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Modeling
5th IFACand
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Changchun, onControl,20-22,
China, September
Powertrain 2018 and Modeling
Simulation
Changchun,
Engine and China, September
Powertrain Control,20-22, 2018 and Modeling
Simulation
Changchun, China, September 20-22, 2018
Changchun, China, September 20-22, 2018
ScienceDirect
IFAC PapersOnLine 51-31 (2018) 262–267
Active
Active Thermal
Thermal Control
Control of
of a
a Battery
Battery Pack
Pack
ActiveUnder
Thermal Control
Elevated of a Battery⋆⋆
Temperatures Pack
ActiveUnder
Thermal Control
Elevated of a Battery
Temperatures Pack
Under Elevated Temperatures ⋆⋆
Under Elevated
Xiaojing Gao ∗∗
Temperatures
∗,∗∗ ∗,∗∗
∗∗ Yan Ma ∗,∗∗ Hong Chen ∗,∗∗
Xiaojing Gao ∗∗ Yan Ma ∗,∗∗ Hong Chen ∗,∗∗
Xiaojing Gao ∗∗ ∗∗
Yan Ma ∗,∗∗ ∗,∗∗
Hong Chen ∗,∗∗ ∗,∗∗
∗ Xiaojing Gao Yan Ma Hong Chen
∗ State Key Laboratory of Automotive Simulation and Control, Jilin
∗ State Key Laboratory of Automotive Simulation and Control, Jilin
State Key Laboratory of Automotive Simulation and Control,
Jilin
University, Changchun, China. (e-mail:
∗ University, Changchun, China. (e-mail: mayan maria@163.com)
mayan maria@163.com)
State Key Laboratory
University, Changchun, of China.
(e-mail: Automotive Simulation
(e-mail:
chenh@jlu.edu.cn). mayan and Control, Jilin
maria@163.com)
∗∗University, Changchun, (e-mail: chenh@jlu.edu.cn).
China. (e-mail: mayan maria@163.com)
∗∗ Department of Control
Department of (e-mail:
Control chenh@jlu.edu.cn).
Science
Science and
and Engineering,
Engineering, Jilin Jilin University,
University,
∗∗
Department of
Changchun, (e-mail:
Control chenh@jlu.edu.cn).
Science and Engineering,
China.(xlgao16@mails.jlu.edu.cn). Jilin University,
∗∗
Department Changchun,
of Control China.(xlgao16@mails.jlu.edu.cn).
Science and Engineering, Jilin University,
Changchun, China.(xlgao16@mails.jlu.edu.cn).
Changchun, China.(xlgao16@mails.jlu.edu.cn).
Abstract: This
Abstract: This workwork studies
studies the the battery
battery thermal
thermal management
management employing employing fuzzy fuzzy logic
logic control
control
Abstract:
(FLC). This This
work work
first studies
develops thethebattery thermal model
reduced-order management
(ROM) employing
of a battery fuzzy
pack logic
whose control
heat
(FLC). ThisThis
Abstract: workwork first studies
developsthe thebattery
reduced-order
thermal model (ROM) employing
management of a battery packlogic
fuzzy whose heat
control
(FLC).
transfer
transfer This work first
coefficient
coefficient develops
varies
varies with
with the reduced-order
coolant
coolant flow
flow velocity.
velocity.modelThen,
Then,(ROM) the
the of a battery
ROM
ROM is
is pack whose
simplified
simplified to
to heat
obtain
obtain
(FLC).
transfer This
the temperature
temperature workrange
coefficient first develops
varies
of battery
battery the
with coolant reduced-order
pack. flow
A velocity.model
computational Then,(ROM)
fluidthe of a battery
ROM
dynamics is(CFD) pack
simplified modelwhose heat
to isobtain
built
the
transfer coefficient range of
varies with pack.
coolant A
flow computational
velocity. Then,fluid thedynamics
ROM is(CFD)
simplified model to isobtain
built
the
and temperature
validated to to range
verifyofthe
thebattery
accuracy pack.ofAROM. computational
Finally, basedfluid dynamics
based on thethe ROM, (CFD)
ROM, model is
different built
control
and
the validated
temperature verify accuracy ofAROM. Finally, on different control
and validated
strategies are to range
used verify
to ofthebattery
control accuracy
the pack. of ROM.
temperaturecomputational
Finally,
of battery fluid
based dynamics
on ANSYS
pack. the ROM, (CFD)
and model is
different
MATLAB built
controlco-
strategies
and validatedare usedto verifyto control
the the temperature
accuracy of ROM. Finally,of battery based pack.
on ANSYS
the ROM, anddifferent
MATLAB controlco-
strategies
simulation are
is used
proposed to tocontrol
validate thethe temperature
effectiveness ofofbattery
FLC. Thepack. ANSYS
simulation and MATLAB
results suggest co-
that
simulation
strategies is
are proposed
used to validate the effectiveness of FLC. The simulation results suggest that
simulation
FLC, compared
FLC, compared withtoPID
is proposed
with PID control
to validate thethe
control,
control,
temperature
effectiveness
rapidly
rapidly controls
controls
ofof battery
the
the
FLC. The
battery
battery
pack. ANSYS results
simulation
temperature
temperature
and MATLAB
suggestvalue,
in expected
in expected co-
that
value,
simulation
FLC, compared
and ensures is proposed
ensures temperaturewith PIDto
temperature control validate
control,
control error the effectiveness
rapidly
error within controls
within 0.2 ◦ of
0.2 ◦ C.theFLC. The
battery simulation
temperature results
in suggest
expected that
value,
and
FLC, compared with PIDcontrol control,errorrapidly controls C.
the battery temperature in expected value,
and ensures temperature within 0.2 ◦◦ C.
© 2018,
