The document describes the design and validation of an energy storage system (ESS) for an electric vehicle competition. It discusses:
1) The design of the ESS enclosure to withstand crash forces through thermal and structural analysis using finite element modeling. This included developing a battery cooling system to maintain safe temperatures.
2) Thermal analysis of the battery during driving cycles showed active liquid cooling would be required to dissipate heat between events. A cooling loop with water pump and radiator was designed.
3) Structural analysis of the battery mounting to the vehicle subframe and modules to baseplate was performed to validate the design could withstand crash forces with a safety factor of 2 or more.
Seminar Report on Automobile Air-Conditioning based on VAC using Exhaust HeatBhagvat Wadekar
The theoretical analysis, the feasibility of such a system in a positive frame. It can be summarized that: In the exhaust gases of motor vehicles, there is enough heat energy that can be utilized to power an air-conditioning system. Therefore, if air-conditioning is achieved without using the engine’s mechanical output, there will be a net reduction in fuel consumption and emissions. Once a secondary fluid such as water or glycol is used, the aqua-ammonia combination appears to be a good candidate as a working fluid for an absorption car air-conditioning system. This minimizes any potential hazard to the passengers. The low COP value is an indication that improvements to the cycle are necessary. A high purity refrigerant would give a higher refrigeration effect, while the incorporation of a solution heat exchanger would reduce the input heat to the generator. The present system has both a reflux condenser and a heat exchanger. However, the reflux condenser is proved inadequate to provide high purity of the refrigerant and needs to be re-addressed. The evaluation of the COP, with and without the heat exchanger also proves that unless there is a high purity refrigerant, the effect of the heat exchanger to the generator’s heat is small.
Automobile air conditioning based on VAC using exhaust heatBhagvat Wadekar
The theoretical analysis, the feasibility of such a system in a positive frame. It can be summarized that: In the exhaust gases of motor vehicles, there is enough heat energy that can be utilized to power an air-conditioning system. Therefore, if air-conditioning is achieved without using the engine’s mechanical output, there will be a net reduction in fuel consumption and emissions. Once a secondary fluid such as water or glycol is used, the aqua-ammonia combination appears to be a good candidate as a working fluid for an absorption car air-conditioning system. This minimizes any potential hazard to the passengers. The low COP value is an indication that improvements to the cycle are necessary. A high purity refrigerant would give a higher refrigeration effect, while the incorporation of a solution heat exchanger would reduce the input heat to the generator. The present system has both a reflux condenser and a heat exchanger. However, the reflux condenser is proved inadequate to provide high purity of the refrigerant and needs to be re-addressed. The evaluation of the COP, with and without the heat exchanger also proves that unless there is a high purity refrigerant, the effect of the heat exchanger to the generator’s heat is small.
Year 2006 - Based on the broad practical experience of Laborelec, this presentation explains in a comprehensive way how cooling works by looking at the different techniques used. A large part of the presentation addresses energy saving opportunities, which can be realized at the production, distribution and use of industrial cooling.
Experimental analysis of a flat plate solar collector with integrated latent heat thermal storage
*Mauricio, Carmona1, Mario Palacio2, ArnoldMartínez3
1 Mechanical Engineering Department, Universidad del Norte, Colombia
2 Faculty of Mechanical and Industrial Engineering, Universidad PontificiaBolivariana, Colombia
3 Mechanical Engineering Department, Universidad de Córdoba, Colombia
1E mail: mycarmona@uninorte.edu.co,2E mail: mario.palaciov@upb.edu.co
A B S T R A C T
In the present paper, an experimental analysis of a solar water heating collector with an integrated latent heat storage unit is presented. With the purpose to determine the performance of a device on a lab scale, but with commercial features, a flat plate solar collector with phase change material (PCM) containers under the absorber plate was constructed and tested. PCM used was a commercial semi-refined light paraffin with a melting point of 60°C. Tests were carried out in outdoor conditions from October 2016 to March 2017 starting at 7:00 AM until the collector does not transfer heat to the water after sunset. Performance variables as water inlet temperature, outlet temperature, mass flow and solar radiation were measured in order to determine a useful heat and the collector efficiency. Furthermore, operating temperatures of the glass cover, air gap, absorber plate, and PCM containers are presented. Other external variables as ambient temperature, humidity and wind speed were measured with a weather station located next to the collector. The developed prototype reached an average thermal efficiency of 24.11% and a maximum outlet temperature of 50°C. Results indicate that the absorber plate reached the PCM melting point in few cases, this suggests that the use of a PCM with a lower melting point could be a potential strategy to increase thermal storage. A thermal analysis and conclusions of the device performance are discussed.
