Valeo Systemes Thermiques Sas_Frederic Ladrech

Battery Thermal Management for HEV & EV– Technology overviewFrédéric LADRECH – Program Manager.Valeo Thermal Systems.

Automotive Summit – Nov. 10th, 2010

Update date I 2 IAutomotive summit – November 10th, 2010

Agenda

Introduction� Hybridization level & Decision making factors

� Battery thermal behaviour

Battery Thermal Management technologies� Air cooling

� Liquid cooling

� Refrigerant cooling

� Technology comparison

Trends & Next steps


yesoptional (limited perf.)

nononoElectric Drive as a own mode

yesyesoptional (limited perf.)

nonoSlave Electric Drive

yesyesyesoptional (limited perf.)

noElectrical Boost

yesyesyesyesoptional (limited perf.)

Regenerative Braking

Fuel Cell Generator

with electric drive

No in-board generator,

just a charger

and electric drive

Internal Combustion Engine with

electric transmission

or Internal

Combustion Engine

Generator with electric

drive

yesyesyesyesyesStop / Start

FCEVBEVSeries HEV(EREV)

Plug-in (PHEV)

FullMildµ-MildµFunctions

Hybrid or EV Category

Battery Thermal Management

Hybridization levels

ZE VehicleZE ModeICE

Ni-MH Li-ion Fuel cellBattery Technologies

ICE/ZEV Mode


Hot Conditions

Cabin Cooling3 to 5 kWCoolant T ~ 5°C

Charge Air CoolerPeak 10 kW (EDV6)Coolant T < 50°C

Electric motorPeak 4 kWCoolant T ~ 60°C

Inverter / ChargerPeak > 2 kWCoolant T ~ 60°C

ICE CoolingPeak 30 kW (EDV6)Coolant T > 80°C

Battery pack CoolingPeak > 1,5 kWCoolant T ~ 20-30°C

BTM integration into the overall thermal architectur e

Thermal System integrationExemple of PHEV


BTM Technologies - Decision making factors

1. Vehicle hybridization level► F-HEV vs. PHEV, EREV vs. BEV vs. FCEV

2. Battery technology► NiMH vs. Li-Ion (NMC, LFP,…)

► Cylindric cells vs. Prismatic cells vs. Pouch cells

3. Battery capacity► M-HEV: < 1kWh vs. F-HEV, PHEV: 1Ö 5kWh vs. EREV: 5Ö20kWh vs. BEV: 15Ö40kWh

4. Power of e-motor► 10 kW Ö 70 kW

5. Result of individual OEM - risk assessment► Coolant vs. HV-battery

► Refrigerant R-1234yf vs. HV-battery

6. Targeted integration level► Battery as stand alone sub-system

► Battery as part of an overall energy management approach

7. Charging speed► Slow charging vs. Fast charging vs. Quick drop


The stakes : battery thermal behaviour

To avoid irreversible chemical processes during cha rging and discharging, which would lead to the loss of available Li ions, the cell temperature must be conditioned and monitored.

Temperature range – cells (°C)

Fasterself-discharge

Optimal range Short-circuitIrreversible reactionse.g.: Li alleviation

Decline of battery capacityand pulse performance

High ambient temperature (summer season)

Charging : energy recovery from deceleration

Discharging: boost function in Hybrids

Fast charging in Electric vehicles

High ambient temperature (summer season)

Charging : energy recovery from deceleration

Discharging: boost function in Hybrids

Fast charging in Electric vehicles

0 10 20 30 40 50 60Homogeneity of cell in battery pack < [3-5 K]*According chemistries, suppliers.

* * *

High temperature increase internal corrosion kinetics, therefore it decreases

both battery life time and efficiency

High temperature increase internal corrosion kinetics, therefore it decreases

both battery life time and efficiency

Low ambient temperature (winter season)

Low ambient temperature (winter season)

OptimumTemperature

range


Technology Portfolio

PassiveAir Cooling

Active Air Cooling

Direct Cooling

Thermo-Electrical Cooling / Heating

Heat Transfer Network

Cabin AirA/C loop BlowerHVAC

A/C loop

HVAC Cabin Air Blower Evaporator

AirAirAir

Refr.