and IFACtemperature
ensures (Internationalcontrol
Federation errorof Automatic
within 0.2Control)C. Hosting by Elsevier Ltd. All rights reserved.
Keywords: Battery
Keywords: Battery thermal
thermal management,
management, Thermal Thermal model model of of battery
battery pack,
pack, Fuzzy
Fuzzy logic
logic control,
control,
Keywords:
Battery Battery thermal
temperature control, management,
ANSYS. Thermal model of battery pack, Fuzzy logic control,
Battery
Keywords: temperature
Battery thermal control,management,
ANSYS. Thermal model of battery pack, Fuzzy logic control,
Battery temperature control, ANSYS.
Battery temperature control, ANSYS.
1. INTRODUCTION
1. ignored
ignored in in the
the existing
existing ROMsROMs of of battery,
battery, and and the
the existing
existing
1. INTRODUCTION
INTRODUCTION ignored
ROMs in not
are the suitable
existing to ROMsbe of battery,
used for battery and temperature
the existing
1. been
INTRODUCTION ROMs
ignoredare are
in not suitable
the suitable
existing to
ROMsbe used for battery
of battery, temperature
and temperature
the existing
Li-ion battery
Li-ion battery has has extensively appliedapplied in electric ROMs
in electric control.
control.are not
Against
Against these to
these be used
problems,
problems, for
thisbattery
this work
work proposes
proposes the
the
Li-ion
vehicles battery
(EVs) has tobeen
due been
high
extensively
extensively
energy densityapplied
and in
high electric
power ROMs
control.
ROM of not suitable
Against
battery these
pack to
whose beheat
problems,usedtransfer
for
thisbattery
work temperature
proposes
coefficient the
varies
vehicles
Li-ion (EVs) due
battery has tobeen
highextensively
energy density and high
applied in power ROM
electric control. of battery
Against pack
these whose heat transfer
problems, this work coefficient
proposes varies
the
vehicles
density (EVs)
(Zhang dueet to
al.high energyThe
(2017)). density and high of
performance powerLi- ROM
with
with of
the
the battery
coolant
coolantpackpack
flow whose
velocity,
flow whose
velocity, heatand
andtransfer
this coefficient
work
this work changes
changes varies
the
the
density
vehicles
density (Zhang
(EVs)
(Zhang dueet al.
to high
et al. by (2017)).
energy
(2017)). The performance
density and
The performance high of
powerLi-
of has ROM
with of
the battery
coolant flow velocity, heatandtransfer
Li- battery temperature by controlling the coolant flow veloc- this coefficient
work changes varies
the
ion battery
battery is affected temperature. Li-ion battery
battery
ion
density
ion (Zhang
battery is
is affected
et in
affected by
al. 15
by ◦temperature.
(2017)). The
◦temperature.
Li-ion
◦ performance
◦ C . Li-ion battery Li- battery
of has
has with
battery
ity. thetemperature
coolant flow
temperature
Furthermore, based
by
by
controlling
velocity,
controlling
on some and thethiscoolant
the coolant
flow veloc-
work changes
flow the
veloc-
better
better
ion
performance
performance
battery is affected in 15
by ◦
C to 35
C to 35 ◦ C . Li-ion
temperature.
When the
When battery battery
the battery has ity.
batteryFurthermore,
temperature basedby on some assumptions,
controlling assumptions,
the coolant
the
the
flow
ROM
ROMveloc-
is
is
better performance
operates at high in 15 ◦ C to thermal
temperature, 35 C . When
runaway the battery
possibly ity. Furthermore,
simplified to obtain based
the on some
maximum assumptions,
temperature theof ROM
battery is
operates at
better performance high temperature,
in thermal
15 accumulation.
C to thermal ◦ runaway
35 C . Therefore,
When possibly
battery ity.
thepossibly simplified to
Furthermore, obtain the
based maximum
on temperature
some assumptions, theof battery
ROM is
operates
occurs as at
a high
result temperature,
of heat runaway battery simplified
pack. to obtain the maximum temperature of battery
occurs
operates as at
a result
high of heat accumulation.
temperature, thermal Therefore,
runaway battery pack.
possibly simplified to obtain the maximum temperature of battery
occurs
thermal as a result
management is of heat accumulation. Therefore, battery pack.
thermal asmanagement is necessary
necessary to
to achieve
achieve the
the optimal
optimal
battery Based
occurs
thermal
operation aefficiency
result of heat
management of accumulation.
isbattery,
necessary and Therefore,
toensure
achieve safetheoperation
optimal Based the
pack. the developed
developed ROM ROM of of battery
battery pack, pack, this
this paper
paper
operationmanagement
thermal efficiency ofisbattery, necessary andtoensure
achieve safethe operation
optimal Based
focuses
focuses the
on
on developed
the
the temperature
temperatureROM of battery
control
control of
of pack,
battery
battery this in
pack
pack paper
in the
the
operation
(Situ
(Situ et al.efficiency
(2017)).
et al.efficiency of battery, and ensure safe
(2017)). of battery, and ensure safe operation focuses operation Based the developed
on the temperatureROMcontrol of battery pack, studies,
ofprevious
battery this in
pack paper