Seminar Report on Automobile Air-Conditioning based on VAC using Exhaust HeatBhagvat Wadekar
The theoretical analysis, the feasibility of such a system in a positive frame. It can be summarized that: In the exhaust gases of motor vehicles, there is enough heat energy that can be utilized to power an air-conditioning system. Therefore, if air-conditioning is achieved without using the engine’s mechanical output, there will be a net reduction in fuel consumption and emissions. Once a secondary fluid such as water or glycol is used, the aqua-ammonia combination appears to be a good candidate as a working fluid for an absorption car air-conditioning system. This minimizes any potential hazard to the passengers. The low COP value is an indication that improvements to the cycle are necessary. A high purity refrigerant would give a higher refrigeration effect, while the incorporation of a solution heat exchanger would reduce the input heat to the generator. The present system has both a reflux condenser and a heat exchanger. However, the reflux condenser is proved inadequate to provide high purity of the refrigerant and needs to be re-addressed. The evaluation of the COP, with and without the heat exchanger also proves that unless there is a high purity refrigerant, the effect of the heat exchanger to the generator’s heat is small.
Automobile air conditioning based on VAC using exhaust heatBhagvat Wadekar
The theoretical analysis, the feasibility of such a system in a positive frame. It can be summarized that: In the exhaust gases of motor vehicles, there is enough heat energy that can be utilized to power an air-conditioning system. Therefore, if air-conditioning is achieved without using the engine’s mechanical output, there will be a net reduction in fuel consumption and emissions. Once a secondary fluid such as water or glycol is used, the aqua-ammonia combination appears to be a good candidate as a working fluid for an absorption car air-conditioning system. This minimizes any potential hazard to the passengers. The low COP value is an indication that improvements to the cycle are necessary. A high purity refrigerant would give a higher refrigeration effect, while the incorporation of a solution heat exchanger would reduce the input heat to the generator. The present system has both a reflux condenser and a heat exchanger. However, the reflux condenser is proved inadequate to provide high purity of the refrigerant and needs to be re-addressed. The evaluation of the COP, with and without the heat exchanger also proves that unless there is a high purity refrigerant, the effect of the heat exchanger to the generator’s heat is small.
Year 2006 - Based on the broad practical experience of Laborelec, this presentation explains in a comprehensive way how cooling works by looking at the different techniques used. A large part of the presentation addresses energy saving opportunities, which can be realized at the production, distribution and use of industrial cooling.
