EV Battery Solution - Thermal Interface Material For Cooling Electronic Components
The heat-related issues of the battery are the key factors that determine its performance, safety, life and cost.
First of all, the temperature level of lithium-ion batteries directly affects their energy and power performance in use. When the temperature is low, the available capacity of the battery will rapidly decay. Charging the battery at a too low temperature (such as below 0°C) may cause an instantaneous voltage overcharge phenomenon, which will cause internal lithium deposition and cause a short circuit. .
Secondly, the heat-related issues of lithium-ion batteries directly affect the safety of the batteries. Defects in the manufacturing process or improper operation during use may cause partial overheating of the battery, which will cause a chain exothermic reaction, and eventually cause serious thermal runaway events such as smoke, fire or even explosion, which threatens the lives of vehicle drivers and passengers Safety.
In addition, the operating or storage temperature of lithium-ion batteries affects their service life. The suitable temperature of the battery is about 10~30°C, too high or too low temperature will cause the battery life to decay quickly.
The large-scale power battery makes the ratio of its surface area to volume relatively reduced, the internal heat of the battery is not easy to dissipate, and it is more likely to have problems such as uneven internal temperature and excessive local temperature rise, which further accelerates battery degradation, shortens battery life, and increases users’total cost.
The battery thermal management system is one of the key technologies to deal with battery heat-related issues and ensure the performance, safety and life of power batteries. The main functions of the thermal management system include:
1) Effective heat dissipation when the battery temperature is high, to prevent thermal runaway accidents;
2) Warm-up when the battery temperature is low, increase the battery temperature, and ensure the charging and discharging performance at low temperatures And safety;
3) Reduce the temperature difference in the battery pack, inhibit the formation of local hot zones, prevent the battery from decaying too quickly at high temperature locations, and reduce the overall life of the battery pack.
THE THERMAL MANAGEMENT SYSTEM OF TESLA ROADSTER BATTERY
Tesla Motors’ Roadster pure electric vehicle uses a liquid-cooled battery thermal management system. The vehicle-mounted battery pack is composed of 6831 18650-type lithium-ion batteries, of which 69 are connected in parallel to form a set (brick), 9 sets are connected in series to form a sheet, and finally 11 layers are stacked in series. The cooling fluid of the battery thermal management system is a mixture of 50% water and 50% ethylene glycol.
(a) is the thermal management system inside the sheet. The cooling pipe is arranged in a zigzag between the batteries, and the coolant flows inside the pipe to take away the heat generated by the battery.
(b) is a schematic diagram of the structure of the cooling pipe. The inside of the cooling pipe is divided into four channels, as shown in Figure 1.
(c). The heat management system uses a two-way flow field design to prevent the gradual increase in coolant temperature during flow. The two ends of the cooling pipe are both the liquid inlet and outlet, as shown in the figure. As shown in 1
(d). Fill between batteries and between batteries and pipes with materials with electrical insulation but good thermal conductivity .
The functions are:
(1) Change the contact form between the battery and the heat dissipation pipe from line contact to surface contact;
(2) Yes It is beneficial to improve the temperature uniformity between the single cells;
(3) It is beneficial to increase the overall heat capacity of the battery pack, thereby reducing the overall average temperature.
Through the above thermal management system, the temperature difference of the individual cells in the Roadster battery pack is controlled within ±2°C. A report in June 2013 showed that after driving 100,000 miles, the capacity of the Roadster battery pack can still be maintained at 80%~85% of the initial capacity, and the capacity degradation is only obviously related to the mileage, but is related to the ambient temperature. The relationship between vehicle age is not obvious. The achievement of the above results depends on the strong support of the battery thermal management system.