the
operation air-cooling
air-cooling thermal
thermal management.
management. In
Inofprevious studies, the
(Situ et al. (2017)). focuses on the temperature control battery pack in the
Considering
(Situ the
et al. (2017)). importance of battery thermal manage- air-cooling
air flow thermal
velocity of management.
air-cooling In
thermal previous
managementstudies, is the
is set
Considering the importance of battery thermal manage- air flow velocity
air-cooling thermal of air-cooling
management. thermal
In management
previous studies, set
the
Considering
ment, the
considerable importance
researches of
and battery
efforts thermal
have been manage-
invest- air
as
as a
aflow velocity
constant,
constant, and
andof air-cooling
thermal
thermal thermal
runaway
runaway management
possibly
possibly occurs
occurs is set
when
when
ment, considerable
Considering the researches
importance and
of efforts
battery have
thermal been invest-
manage- air flow velocity of thermal
air-cooling thermal management is set
ment,
ed to considerable
battery thermal researches
management. and efforts
The have
thermal been invest-
model of as a
current constant,
sharply and
increases (He runaway
and Ma possibly
(2015)). occurs
As a when
result
ed to battery thermal management. The thermal model of current sharplyand increases (He and Mapossibly
(2015)).occurs
As a result
ment,
ed
battery considerable
to battery
is an thermal
importantresearches
management.
content andamong
efforts have
The thermal
these been invest-
model
researches. of as of
of
a constant,
current
the
the sharply
wide
wide range
range
thermal
increases
of
of ambient
ambient(He runaway
and Ma (2015)).
conditions
conditions under
under As
which
which
when
a result
EVs
EVs
battery
ed is an
tocomputational
battery important
thermal content
management. among these
The thermal researches.
model of of current sharply increases (He and Ma (2015)). As a result
battery
The is an important fluid content
dynamics among
(CFD) these
model researches.
has been may
may the wide
operate,
operate, range
it
it is
is of ambient
necessary
necessary to
to conditions
develop
develop the
theunder which
control
control EVs
method
method
The
batterycomputational
is an important fluid dynamics
content (CFD)
among model
these has been
researches. of the wide range of ambient conditions under which EVs
The
adoptedcomputational
to simulate fluid dynamics distribution
temperature (CFD) model of has been may
battery, to
to operate,
keep
keep battery
batteryit is necessary
temperature
temperature to develop
in optimum
in optimum the control
under method
various
under method
various
adopted
The to simulatefluid
computational temperature
dynamics distribution
(CFD) model ofhasbattery,
been may operate, it is necessary to develop the control
to keep battery temperature in optimum under various
adopted
and
and has to
has been
beensimulate temperature
demonstrated
demonstrated as
as an distribution
an effective
effective methodof battery,
method to conditions.
to conditions. At
At present,
present, PID
PID control
control has
has been
been extensively
extensively
adopted
and
design has to
been
battery simulate
systems temperature
demonstrated (Saw asal.
et distribution
an (2016)). of battery,
effectiveHowever,
method to to
the keep battery
conditions.
adopted
adopted to At to At
control
control
temperature
present, PID
system
system
in optimum
control
temperature.
temperature.has beenunder various
extensively
However,
However, it
it is
is
design
and hasbattery
been systems
demonstrated (Saw et asal.an(2016)).
effective However,
method the
to conditions. present, PID control of hasconventional
been extensively
design
CFD battery
model with systems
high (Saw et
computational al. (2016)).
cost isHowever,
not the
suitable adopted
difficult
difficult to
to
to control
change
change system
the
the temperature.
parameters
parameters of However,
conventional it
PID
PID is
CFD
design model
battery with high
systems computational
(Saw et al. cost
(2016)). is not
However, suitable
the adopted to control system temperature. However, it is
CFD
for model
real-time with high
applications. computational
In comparison cost
to is
the not
CFD suitable
mod- difficult
control. to
Sincechange the
operational parameters
conditions ofof conventional
EVs are PID
complex
for
CFD real-time
model applications.
with high In comparison
computational to the
cost is CFD
not mod- control.
suitable difficult Since
to operational
change the conditionsofof conventional
parameters EVs are complex PID
control.
and Since operational conditions of EVs are complex
for
el,
el,
real-time
the
the
applications.
reduced-order
reduced-order model
model
In(ROM)
comparison
In(ROM)
of
of
to thereduces
battery CFD mod- the and changeable,
changeable, the
the battery
battery temperature
temperature under
under PID
PID con-
con-
for
el, real-time
the
target battery applications.
reduced-ordersystem model
to some comparison
(ROM)
lumped of battery
to thereduces
battery
