Visualization of Induced Counter-Rotating Vortices for Electric Vehicles Battery Module Thermal Management

Budiman, Alexander Christantho; Hasheminejad, S. M.; Sudirja, S.; Mitayani, A.; Winoto, S.H.

doi:10.5098/hmt.19.9

Cited by 3 publications

(4 citation statements)

References 39 publications

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“…However, a somewhat different structure is depicted when multiple VGs with an increasing span is used. Regardless of the visual appearances, both vortexes could be well preserved downstream of the battery module in the wind tunnel (Budiman et al, 2022b). This is in good agreement with the preliminary simulation results above, showing a potential heat transfer augmentation by means of a VG for the forced (active) cooling BTMS.…”

Section: Numerical and Experimental Setupsupporting

confidence: 89%

“…In addition, the VG is relatively easy to fabricate and redesign according to the needs, and it does not require an additional power source to operate (Kuru, 2023) s can be seen in Figure 4, when two or three V-shaped VGs are , the generated vortex looks like an umbrella or mushroom shape, f a counter-rotating pair which makes a thicker boundary layer. rent structure is depicted when multiple VGs with an increasing f the visual appearances, both vortexes could be well preserved odule in the wind tunnel (Budiman et al, 2022b). This is in good nary simulation results above, showing a potential heat transfer VG for the forced (active) cooling BTMS.…”

Section: Numerical and Experimental Setupsupporting

confidence: 71%

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Thermal management design optimisation for electric vehicle battery modules

2024

HKIET

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The development of batteries for Electric Vehicles (EVs) cannot be separated from the thermal management aspect. In this manuscript, various design optimisation attempts utilising Phase Change Materials (PCMs) and Vortex Generators (VGs) to improve the heat dissipation from the EV battery module are performed and analysed. Three different organic PCMs are considered, and their latent heat absorption profile suggests different potential solutions. Paraffin, one of the most popularly used PCMs, could have a better thermal performance than lauric acid and caprylone for up to a 24.9% temperature reduction, despite its considerably lower peak latent heat capacity. However, its mechanical strength is also significantly lower in a PCM-resin composite; hence, it requires a certain reinforcement material in its application. Meanwhile, the use of VGs is qualitatively analysed by means of wind tunnel smoke visualisation. A simple yet effective VG could induce streamwise vortexes that could be attributed to mass and heat transfer augmentation.

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Section: Numerical and Experimental Setupsupporting

confidence: 89%

Section: Numerical and Experimental Setupsupporting

confidence: 71%

Thermal management design optimisation for electric vehicle battery modules

2024

HKIET

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“…Current Li-ion batteries used in EVs have a typical optimum temperature range between 25 and 40 • C, which balances their performance and life cycle [7][8][9]. To pre-vent overheating and subsequent thermal runaway, various thermal protection methods have been developed and reported in recent years, such as liquid or air cooling [10,11], phase-change materials [12][13][14][15], heat pipes [16][17][18], and hybrid cooling methods [19][20][21].…”

Section: Introductionmentioning

confidence: 99%

Phase Change Material Composite Battery Module for Thermal Protection of Electric Vehicles: An Experimental Observation

Budiman¹,

Azzopardi

Sudirja³

et al. 2023

Energies

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A composite container for an electric vehicle (EV) battery module filled with a phase-change material (PCM) was experimentally tested at various discharge rates. The average cell temperatures at 1 C, 2 C, and 4 C discharge rates, respectively, might reach 38 °C, 50 °C, and 70 °C in the absence of any heat-absorbing material. The temperature was noticeably lower with PCM present than with a conventional battery module. For instance, at 4 C discharge rates, none of the battery cells inside the PCM-filled module were able to reach 70 °C. Unfortunately, the PCM addition also degraded the composite’s tensile qualities. Further investigations used Paraffin-20 and Caprylone since PCMs provide a notably different thermal performance due to their distinctive latent heat profiles. It was observed that a high melting temperature of the paraffin mixture, despite its slightly lower latent heat capacity compared to Caprylone, could lead to a more uniform temperature. Overall, both PCMs can be used as passive protection against any potential thermal abuses in EV battery modules, while in terms of mechanical strength, the use of a composite reinforcement material is strongly encouraged.

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“…Next, Ghiji et al, (2021) experimentally studied the thermal behavior of the electrolyte using a calorimeter and a Bunsen burner as a precursor to examining the effectiveness of a water mist suppression system in extinguishing a lithium-ion battery pack. Budiman et al, (2022) experimentally visualized the streamwise development of counter-rotating vortices from the electric vehicle battery module. Zhang et al, (2022) studied the self-forming air-cooled battery rack.…”

Section: Introductionmentioning

confidence: 99%

Flow Direction Effects on Temperature Distribution of Li-Ion Cylindrical Battery Module With Water/Ferrofluid as Coolants

Naphon¹,

Sirikasemsuk²,

Wiriyasart³

et al. 2022

Front. Heat Mass Transf.

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This paper investigates the working fluid with different flow directions on the battery management cooling system with de-ionized water and ferrofluid (0.015%by volume). The pack of batteries with two different coolant directions (Models I, II) used in the present study with sixty Li-ion cylindrical cells (25.2V and 30A) are tested under the trickle method for charged process and constant ampere for the discharged process to consider the battery module temperature distribution and cooling performance. The uniform temperatures of the battery pack significantly affect the long lifecycle and thermal performance. It is found that average temperatures are nearly constant at about 28.5 o C and 29.65 o C for models I and II, respectively. Decreasing the maximum temperature of the pack and the temperature gradient across the cell results in the decreasing reverse effect of the cell. In addition, the cooling model I gives the temperature gradient across the cell less than those from model II. In addition, the improved thermal physical properties of the coolant (Ferrofluid) significantly affect the battery pack decreasing operating temperature, compared with de-ionized water. However, the cooling system optimized condition, including the battery module with different operating conditions on a large scale, has been done for more extensive thermal performance and a more significant long lifecycle.

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Visualization of Induced Counter-Rotating Vortices for Electric Vehicles Battery Module Thermal Management

Cited by 3 publications

References 39 publications

Thermal management design optimisation for electric vehicle battery modules

Thermal management design optimisation for electric vehicle battery modules

Phase Change Material Composite Battery Module for Thermal Protection of Electric Vehicles: An Experimental Observation

Flow Direction Effects on Temperature Distribution of Li-Ion Cylindrical Battery Module With Water/Ferrofluid as Coolants

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