20130318 thermal management battery...
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Thermal management of a li-ion battery in a hybrid
passenger car within the development process
Dr. Florence Michel, Daimler AG
19.03.2013
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Outline
1. Thermal management of HEV battery
2. Numerical process 3. STAR-CCM+ model validation
4. Thermal behavior of the battery
under real conditions
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HEV-battery, S-Class S400 Hybrid
Heat sink
and evaporating plate
Battery Management System
Lithium ion cells
Inlet refrigerant
Current plug
Cell System Control
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T(°C)
Temperature in the engine comparment,
Uphill drive 35 km/h
HEV-battery in the S-Class S400 Hybrid
Thermal Management of HEVs, PHEVs and EVs
operating
temperature range
Tmin
Tmax
time period use case
t [s]
T [°C]
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((optional))
Overview of the thermal management
development process
H G F E D C B AIKICK OFF
DPT-1 DPT-2 DigEFzg
((optional))
DigBFzg
Validation EFzgValidation
BFzg
review DPT-2
validation serial
capability
review
DigEFzg
review DPT-1
validation vehicle
concept
Start hardware
BFzg
Functional
release
Start hardware
EFzg
data
freeze
DPT-1
data
freeze
DPT-2
data
freeze
DigEFzg
data
freeze
DigBFzg
Start dKA
TAG development process
dKA
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Numerical process for thermal management
of a battery
Convection full vehicle
Conduction and radiation
full vehicle Cell data from supplier
CHT computation of battery
STAR-CCM+
Energy management
full vehicle
VehEMent+
(Matlab-Simulink)
Heat source, cool request
Model validation using
measurement results
AC circuit full vehicle
Dymola
Heat transfer refrigerant
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Direct coupling way vs. Tables
T cool_inlet (t)Heat generation =
f(cell temperature, time)STAR-CCM+ VehEMent+
0 500 10000
10
20
30
40
time / s
Plo
ss,b
att /
kW
Driving cycle (e.g. uphill)
Variation battery temperature
Offline
T cell (3D distribution)
Q cell / cool t)
Q cell/ambiance (t)
T cool_inlet (t)
Variation heat losses (t, xi)
STAR-CCM+ VehEMent+
1D/3D coupling STAR-CCM+ -VehEMent+
Tables (indirect coupling way)
Coolant inlet temperature
Benefit: Temp. distribution evaporating plate
Benefit: efficiency, reliability
T cell (3D distribution)
Q cell / cool t)
Q cell/ambiance (t)
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• The test-rig includes all moving parts and heat
generating elements of a vehicle
(except AC-system).
• The battery is cooled by coolant. The powertrain
is operated following a city drive cycle with high
electric loads during short-time acceleration and
deceleration phases. The battery SOC is varying
between 40 and 55%.
Test-rig (fragmented)
Measurement in the powertrain test-rig
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Boundary conditions for the computation
Flow rate Mean heat losses Inlet temperature
1 L/min 170 Watts 10.5°C
• The drive cycle is computed using VehEMent+ providing the transient heat losses.
• The coolant inlet conditions and heat losses are given as boundary conditions.
I (A) Vel. (km/h)
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Numerical model of the HEV battery
container
Jellyroll resin
TIM
R-Jellyroll-container = 0.028 W/m²/K
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Numerical results: temperature distribution
Min Max
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Numerical results, transient computation
Delta T = 3°C
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Test conditions:
• Current pulse until constant temperatures
• 370W heat losses
• Coolant: water-glysantin 50-50%
• 10°C inlet temperature, 6l/min
• 30°C ambiance
Measurement in a conditioning cabinet
15mm 15mm
Pos1
Pos2 Pos3 Pos4
20mm 45mm
Thermocouples in the battery
35
1
14
251
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Pos4
Pos3
Pos2
Pos1
Vergleich: T(sim)-T(exp)
-8
-6
-4
-2
0
2
4
6
8
Cell35 Cell28 Cell25 Cell14 Cell01
(°C
)
Pos1_DeltaT
Pos2_DeltaT
Pos3_DeltaT
Pos4_DeltaT
Vergleich: T(sim)/T(exp)
20
25
30
35
40
45
Cell35 Cell28 Cell25 Cell14 Cell01
(°C
)
Pos1_Exp
Pos2_Exp
Pos3_Exp
Pos4_Exp
Pos1_Sim
Pos2_Sim
Pos3_Sim
Pos4_Sim
P4
P1
P2
P3
Numerical results, steady state computation
Comparison num. / exp. results
Temperature difference num. / exp. results
T1
T1+5
T1+10
T1+15
T1+20
T1+25T(°C)
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Pos4
Pos3
Pos2
Pos1
P4
P1
P2
P3
Numerical results, transient computation
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Time period for cool down: 5-7min
Cooling is on around 50% of total time
Temperature difference between CAN signal for control and jellyroll between 6 and 8°C
Boundary conditions:
• 300W heat losses constant
• 10°C cooling plate temperature
if cooling on
Jellyroll max. temperature
Jellyroll min. temperature
CAN signal temperature
Cooling plate temperature
Thermal behavior with temperature control
Temperature control:
- T > 32°C cooling on
- T < 28°C cooling off
0 10 20 30 40 50 60
T (°C)
Time (min)
Thermal behavior (Jellyroll, cooling plate)
T1
T1+5
T1+10
T1+15
T1+20
T1+25
T1+30
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30
31
32
33
34
35
36
37
38
0 10 20 30 40 50 60
(°C
)
Time (min)
Maximum jellyroll temperature for ambient temperatures of 35°C or 90°C
Ambience
35°CAmbience
90°C
Temperature difference between T.amb = 35°C and T.amb = 90°C (after one hour):
∆T, jellyroll = 31,8 -30,8 = 1°C
Effect of the ambient temperature
Boundary conditions:
• 200W heat losses constant
• 10°C cooling plate temperature
• Ambience: 35°C or 90°C with a heat transfer coefficient of 120W/m².K
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Temperature distribution in the battery (z- and x-sections):
Negligeable effect of conduction through internal
screws
10 90 10 90
Effect of the ambient temperature
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Conclusions
� Numerical methods have been developed in order to predict the transient temperature
distribution of a refrigerant cooled battery.
� These methods can be applied to batteries cooled by water or air in HEVs, PHEVs and
EVs.
� A conjugate heat transfer model has been created in STAR-CCM+. The comparison
with experimental results shows a good agreement within 4K for the temperature of
the cell can.
� The battery temperature is computed in transient under vehicle electrical and thermal
loads. The effect of the vehicle ambient conditions on the battery cells' temperature is
negligeable (less than 1K).
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Thank you for your attention !!!
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