elements CFD
reduces
or
the
the control.
mod-
states, and
trol is Since operational
changeable,
possibly
trol changeable,
is possibly far the
far battery
away
away
conditions
from
fromtemperature
optimum. of EVs
optimum.under
are
under
In complex
PID
comparison
In comparison con-
target
el, the battery
reduced-ordersystemmodel to some lumped
(ROM) of elements
battery or states,
reduces the and the battery temperature PID con-
target
enabling battery
onboard. systemThe to
ROM some of lumped
Li-ion elements
battery is or states,
developed trol
to
to PID
PIDis possibly
control,
control, the far
the away
fuzzy from
logic
fuzzy from optimum.
control
logic control In
(FLC)
(FLC) comparison
with good
with good
enabling
target onboard.
battery systemThe to ROM some of lumped
Li-ion battery
elements is developed
or states, trol is possibly far away optimum. In comparison
to PID control, the fuzzy belogic
usedcontrol (FLC) with good
enabling
to
to obtainonboard.
obtain the
the surface
surface Theand ROM
and of temperatures
core
core Li-ion battery of
temperatures is developed
of a
a cell (He robustness
cell (He robustness is
is suitable
suitable to
to be used in
in time-varying
time-varying systems
systems
enabling
to
and obtain
Ma onboard.
the surface
(2015);Park The ROM
and
and of(2003)).
core
Jaura Li-ion battery
temperatures However, is developed
of athe (He to
celleffect (Tang
PID etcontrol,
robustness
(Tang et al.
the fuzzy
is suitable
al. (2001)).
(2001)). to
to belogic
Motivated
Motivated
usedcontrol (FLC)
inbytime-varying
all the
bytime-varying
with
above,
all the above,
good
systems
this
this
and
to Ma (2015);Park
obtain the surface and
and Jaura
core (2003)).
temperatures However, of athe
celleffect
(He robustness is suitable be used in systems
and
of Ma
coolant(2015);Park
flow velocityand Jaura
on the (2003)).
battery However,
heat the
dissipation effect is (Tang
paper
paper aims et
aims al.
at (2001)).
adopting
at (2001)). Motivated
FLC
adopting Motivated to
FLC to keep keep bythe
theall the
battery
battery above,
in this
proper
in proper
of coolant
and Ma flow velocity
(2015);Park and on
Jaurathe (2003)).
battery However,
heat dissipation
the effect is (Tang et al. by all the above, this
of coolant flow velocity on the battery
⋆ This work was supported in part by the Industrial Innovation heat dissipation is paper aims
temperature. at adopting FLC to keep the battery in proper
⋆
of coolant
This work flow
was velocity
supported onin the
part battery
by the heat dissipation
Industrial Innovation is temperature.
paper aims at adopting FLC to keep the battery in proper
⋆
Special Fundswas
This work of Jilin Province
supported underbyGrant
in part 2018C035-2;
the Industrial in part
Innovation
temperature.
Special
⋆ Funds of Jilin Province under Grant 2018C035-2; in part For the
the rest
temperature.
For rest ofof the
the paper,
paper, thethe ROMROM of of battery
battery packpack whose
whose
byThis
Special work
the National
Funds was
of supported
Nature
Jilin Science
Province in part byGrant
Foundation
under the ofIndustrial
China under
2018C035-2; Innovation
inGrant
part For
heat the rest
transfer of the paper,
coefficient the
varies ROM
with of battery
the air packvelocity
flow whose
by the National Nature Science Foundation of China under Grant heat transfer coefficient varies with the air flow velocity
Special Funds
61520106008;
by the National of Jilin
andNature Province
in part under
by theFoundation
Science Grant
Scientific and 2018C035-2;
Technological
of China in
under Grant part
De- For the rest ofcoefficient
theSection
paper,varies
the ROM ofthe
battery packvelocity
whose
61520106008;
by the National
and in part by the Scientific and Technological De- heat
is
is transfer
developed
developed in
in Section varies 2. The
2. The with ROM
ROM air
of
of flow
battery
battery pack
pack
velopment
61520106008; PlanandNature
Project
in part Science theFoundation
inbyJilin Province
Scientific of of China
and China under Grant
under
Technological De- heat transfer coefficient with the air flow velocity
velopment Plan
61520106008; and
Project
in part
in Jilin
by the
Province
Scientific
of
and
China under Grant
Technological De- is developed
validated inin Section
Section 3. 2.TheThe FLC ROM for of battery
battery pack
thermal
20170520060JH.
velopment
20170520060JH.Plan Project in Jilin Province of China under Grant is
is validated
developed inin Section
Section 3. 2.TheThe FLC ROM for battery
of battery thermal
pack
velopment
20170520060JH.Plan Project in Jilin Province of China under Grant is validated in Section 3. The FLC for battery thermal
20170520060JH. is validated in Section 3. The FLC for battery thermal
2405-8963 © 2018, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
Copyright © 2018 IFAC 285
Copyright
Peer review© under
2018 IFAC 285 Control.
responsibility of International Federation of Automatic
Copyright © 2018 IFAC
10.1016/j.ifacol.2018.10.047 285
Copyright © 2018 IFAC 285
IFAC E-CoSM 2018