Experimental analysis of a flat plate solar collector with integrated latent heat thermal storage
*Mauricio, Carmona1, Mario Palacio2, ArnoldMartínez3
1 Mechanical Engineering Department, Universidad del Norte, Colombia
2 Faculty of Mechanical and Industrial Engineering, Universidad PontificiaBolivariana, Colombia
3 Mechanical Engineering Department, Universidad de Córdoba, Colombia
1E mail: mycarmona@uninorte.edu.co,2E mail: mario.palaciov@upb.edu.co
A B S T R A C T
In the present paper, an experimental analysis of a solar water heating collector with an integrated latent heat storage unit is presented. With the purpose to determine the performance of a device on a lab scale, but with commercial features, a flat plate solar collector with phase change material (PCM) containers under the absorber plate was constructed and tested. PCM used was a commercial semi-refined light paraffin with a melting point of 60°C. Tests were carried out in outdoor conditions from October 2016 to March 2017 starting at 7:00 AM until the collector does not transfer heat to the water after sunset. Performance variables as water inlet temperature, outlet temperature, mass flow and solar radiation were measured in order to determine a useful heat and the collector efficiency. Furthermore, operating temperatures of the glass cover, air gap, absorber plate, and PCM containers are presented. Other external variables as ambient temperature, humidity and wind speed were measured with a weather station located next to the collector. The developed prototype reached an average thermal efficiency of 24.11% and a maximum outlet temperature of 50°C. Results indicate that the absorber plate reached the PCM melting point in few cases, this suggests that the use of a PCM with a lower melting point could be a potential strategy to increase thermal storage. A thermal analysis and conclusions of the device performance are discussed.
Investigating The Performance of A Steam Power PlantIJMERJOURNAL
ABSTRACT: The performance analysis of Shobra El-Khima power plant in Cairo, Egypt is presented based on energy and exergy analysis to determine the causes , the sites with high exergy destruction , losses and the possibilities of improving the plant performance. The performance of the plant was evaluated at different loads (Full, 75% and, 50 %). The calculated thermal efficiency based on the heat added to the steam was found to be 41.9 %, 41.7 %, 43.9% , while the exergetic efficiency of the power cycle was found to be 44.8%, 45.5% and 48.8% at max, 75% and, 50 % load respectively. The condenser was found to have the largest energy losses where (54.3%, 55.1% and 56.3% at max, 75% and, 50 % load respectively) of the added energy to the steam is lost to the environment. The maximum exergy destruction was found to be in the turbine where the percentage of the exergy destruction was found to be (42%, 59% and 46.1% at max, 75% and, 50 % load respectively). The pump was found to have the minimum exergy destruction. It was also found that the exergy destruction in feed water heaters and in the condenser together represents the maximum exergy destruction in the plant (about 52%). This means that the irreversibilities in the heat transfer devices in the plant have a significant role on the exergy destruction. So, it is thought that the improvement in the power plant will be limited due to the heat transfer devices.
Performance optimization assessment for a proper heat pump technology functio...Premier Publishers
This investigation represents a thermodynamic assessment of thermal performance optimization for a proper heat pump technology suitable for district hot water production at (60-65) °C. The clean energy sources integrated with environment friendly refrigerants were studied to optimize and validate the use of Cascade heat pump technology at various configurations. Three pure, R744, R600a and R134a, and one azeotropic mixture R410A refrigerants were circulated at different cycle arrangements. Two Cascade systems (Three Cycles), single Cascade system (Two Cycles), and compound Cascade system (Three Cycles) were proposed for the present assessment. The low temperature cycle operated at evaporator temperature of (-15 to -2) °C and the high temperature condenser was set at a temperature of (70) °C. The single Cascade heat pump circulating R410A/R134a and the two Cascade R410A/R717/R134a systems showed the best heating coefficient of performance (COP). The former refrigerant pair exhibited higher heating (COP) than that of the latter by (3.6-5) % calculated at (22.5) °C low temperature cycle intermediate temperature for the whole range of test conditions. The lowest (COP) was experienced by the two Cascade heat pump technology circulating R744/R717/R134a and R744/R717/R600a refrigerant pairs. The compound Cascade heat pump is definitely a promising option for low temperature heat source technology on the long term basis due to its low running cost for heating load generation. The heating (COP) showed a range of (2 to 2.7) at (70 %) compressor isentropic efficiency according to the system type, refrigerant pair and operating conditions considered in the present work. Any improvement for the compressor isentropic efficiency provides a valuable augmentation for the heating (COP) of the Cascade heat pump.
