Electro-thermal modeling and experimental validation for lithium ion battery

Ye, Yonghuang; Shi, Yixiang; Cai, Ningsheng; Lee, Jianjun; He, Xiangming

doi:10.1016/j.jpowsour.2011.10.027

Cited by 338 publications

(147 citation statements)

References 16 publications

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“…This is in agreement with the literature [42][43][44], which occurs mainly because the Ohmic heating of lithium ion cells is proportional to the square of the current. Consequently, more heat is generated at the higher C rates.…”

Section: Dischargesupporting

confidence: 93%

Large format lithium ion pouch cell full thermal characterisation for improved electric vehicle thermal management

Grandjean

Barai

Hosseinzadeh

et al. 2017

Journal of Power Sources

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A note on versions:The version presented here may differ from the published version or, version of record, if you wish to cite this item you are advised to consult the publisher's version. Please see the 'permanent WRAP url' above for details on accessing the published version and note that access may require a subscription.  Gradients across the cell thickness can be larger than across the cell surface. Similar heat distribution between charge and discharge scenarios. Self heating increases available capacity at low temperatures *Highlights (for review) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 AbstractIt is crucial to maintain temperature homogeneity in lithium ion batteries in order to prevent adverse voltage distributions and differential ageing within the cell. As such, the thermal behaviour of a large-format 20 Ah lithium iron phosphate pouch cell is investigated over a wide range of ambient temperatures and C rates during both charging and discharging. Whilst previous studies have only considered one surface, this article presents experimental results, which characterise both surfaces of the cell exposed to similar thermal media and boundary conditions, allowing for thermal gradients in-plane and perpendicular to the stack to be quantified. Temperature gradients, caused by self-heating, are found to increase with increasing C rate and decreasing temperature to such an extent that 13.4 ± 0.7% capacity can be extracted using a 10C discharge compared to a 0.5C discharge, both at -10°C ambient temperature. The former condition causes a 18.8 ± 1.1˚C in plane gradient and a 19.7 ± 0.8˚C thermal gradient perpendicular to the stack, which results in large current density distributions and local state of charge differences within the cell. The implications of these thermal and electrical inhomogeneities on ageing and battery pack design for the automotive industry are discussed.

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Section: Dischargesupporting

confidence: 93%

Large format lithium ion pouch cell full thermal characterisation for improved electric vehicle thermal management

Grandjean

Barai

Hosseinzadeh

et al. 2017

Journal of Power Sources

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“…The thermal parameters required are given in Table 4, the data in Table 4 are adapted from the reference [19,[25][26][27][28][29]. [29] 160 2700 903 Cu [29] 400 8900 385 can [19] 44.5 7850 475…”

Section: Simulation Model Buildingmentioning

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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“…Attempts were made to improve the accuracy of distributed thermal model by extending it to multi-dimensions 10 and length scales with the help of a reduced order model to limit the computational cost [16]. Ye et al [17] experimentally determined accurate thermal modelling parameters and used it in simulation, and their results showed good agreement with test data.…”

Section: Introductionmentioning

confidence: 99%