Changchun, China, September 20-22, 2018Xiaojing Gao et al. / IFAC PapersOnLine 51-31 (2018) 262–267 263

management is designed in Section 4. Compared with PID

control, the effectiveness of FLC is validated with the 
ANSYS and MATLAB co-simulation in Section 5. Section      
6 summarizes this paper. 


2. DEVELOPMENT OF REDUCED-ORDER MODEL

In this section, the ROM of a cell is first developed. Based  

on the ROM of a cell, the ROM of a battery pack is Fig. 1. Battery system in in-line cell arrangement
developed to obtain the temperature range of battery pack.
L
2.1 Development of Reduced-order Model of a Cell vmax = v. (8)
L−D
ρa vmax D
Assuming there is a uniform temperature in a cell, the Re = . (9)
ROM of a cell is developed. Based on the energy balance, µ
energy accumulated in the cell Qaccumulation,i is expressed where P r denotes the Prandtl number of air flow in the
as entrance. P rw represents the Prandtl number of air flow
dTb,i near the wall of cells. µ represents the air viscosity. vmax
Qaccumulation,i = cb mb = Qgenerated,i − Qdissipated,i . is the maximum air flow velocity in the transverse spacing
dt
(1) (L − D) between two vertically adjacent cells. ρa denotes
where cb denotes the specific heat capacity of a cell. mb the air density. v denotes the free space velocity. L is the
represents the mass of a cell. Tb,i is the temperature of a distance between the two adjacent cell centers. The battery
cell. Qgenerated,i is heat generation inside a cell. i is the submodule considered in this work is shown in Fig. 1.
index number of a cell. Qdissipated,i represents the surface Considering cooling effectiveness and cost, the wind veloc-
convection heat transfer. ity in the range of 0.5m/s − 10m/s is considered in this
According to Bernardi formula (Newman et al. (1985)), work, and the range of Re number is 3264.8-65295. The
the mixing heat and phase-change heat terms are mostly N u number is expressed as
ignored, and Qgenerated,i is N u = 0.27Re0.63 P r0.61 P rw −0.25 . (10)
dEoc dEoc According to the equation (6)-(10), h is
Qgenerated,i = I(Eoc − E) − ITb,i = I 2 R − ITb,i . ( )0.63 ( )0.25
dTb,i dTb,i
0.27ka P r0.36 ρa DLv Pr
(2) h= . (11)
where I is charging current. The direction of charging D µ (L − D) P rw
current is defined as positive. E represents the terminal where D , L , ρa , µ, P r , P rw , and ka are set as constants,
voltage of a cell. Eoc denotes the open circuit voltage as shown in Table 1. h is a function of wind velocity v .
of a cell. dEoc /dTb,i denotes the reversible entropic loss. Let
dEoc /dTb,i written as a1 is taken as a constant in this ( )0.63 ( )0.25
work. R represents the internal resistance of a cell. R is 0.27ka P r0.36 ρa DL Pr
a2 = . (12)
approximated as a function of temperature due to the weak D µ (L − D) P rw
dependence on SOC. R is According to the equation (5), (11), and (12), Qdissipated,i
R = −0.00016Tb,i + 0.0583. (3) is
According to the equation (2)-(3), the heat generation of Qdissipated,i = a2 Ab (Tb,i − Ta,i )v 0.63 . (13)
a cell Qgenerated,i is According to the equation (1), (4), and (13), the temper-
Qgenerated,i = (−a1 I − 0.00016I 2 )Tb,i + 0.0583I 2 . (4) ature of a cell Tb,i (i = 1, 2, · · · 6) is expressed as
[ ]
According to Newton’s law of cooling, the surface convec- (−a1 I − 0.00016I 2 ) − a2 v 0.63 Ab
Ṫb,i = Tb,i
tion heat transfer Qdissipated,i is expressed as c b mb (14)
2 0.63
Qdissipated,i = hAb (Tb,i − Ta,i ). (5) 0.0583I + a2 v Ab Ta,i
+ .
where Ab denotes the heat radiation area of a cell. Ta,i is c b mb
the air flow temperature near a cell. h denotes the heat where Ta,i (i = 1, 2, · · · 6) is the air flow temperature near
transfer coefficient. Considering the effect of wind velocity a cell.
on the battery heat dissipation, h is expressed as a function
of wind velocity v. h is From the equation (14), Ta,i needs to be measured to ob-
tain Tb,i . Ta,1 is roughly equal to the ambient temperature
N u · ka
h= . (6) Ta in this work. Ta,i (i = 2, · · · 6) is hard to be measured
D in actual system. To obtain Tb,i , it needs some methods to
where ka is the thermal conductivity of air. D denotes calculate Ta,i instead of directly measuring Ta,i .
the diameter of a cell. N u represents the Nusselt number.
The N u number is correlated to Reynolds number (Re) In (Li et al. (2013)), temperature non-uniformity among
(Mahamud and Park (2011)). The N u number is different cells in the battery pack is investigated by CFD

 0.4 0.61 −0.25
100 < Re < 102 model. The simulation results show that the temperatures
 0.8Re 0.5P r 0.61P rw −0.25 2 3 of cells and air flow near cells in the streamwise direc-
0.51Re Pr P rw 10 < Re < 10
Nu = tion are generally increasing. The lowest cell temperature
P r0.61 P rw −0.25
0.63
103 < Re < 2 × 105
 0.27Re

