Design and Thermal Analysis of Battery Thermal Management System for EV 2023-28-0087

Controlling thermal dissipation by operating components in car batteries requires a heat management design that is of utmost importance. As a proactive cooling method, the usage of PCM (Phase Change Materials) to regulate battery module temperature is suggested. Even at lower flow rates, liquid cooling has a heat transfer coefficient that is 1.5–3 times better. The rate of global cell production has increased today from 4,000 to 100,000 cells per day. Future-proof Li (metal) battery chemistry with a 3x increase in energy density. Ineffective thermal management of the battery is the root of the issue. In order to optimise battery modules, it is important to identify likely failure modes and causes. The medium used to carry heat from the battery over its passage duration at various operating temperatures is a variety of phase-change materials. The latent heat is significant, and many vegetable fats derived from fatty acids are more effective than salt hydrates and paraffin. Melting temperatures range between -30 and 150 degrees Celsius. As a result of optimisation, the root mean square temperature between batteries was reduced by 13.3% when compared to the primary battery temperature control system. In our work, we describe techniques for enhancing temperature uniformity and cooling in a simple pack battery. Four distinct battery pack combinations are in the works. In the first concept, an intake plenum is added to a standard battery pack. In the second design, jet inlets are integrated with the inlet plenum, and multiple vortex generators are included with the inlet plenum in the third configuration. Finally, the battery pack in the fourth iteration contains an intake plenum, jet inlets, and many vortex generators. The results reveal that integrating an intake plenum, several vortex generators, and jet inlets in the same design yielded significant improvements. According to the findings, the maximum temperature of the battery pack is reduced by 5%, and the temperature differential between the greatest and lowest temperatures recorded by the battery pack is reduced by 21.5 percent.