Performance Improvement of Solar PV Cells using Various Cooling Methods: A Re...rahulmonikasharma
the operating surface is a key operational factor to take into consideration to achieve higher efficiency when operating solar photovoltaic system. Proper cooling can improve the electric efficiency and decrease the rate of cell degradation with time, resulting in maximization of the life span of photovoltaic modules. The excessive heat removed by the cooling system used in domestic, commercial or industrial applications. Various cooling methods available for PV cells Such as Active and Passive cooling system. In this paper use various cooling methods for PV panel. Just like it heat pipe, floating, PCM used in back side of PV panel, evaporative cooling for PV panel.
Reactivity Feedback Effect on the Reactor Behaviour during SBLOCA in a 4-loop...IJMREMJournal
The reactivity coefficient is a very important parameter for safety and Stability of reactors operation. To provide
the safety analysis of the reactor, the calculation of changes in reactivity caused by temperature is necessary
because it is related to the reactor operation. The objective is to study the effect of the temperature reactivity
coefficients of fuel and moderator of the PWR core, as well as the moderator density and boron concentration on
fluid density, reactivity, void fraction. peak fuel clad temperature and time to core uncover were found for two
feedback cases. This paper focuses on the effect of the Reactivity feedback, of the 6" (6-inch) Cold Leg
SBLOCA sequences in a 4-loop PWR Westinghouse nuclear power plant with a scram for various feedback,
moderator density coefficient, MDC, moderator temperature coefficient, MTC, the fuel temperature coefficient,
FTC, and boron concentrations. Dragon neutronic code is used for calculating reactivity's coefficient which is
used in RELAP5 thermal hydraulic computer code to simulate the effect of Reactivity feedback during Cold
Leg SBLOCA. The plant nodalization consists of two loops; the first one represents the broken loop and the
second one represents the other three intact loops. In the present analysis two models in RELAP5 code for
computation of the reactivity feedback, separable and tabular models are used. The 6-inch break size was chosen
because the previous work [1], showed that it was the worst size break in a 4-loop PWR Westinghouse. The
results show that the neglecting of the reactivity feed-back effect causes overheating of the clad and that the
importance of the reactivity feed-back on calculating the power (reactivity) which the key parameter that
controls the clad and fuel temperatures to maintain them below their melting point and therefore prevent core
uncover and fuel damage where the fuel temperature, clad temperature and core water level are in the range.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
COMPARATIVE STUDY OF DIFFERENT COMBINED CYCLE POWER PLANT SCHEMESijmech
Combined Cycle Power Plants (CCPPs) are imperative for power generation with the capability for
deciphering power shortage during peak and off peak hours. To perk up the recital of the plant, foremost
locations of exergy losses are to be identified and analyzed. In the present work, exergetic analysis of a
CCPP is carried out using the computer programming tool Engineering Equation Solver (EES). The effects
of overall pressure ratio and turbine inlet temperature on the exergy destruction in the CPR are
investigated. The results obtained are compared with that of simple gas turbine cycle power plant. During
real time operation of CCPP exergy destruction in different components is associated with change in
overall pressure ratio and turbine inlet temperature (TIT). Out of the total exergy destruction in the cycle it
is the combustion chamber (CC) which is responsible for the maximum exergy destruction. Nearly 60% of
the total exergy is destroyed in CC. Results clearly show that with increase in complicacy of the power
plant structure, irreversibility of the processes can be improved.
International Journal of Engineering and Science Invention (IJESI) is an international journal intended for professionals and researchers in all fields of computer science and electronics. IJESI publishes research articles and reviews within the whole field Engineering Science and Technology, new teaching methods, assessment, validation and the impact of new technologies and it will continue to provide information on the latest trends and developments in this ever-expanding subject. The publications of papers are selected through double peer reviewed to ensure originality, relevance, and readability. The articles published in our journal can be accessed online.
Daimler presents the lightest of its kind rear axle subframe of the new C-ClassAutomotive IQ
Mr. Karl-Heinz Röss, Senior Manager Development/Axle at Daimler, explains how Daimler achieved a really high weight reduction using a concept for different load stages based on new production technologies and lightweight steel and aluminium.