0.021Re0.84 P r 0.65 P rw −0.25 2 × 105 < Re < 2 × 106 occurs in the rows that are nearest to the inlet, and
(7) the highest cell temperature occurs in the rows that are

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nearest to the outlet. This work makes assumptions that Taking the equation (4) and (22) into the equation (1),
the temperatures of cells and air flow near cells in the the thermal model of the sixth cell is expressed as
streamwise direction are approximately increasing in equal f1 (v) (−a1 I − 0.00016I 2 ) − f2 (v)
size. Based the assumptions, Ta,i can be calculated, and Ṫb,6 = Tb,1 + Tb,6
c b mb c b mb
the temperature range of battery pack is obtained, without 2
0.0583I + f3 (v)Ta,1
measuring Ta,i . + .
c b mb
(23)
2.2 Development of Reduced-order Model of a Battery where
Pack 3a22 A2b v 0.63
f1 (v) =
ρa ca Sa v 0.37 + 3a2 Ab
Based on the assumptions in Section 2.1, it only needs to ρa ca Sa a2 Ab v
f2 (v) = (24)
obtain the temperatures of the first cell and the sixth cell ρa ca Sa v 0.37 + 3a2 Ab
to predict the temperature range of battery pack. ρa ca Sa a2 Ab v − 3a22 A2b v 0.63
f3 (v) = .
According to the equation (14), the thermal model of the ρa ca Sa v 0.37 + 3a2 Ab
first cell is expressed as The ROM of the battery pack are described by the
[ ] equation (15) and (23). Initializing current I, wind velocity
(−a1 I − 0.00016I 2 ) − a2 v 0.63 Ab v, and ambient temperature Ta,1 , the temperatures of the
Ṫb,1 = Tb,1
c b mb (15) first cell and the sixth cell are calculated by the equation
0.0583I 2 + a2 v 0.63 Ab Ta,1 (15) and (23), without measuring Ta,i (i = 2, · · · 6). From
+ .
c b mb equation (15) and (23), the temperatures of cells are
The energy conservation law for air flow over battery pack related to v, and the temperatures of cells are changed
is by controlled v.
Qt1 = Qt2 . (16) 3. VALIDATION OF REDUCED-ORDER MODEL
where Qt1 denotes heat absorbed by air flow from the
battery system inlet to outlet. Qt2 represents the total After the ROM of battery pack is developed, the accuracy
amount of heat that the battery pack releases to air flow. of ROM needs to be validated. As a result of the complex-
Qt1 and Qt2 are written as ity of building a test platform, a CFD model validated
Qt1 = ρa ca Sa v(Ta,6 − Ta,1 ). (17) with the experimental results of in-line tube-bank systems
is developed to validate the ROM of battery pack.
Qt2 = Qdissipated,6 + . . . + Qdissipated,6
= a2 v 0.63 Ab [(Tb,1 − Ta,1 ) + · · · + (Tb,6 − Ta,6 )] . 3.1 CFD Model Development and Validation
(18)
where Sa denotes the ventilation area at the entrance. A CFD model is developed in ANSYS/FLUENT 14.0.
Fig.1 provides a schematic of battery system considered
Assuming the temperatures of cells and air flow near cells for this work. The coolant air flow enters from the left, and
in the streamwise direction are roughly increasing in equal exits from the right. The cylindrical Li-ion battery (A123
size, Ta,i and Tb,i are written as LiFePO4, capacity: 2.3Ah, D × Height = 26mm × 65mm)

 1 is research target that this work considers. The transverse

 Tb,2 = Tb,1 + (Tb,6 − Tb,1 )

 6−1 piZhao:2015tch ( W ) and longitudinal pitch (L ) are both
.. (19) set as 53mm.
 .

 6 − 2 This work briefly describes the development of CFD mod-

 Tb,5 = Tb,1 + (Tb,6 − Tb,1 ).
6−1 el. More information about the CFD model is provided in
 (Ru. (2017)). A solid zone and fluid zone meshed in uni-
 1

 Ta,2 = Ta,1 + (Ta,6 − Ta,1 ) form quadrilateral is adopted to model cells and air flow.

 6 − 1
.. A user defined function (UDF) is adopted to model heat
. (20) release rate as a function of cell temperature. Reynolds



 6−2 stress and renormalization group turbulent model ( k −
 Ta,5 = Ta,1 + (Ta,6 − Ta,1 ).
6−1 ε) is adopted to enhance wall treatment. The cell heat
Taking the equation (17)-(20) into the equation (16), Ta,6 generation Qgenerated ,i is calculated by equation (4).
is After the CFD model is developed, the accuracy of the
3a2 Ab CFD model needs to be verified. The battery arrangement
Ta,6 = (Tb,1 + Tb,6 )
ρa ca Sa v 0.37 + 3a2 Ab considered in this work is approximated as a in-line tube-
ρa ca Sa v 0.37 − 3a2 Ab (21)
bank system. To verify the accuracy of CFD model, the
+ T a,1 .
ρa ca Sa v 0.37 + 3a2 Ab correlation between N u number and Re number simulated
Taking the equation (21) into the equation (13), Qdissipated,6 by CFD model is compared with the empirical correlation
is written as summarized by Zukauskas and Ulinkskas (expressed in the
ρa ca Sa a2 Ab v equation ((7)-(9)). The N u number using the results of the
Qdissipated,6 = Tb,6 − CFD simulation is calculated by a log-mean temperature
ρa ca Sa v 0.37 + 3a2 Ab
2 2
3a2 Ab v 0.63 ρa ca Sa a2 Ab v − 3a22 A2b v 0.63 difference ( TLM T D ), and is given by the equation (25)-
0.37
Tb,1 − Ta,1 . (28). These parameters used in the correlation are shown
ρ a c a Sa v + 3a2 Ab ρa ca Sa v 0.37 + 3a2 Ab
(22) in Table 1.

