pack is examined based on the power demand during train propulsion between two stations. The proposed thermal prediction model is classified into Joules heating with equivalent resistance, reversible heat, and heat dissipation. The equivalent resistances are determined by 5% of the state of charge intervals using the hybrid pulse power characterization test. The power demand profile during train propulsion between two stations is provided by the Korea Railroad Research Institute. An experiment is conducted to examine the 1S18P battery pack thermal behavior during the propulsion between two stations. A comparison of the simulation and experiment results validated the proposed thermal model. Electronics 2020, 9, 447 2 of 13 electrochemical thermal model require chemical parameters which are hard to examine. Therefore, a simplified electro-thermal model was introduced and classified the heat generation term into reversible heat and Joule heat. An electrochemical reaction (including polarization and entropy change) generates reversible heat. Joule heating occurs due to the resistance during the transfer of ions and electrons. A simplified thermal model of a lithium-ion battery was examined by Onda et al. [9]. Equivalent resistances are obtained by state of charge (SOC) intervals and employed for Joule heating. Additionally, entropy change is measured at different SOCs and applied to reversible heat [14]. Tables 1 and 2 are definitions and descriptions of abbreviation and symbols used in this paper.

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Insight into heat generation of lithium ion batteries based on the electrochemical-thermal model at high discharge rates

Cited by 177 publications

References 39 publications

Determination of the Optimum Heat Transfer Coefficient and Temperature Rise Analysis for a Lithium-Ion Battery under the Conditions of Harbin City Bus Driving Cycles

Determination of the Optimum Heat Transfer Coefficient and Temperature Rise Analysis for a Lithium-Ion Battery under the Conditions of Harbin City Bus Driving Cycles

The Design and Investigation of a Cooling System for a High Power Ni-MH Battery Pack in Hybrid Electric Vehicles

Thermal Analysis of a Parallel-Configured Battery Pack (1S18P) Using 21700 Cells for a Battery-Powered Train

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