Read the full presentation here:
http://bit.ly/PresentationDaimler
A review on stress analysis and weight reduction of automobile chassiseSAT Journals
Abstract
Chassis is the term used to define the basic structure of the vehicle. It is also referred to as carrying unit as all the units including
body are mounted on it. There are various loads acting on the chassis like inertia loads, static loads, over loads, etc. also it has to
withstand the forces induced due to sudden braking and acceleration. In this paper a review has been made on the stress analysis
of chassis by finite element analysis software packages like ANSYS, HyperWorks, etc. Weight reduction is gaining importance as
the designers are trying to reduce the excess weight form the existing vehicle design. A review of the various techniques for weight
reduction for the chassis is presented.
Keywords: chassis, finite element analysis, weight reduction, ANSYS
Investigating The Performance of A Steam Power PlantIJMERJOURNAL
ABSTRACT: The performance analysis of Shobra El-Khima power plant in Cairo, Egypt is presented based on energy and exergy analysis to determine the causes , the sites with high exergy destruction , losses and the possibilities of improving the plant performance. The performance of the plant was evaluated at different loads (Full, 75% and, 50 %). The calculated thermal efficiency based on the heat added to the steam was found to be 41.9 %, 41.7 %, 43.9% , while the exergetic efficiency of the power cycle was found to be 44.8%, 45.5% and 48.8% at max, 75% and, 50 % load respectively. The condenser was found to have the largest energy losses where (54.3%, 55.1% and 56.3% at max, 75% and, 50 % load respectively) of the added energy to the steam is lost to the environment. The maximum exergy destruction was found to be in the turbine where the percentage of the exergy destruction was found to be (42%, 59% and 46.1% at max, 75% and, 50 % load respectively). The pump was found to have the minimum exergy destruction. It was also found that the exergy destruction in feed water heaters and in the condenser together represents the maximum exergy destruction in the plant (about 52%). This means that the irreversibilities in the heat transfer devices in the plant have a significant role on the exergy destruction. So, it is thought that the improvement in the power plant will be limited due to the heat transfer devices.
Performance optimization assessment for a proper heat pump technology functio...Premier Publishers
This investigation represents a thermodynamic assessment of thermal performance optimization for a proper heat pump technology suitable for district hot water production at (60-65) °C. The clean energy sources integrated with environment friendly refrigerants were studied to optimize and validate the use of Cascade heat pump technology at various configurations. Three pure, R744, R600a and R134a, and one azeotropic mixture R410A refrigerants were circulated at different cycle arrangements. Two Cascade systems (Three Cycles), single Cascade system (Two Cycles), and compound Cascade system (Three Cycles) were proposed for the present assessment. The low temperature cycle operated at evaporator temperature of (-15 to -2) °C and the high temperature condenser was set at a temperature of (70) °C. The single Cascade heat pump circulating R410A/R134a and the two Cascade R410A/R717/R134a systems showed the best heating coefficient of performance (COP). The former refrigerant pair exhibited higher heating (COP) than that of the latter by (3.6-5) % calculated at (22.5) °C low temperature cycle intermediate temperature for the whole range of test conditions. The lowest (COP) was experienced by the two Cascade heat pump technology circulating R744/R717/R134a and R744/R717/R600a refrigerant pairs. The compound Cascade heat pump is definitely a promising option for low temperature heat source technology on the long term basis due to its low running cost for heating load generation. The heating (COP) showed a range of (2 to 2.7) at (70 %) compressor isentropic efficiency according to the system type, refrigerant pair and operating conditions considered in the present work. Any improvement for the compressor isentropic efficiency provides a valuable augmentation for the heating (COP) of the Cascade heat pump.