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

 

˄˅





 


          
     ˄˅ 

Fig. 2. Comparison of N u number correlation between the Fig. 3. Current profile of US06 condition
CFD simulation result and the empirical correlation 
 
Table 1. Parameters and thermophysical prop-

˄ć˅

erties used in this work  
 
Battery (properties
) Value Air (properties
/ ) Value
Ab m 2 0.005309 ρa kg m3 1.185 
mb (kg) 0.073 ca (J/kgK) 1005 
cb (J/kgK ) 1120.97 ka (W /mK) 0.0263
a1 (V /K) -0.0003 µ (kg/ms) 0.00001835  
      
L((m) ) 0.053 Pr 0.702 ˄˅ 
Sa m 2 0.002275 P rw 0.7
Fig. 4. ROM validation results under v = 2.5m/s
h·D 
Nu = . (25) 
ka 

˄ć˅

Ma ca (Ta,6 − Ta,1 )  
h= . (26)
6πDHTLM T D 

Ma = v · Sa . (27)
(Tb,6 − Ta,6 ) − (Tb,1 − Ta,1 ) 
TLM T D = . (28)
ln((Tb,6 − Ta,6 )/(Tb,1 − Ta,1 ))  
where Ta,1 is the temperature approximation of air flow       
˄˅ 
at the inlet of battery system. Ta,6 is the temperature
approximation of air flow at the outlet of battery system. Fig. 5. ROM validation results under v = 5.0m/s
Ma represents the mass flow rate. ca is the air heat
capacity. H denotes the length of a cell. Sa represents the From Fig.4, when v is set as 2.5m/s, the maximum
ventilation area. temperature rise of the sixth cell is 5.3◦ C. From Fig.5,
when v is set as 5.0m/s, the maximum temperature rise of
The comparison of N u number correlation between the
the sixth cell is 3.9◦ C. Obviously, the cooling effect of air
CFD simulation result and the empirical correlation sum-
flow under v = 5.0m/s is better than v = 2.5m/s. When
marized by Zukauskas and Ulinkskas is shown in Fig. 2.
EVs operate at different conditions, control strategy is
From Fig.2, the N u number correlation from the ROM
necessary to improve the cooling performance and reduce
and the CFD model are well matched. Therefore, it is
coolant air flow consumption.
reasonable to replace real experimental values with the
CFD simulation results in this work.
4. DESIGN OF FUZZY LOGIC CONTROL
3.2 Reduced-order Model of a Battery Pack Validation
Considering nonlinearity and time-varying characteristics
Initializing temperatures of cells, current and wind veloci- exist in the ROM of the battery pack, the FLC is developed
ty, the temperature range of battery pack is calculated by to control the temperature battery pack in this work. The
the equation (15) and (23) in MATLAB. Compared with FLC consists of fuzzifier, inference engine, rule base, and
CFD simulation results, the accuracy of ROM is validated. defuzzifier, as shown in Fig. 6 (Revathi and Sivakumaran
The initial temperatures of air flow and cells are both set (2016)). Firstly, the input is converted to fuzzy values by
as 25◦ C. The air flow velocity is set as 2.5m/s and 5.0m/s, fuzzifier. Then, the fuzzy values are sent to the inference
respectively. The simulations are taken under High Speed engine and processed with fuzzy rules. Finally, defuzzifier
Transient Control Cycle (US06) condition, and the current transforms the union of fuzzy sets into exact values.
profile of US06 condition is shown in Fig. 3.
The inputs of FLC are the temperature error e and
The comparisons of battery temperature between CFD the change of temperature error ∆e, and e and ∆e are
simulation and ROM of battery pack are shown in Fig. 4 expressed as
and Fig. 5. The results show that the battery temperature e = Tb,6 − Tt arg et . (29)
from the ROM are good agreement with the CFD simula-
tions, and the model errors are maintained within 0.5◦ C. ∆e = e(t + 1) − e(t). (30)
Therefore, the ROM of a battery pack is accurate to be where Tb,t arg et is the target temperature of battery. e(t)
used to predict battery pack temperature. is the temperature error at time t.

