This paper has presented a comparative study of the temperature and velocity distributions within the mini-channel cold plates placed on a prismatic lithium-ion battery cell using experimental and numerical techniques. The study was conducted for water cooling methods at 1C and 2C discharge rates and different operating temperatures of 5°C, 15°C, and 25°C. A total of nineteen thermocouples were used for this experimental work, and were purposefully placed at different locations. Ten T-type thermocouples were placed along the principal surface of the battery, and four K-type thermocouples were used to measure water inlet and outlet temperature. Computationally, the k-ε model in ANSYS Fluent was used to simulate the flow in a mini-channel cold plate, and the data was validated with the experimental data for temperature profiles. The present results show that increased discharge rates and increased operating temperature results in increased temperature of the cold plates. Furthermore, the sensors nearest the electrodes (anode and cathode) measured the higher temperatures than the sensors located at the center of the battery surface.
In this paper, a numerical model using ANSYS Fluent for a minichannel cold plate is developed for water-cooled LiFePO 4 battery. The temperature and velocity distributions are investigated using experimental and computational approach at different C-rates and boundary conditions (BCs). In this regard, a battery thermal management system (BTMS) with water cooling is designed and developed for a pouch-type LiFePO 4 battery using dual cold plates placed one on top and the other at the bottom of a battery. For these tasks, the battery is discharged at high discharge rates of 3C (60 A) and 4C (80 A) and with various BCs of 5°C, 15°C, and 25°C with water cooling in order to provide quantitative data regarding the thermal behavior of lithium-ion batteries. Computationally, a high-fidelity computational fluid dynamics (CFD) model was also developed for a minichannel cold plate, and the simulated data are then validated with the experimental data for temperature profiles. The present results show that increased discharge rates (between 3C and 4C) and increased operating temperature or bath temperature (between 5°C, 15°C, and 25°C) result in increased temperature at cold plates as experimentally measured. Furthermore, the sensors nearest the electrodes (anode and cathode) measured the higher temperatures than the sensors located at the center of the battery surface.
Underbody vehicle flows are poorly understood given the comparatively small field of research to draw upon; even more so in the case of crosswinds. With the advent of electric and hybrid electric vehicles and their increased cooling demands, there is a need for a link between the aerodynamic flow field and the thermodynamic response. Thus underbody research considering a yawing vehicle was conducted on a Chevrolet Aveo5 hatchback. The vehicle was outfitted with a heat source to provide a baseline analysis along thermocouples, pressure probes and flow visualization tufts. The climatic wind tunnel at the University Of Ontario Institute Of Technology's Automotive Centre of Excellence provided video data of the tufts and thermal imaging data of the heat source. This study has demonstrated that there is a strong link between underbody aerodynamics and the thermal field; however the underbody aerodynamics are more dominated by the geometric turbulent effects due to the rough underbody as opposed to the yawing direction of the vehicle.
This paper investigates underbody aero-thermal management of a hypothetical battery pack. Underbody diffusers are specifically designed to channel air for cooling a surface of the battery pack without significantly increasing aerodynamic drag. Numerical simulations are conducted to study the cooling and drag effects of the new diffusers on the battery pack. The numerical results show that the temperature of the battery pack upstream decreased whereas that at the downstream slightly increased compared to the no diffuser case, in addition to having a larger range of temperatures. There are smaller hot spots in comparison to the no diffuser case, which limit the number of cells in a battery that would be affected by the temperature increase, thus preventing damage. With further studies and improved diffuser design, the present work has the potential to offer better alternative locations for installing EV and HEV battery packs for improved air cooling.
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