Performance Improvement of Solar PV Cells using Various Cooling Methods: A Re...rahulmonikasharma
the operating surface is a key operational factor to take into consideration to achieve higher efficiency when operating solar photovoltaic system. Proper cooling can improve the electric efficiency and decrease the rate of cell degradation with time, resulting in maximization of the life span of photovoltaic modules. The excessive heat removed by the cooling system used in domestic, commercial or industrial applications. Various cooling methods available for PV cells Such as Active and Passive cooling system. In this paper use various cooling methods for PV panel. Just like it heat pipe, floating, PCM used in back side of PV panel, evaporative cooling for PV panel.
Reactivity Feedback Effect on the Reactor Behaviour during SBLOCA in a 4-loop...IJMREMJournal
The reactivity coefficient is a very important parameter for safety and Stability of reactors operation. To provide
the safety analysis of the reactor, the calculation of changes in reactivity caused by temperature is necessary
because it is related to the reactor operation. The objective is to study the effect of the temperature reactivity
coefficients of fuel and moderator of the PWR core, as well as the moderator density and boron concentration on
fluid density, reactivity, void fraction. peak fuel clad temperature and time to core uncover were found for two
feedback cases. This paper focuses on the effect of the Reactivity feedback, of the 6" (6-inch) Cold Leg
SBLOCA sequences in a 4-loop PWR Westinghouse nuclear power plant with a scram for various feedback,
moderator density coefficient, MDC, moderator temperature coefficient, MTC, the fuel temperature coefficient,
FTC, and boron concentrations. Dragon neutronic code is used for calculating reactivity's coefficient which is
used in RELAP5 thermal hydraulic computer code to simulate the effect of Reactivity feedback during Cold
Leg SBLOCA. The plant nodalization consists of two loops; the first one represents the broken loop and the
second one represents the other three intact loops. In the present analysis two models in RELAP5 code for
computation of the reactivity feedback, separable and tabular models are used. The 6-inch break size was chosen
because the previous work [1], showed that it was the worst size break in a 4-loop PWR Westinghouse. The
results show that the neglecting of the reactivity feed-back effect causes overheating of the clad and that the
importance of the reactivity feed-back on calculating the power (reactivity) which the key parameter that
controls the clad and fuel temperatures to maintain them below their melting point and therefore prevent core
uncover and fuel damage where the fuel temperature, clad temperature and core water level are in the range.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
COMPARATIVE STUDY OF DIFFERENT COMBINED CYCLE POWER PLANT SCHEMESijmech
Combined Cycle Power Plants (CCPPs) are imperative for power generation with the capability for
deciphering power shortage during peak and off peak hours. To perk up the recital of the plant, foremost
locations of exergy losses are to be identified and analyzed. In the present work, exergetic analysis of a
CCPP is carried out using the computer programming tool Engineering Equation Solver (EES). The effects
of overall pressure ratio and turbine inlet temperature on the exergy destruction in the CPR are
investigated. The results obtained are compared with that of simple gas turbine cycle power plant. During
real time operation of CCPP exergy destruction in different components is associated with change in
overall pressure ratio and turbine inlet temperature (TIT). Out of the total exergy destruction in the cycle it
is the combustion chamber (CC) which is responsible for the maximum exergy destruction. Nearly 60% of
the total exergy is destroyed in CC. Results clearly show that with increase in complicacy of the power
plant structure, irreversibility of the processes can be improved.
International Journal of Engineering and Science Invention (IJESI) is an international journal intended for professionals and researchers in all fields of computer science and electronics. IJESI publishes research articles and reviews within the whole field Engineering Science and Technology, new teaching methods, assessment, validation and the impact of new technologies and it will continue to provide information on the latest trends and developments in this ever-expanding subject. The publications of papers are selected through double peer reviewed to ensure originality, relevance, and readability. The articles published in our journal can be accessed online.
Daimler presents the lightest of its kind rear axle subframe of the new C-ClassAutomotive IQ
Mr. Karl-Heinz Röss, Senior Manager Development/Axle at Daimler, explains how Daimler achieved a really high weight reduction using a concept for different load stages based on new production technologies and lightweight steel and aluminium.