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3) When e is relatively small, ∆e is relatively large,

relatively small wind velocity v is used to cool battery.
The FLC including 12 rules is used to control battery
temperature, and the rule of FLC is listed in Table 2. The
fuzzy inference engine transforms the fuzzy rule base into
a fuzzy linguistic output. Centroid membership function
 is used for defuzzification process to obtain the output v.
The centroid membership function is expressed in equation
Fig. 6. Block diagram of the FLC (30). ∫
zg(z)dz
v= . (31)
g(z)dz
  
  where g(z) denotes the fuzzy rules.
Table 2. Rules of FLC

v e

VS S M L
S VS S M M
   
 ∆e M S S M L
 L S M L L
  

5. SIMULATION RESULTS AND DISCUSSION

ANSYS and MATLAB co-simulation is adopted to val-
 idate the effectiveness of FLC. The flowchart of co-
    simulation is illustrated in Fig. 8. The simulations are
 taken under New European Driving Cycle (NEDC) condi-

tion, and the current profile of NEDC condition is shown
     in Fig. 9. First, the wind velocity v is calculated by FLC
in MATLAB. The v is transferred to ANSYS. Then, the

temperature variation of battery pack is simulated in AN-
SYS under the v. Finally, the temperature data of battery
pack is collected in ANSYS by UDF, and the temperature

data is transferred back to MATLAB to obtain v at next
          
 time.

To validate the effectiveness of FLC, the simulations are

Fig. 7. (a) Membership function for e; (b) Membership performed under three conditions for comparison. The first
function for ∆e; (c) Membership function for wind condition is that the wind velocity is fixed at v = 2.5m/s.
velocity v The second condition is that PID control is applied to
control battery pack temperature. The third condition is
that FLC is used to control battery pack temperature.
The wind velocity v is the output of FLC. Considering The initial temperatures of cells are set as 38◦ C. The
the cooling efficiency and cost, the wind velocity in the temperature of coolant air flow is set as 32◦ C. The control
range of 0.5m/s − 10m/s is considered in this paper. The output named the maximum temperature control target is
range of temperature error e is set as -5 to 10 in this work. set as 35◦ C.
The range of ∆e is set as -15 to 15. Then the input and When the wind velocity is fixed at v = 2.5m/s, the
output are divided into fuzzy subsections and expressed by simulation result is shown in Fig. 10. The sixth cell temper-
linguistic variable. The fuzzy variable of e is divided into L ature reaches the target temperature at 200s. The cooling
(large), M (medium), S (small), and VS (small). The fuzzy efficiency of air flow is slow, and thermal runaway possibly
variable of ∆e is divided into L (large), M (medium), and S occurs when the current dramatically increases. During
(small). The fuzzy variable of v is divided into L (large), M t = 200s − 1180s, as a result of cooling fast, the sixth cell
(medium), S (small), and VS (very small). The triangular temperature is lower than the target temperature, and the
fuzzy membership function is chosen, as shown in Fig. 7.

These rules of FLC are based on the knowledge and 
practical experience of cooling requirement of battery   
      
thermal management.   
         
1) When e and ∆e are relatively large or small, large or  
small wind velocity v is used to cool battery.
2) When e is relatively large and ∆e is relatively small, 
relatively large wind velocity v should be used to cool
battery. Fig. 8. Scheme of co-simulation

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 varies with the wind velocity is first developed to monitor

the battery temperature. A CFD model validated with the

˄˅
experimental results of in-line tube-bank systems is devel-
 oped to validate the accuracy of ROM. The FLC is then
developed to change the temperature of battery pack by

controlling wind velocity. Finally, ANSYS and MATLAB
 co-simulation is adopted to validate the effectiveness of
FLC under NEDC condition. The simulation results show
 that the FLC has a faster, more accurate, and more stable
      
˄˅  control performance compared with the PID controller.
An experimental demonstration of the control strategies
Fig. 9. Current profile of NEDC condition developed in this work is undergoing.

˄ć˅

 REFERENCES
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 
He, F. and Ma, L. (2015). Thermal management of bat-
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 rocating cooling flow. International Journal of Heat and
 Mass Transfer, 83, 164–172.
 Li, X., He, F., and Ma, L. (2013). Thermal management
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       testing and computational fluid dynamics simulation.
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  Newman, Bernardi, and Pawlikowski (1985). A general
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 energy-balance for battery systems. Journal of the

 



 
    
˄˅
Fig. 11. Temperatures of cells under PID control and FLC
coolant air flow is wasted. The sixth cell temperature can
not stabilize around the target temperature. It needs a
control algorithm to control temperature in target value
and reduces air flow consumption.
The temperature variations of the first cell and the sixth
cell employing PID control and FLC are shown in Fig. 11.
The sixth cell temperature employing PID control and
FLC reaches the target temperature at 140s and 80s,
separately. Obviously, compared with the PID control,
the cooling rate under FLC is improved greatly. From
Fig. 11, the maximum control error of FLC is about 0.2
◦
C, and the maximum control error of PID control is
0.8 ◦ C. In comparison to PID control, the temperature
fluctuation of the sixth cell employing FLC is smaller. The
FLC quickly and precisely controls battery temperature
at the target value. Under PID control, the temperatures
of cells are possibly far away from the target value when
working condition varies dramatically. In comparison to
PID control, FLC achieves a faster, more accurate, and
more stable thermal management.
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6. CONCLUSION

In summary, this work develops the ROM of a battery pack

and investigates the thermal management employing FLC.
The ROM of a battery pack whose heat transfer coefficient

290