Refr.

A/C loop Battery Cells / PackEvaporator

BatteryCells / Pack

AirAirAmbient

Air

Secondary Refrigerant loop

Air Air

Blower 1

TEC module

Liquid Cooling

A/C loop

Ambient

Chiller

Radiator

Refr.

Air

Water loop

Battery Cells / Pack



Coolant Heat exchanger

Blower 2

Ext

Ext

Ext


Passive air cooling

Principle� A dedicated blower aspirate air

through the battery pack from car cabin.

� Air at ambient cabin temperatureexchange with battery pack.

Product & features� Brushless motor.

� High efficiency and linear air volume control with PWM.

� Compatible with quick drop.

� Cooling power: from 0 to some 100 W

Fan motor

control signal

Inverter Control Unit

Battery

Drive Motor

HEV Control Unit

Battery temp.

CabinAir

Battery Cooling Unit

Charging / Power supply signals

Inlet-air temp.

Schematic


Active air cooling

Principle� A dedicated blower aspirate air

through the battery pack fromHVAC or car cabin.

� Air is cooled by a dedicatedevaporator on a secondary AC loop.

� Heating is allowed by the addition of an electrical heater (air PTC).

Product & features� Brushless motor,

� High efficiency and linear air volume control with PWM,

� Dedicated evaporator.

� Compatible with quick drop.

� Cooling power: ~1kW

Schematic

Secondary AC - Loop

Secondary AC - Loop

TXV Evaporator

Cooling FanCompressor

PrimaryAC - LoopPrimary

AC - Loop

Condenser

TXVEvaporator

Receiver Dryer

Battery pack


Thermo-electrical cooling-heating

Principle� A Peltier module produce cold (or heat) to

thermally manage the battery pack.

� A dedicated blower ensure the temperaturehomogeneity inside the pack.

� A secondary blower evacuate heatproduced by the peltier module.

Product & features� Peltier elements with heat sink.

� Brushless blowers

� Reversible functions (cool/heat).

� Compatible with quick drop solution.

� Cooling power: some 100W.

Schematic

Thermoelectric ModuleBattery

pack


Liquid cooling

Principle� A secondary AC loop exchange cold

with a coolant loop which thermallymanage battery cells.

� Direct electrical heating or indirect electrical water heating are compatible with such architecture.

Product & features� Dedicated heat exchanger between

refrigerent & coolant (chiller).

� A second heat exchanger in contact withcells (from jacket to socket design).

� Decoupling of cabin comfort & batterytemperature control.

� Compatible with fast charging.

� Optimized cell temperature homogeneity.

� Cooling power: some kWSchematic


Direct refrigerant cooling

Principle� Refrigerant expansion is done in an heat

exchanger in direct contact with the batterycells (jacket or socket design).

� Direct electrical heating is compatible withsuch architecture.

Product & features� Dedicated heat exchanger (from jacket

to socket design).

� Compatible with fast charging.

� Optimized cell temperaturehomogeneity.

� Low weight, small packaging.

� Cooling power: some kW.

Schematic


Technology overview

COOLING

Direct refrigerantcooling

Perfo

rman

ceT°

C hom

ogen

eity

Weig

ht

Volum

e of

the

syst

emSaf

ety

Fast

char

geQuic

k dro

p

Active

Water cooling

Active

air cooling

Thermo-electric

air cooling

Passive

air cooling

Technical choice according decision making factors

HEATING

Direct

electrical heating

Indirect electrical

water heating

Indirect electrical

air heating

Thermo-electric

air heating


Trends & Next steps

Trends� Li-Ion Battery: main stream for Hybrids and EVs

– whatever the chemistry used, thermal management is mandatory– choice of solution depends on OEM strategy

� Air cooling– Reduce blower package, weight.

� Direct or liquid – From specific jacket cooler to socket concept

Next steps� Focus on affordable and weight reduction solutions.

� Battery standardization through battery modules.

� Should accept fast charging constraints.

Packaging will remain car specific �� Modular BTM concept from extendable base definition,

High performance & affordable solutions

Thank you for your attention.

Valeo Systemes Thermiques Sas_Frederic Ladrech

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