Read the full presentation here:
http://bit.ly/PresentationDaimler
A review on stress analysis and weight reduction of automobile chassiseSAT Journals
Abstract
Chassis is the term used to define the basic structure of the vehicle. It is also referred to as carrying unit as all the units including
body are mounted on it. There are various loads acting on the chassis like inertia loads, static loads, over loads, etc. also it has to
withstand the forces induced due to sudden braking and acceleration. In this paper a review has been made on the stress analysis
of chassis by finite element analysis software packages like ANSYS, HyperWorks, etc. Weight reduction is gaining importance as
the designers are trying to reduce the excess weight form the existing vehicle design. A review of the various techniques for weight
reduction for the chassis is presented.
Keywords: chassis, finite element analysis, weight reduction, ANSYS
Thermal aware task assignment for multicore processors using genetic algorithm IJECEIAES
Microprocessor power and thermal density are increasing exponentially. The reliability of the processor declined, cooling costs rose, and the processor's lifespan was shortened due to an overheated processor and poor thermal management like thermally unbalanced processors. Thus, the thermal management and balancing of multi-core processors are extremely crucial. This work mostly focuses on a compact temperature model of multicore processors. In this paper, a novel task assignment is proposed using a genetic algorithm to maintain the thermal balance of the cores, by considering the energy expended by each task that the core performs. And expecting the cores’ temperature using the hotspot simulator. The algorithm assigns tasks to the processors depending on the task parameters and current cores’ temperature in such a way that none of the tasks’ deadlines are lost for the earliest deadline first (EDF) scheduling algorithm. The mathematical model was derived, and the simulation results showed that the highest temperature difference between the cores is 8 C for approximately 14 seconds of simulation. These results validate the effectiveness of the proposed algorithm in managing the hotspot and reducing both temperature and energy consumption in multicore processors.
SIMULATION OF THERMODYNAMIC ANALYSIS OF CASCADE REFRIGERATION SYSTEM WITH ALT...IAEME Publication
The main aim of this project is to analyses the cascade refrigeration system by employing various alternative refrigerant pairs and choosing the best pair for higher temperature circuit (HTC) and lower temperature circuit (LTC). The analysis was done in various refrigerants pairs which are
R134a/R23, R290/R23, R404A/R23, R407C/R23, R410A/R23, R134a/R508B, R290/R508B,R404A/R508B, R407C/R508B, R410A/R508B, R134a/R170, R290/R170, R404A/R170,
R407C/R170 and R410A/R170.
Development of a Bench-Top Air-to-Water Heat Pump Experimental ApparatusCSCJournals
A bench-top air-to-water heat pump experimental apparatus was designed, developed, and constructed for instructional and demonstrative purposes. This air-to-water heat pump experimental apparatus is capable of demonstrating thermodynamics and heat transfer concepts and principles. This heat pump experimental setup was designed around the vapor compression refrigeration cycle. This experimental apparatus has an intuitive user interface, reliable, safe for student use, and portable. The interface is capable of allowing data acquisition by a computer. A PC-based control system which consists of LabVIEW and data acquisition unit is employed to monitor and control this experimental laboratory apparatus. This paper provides details about the development of this unit and the integration of the electrical/electronic component and the control system.
One-dimensional Lumped-Circuit for Transient Thermal Study of an Induction El...IJECEIAES
Electrical machines lifetime and performances could be improved when along the design process both electromagnetic and thermal behaviors are taken into account. Moreover, real time information about the device thermal state is necessary to an appropriate control with minimized losses. Models based on lumped parameter thermal circuits are: generic, rapid, accurate and qualified as a convenient solution for power systems. The purpose of the present paper is to validate a simulation platform intended for the prediction of the thermal state of an induction motor covering all operation regimes. To do so, in steady state, the proposed model is validated using finite element calculation and experimental records. Then, in an overload situation, obtained temperatures are compared to finite element’s ones. It has been found that, in both regimes, simulation results are with closed proximity to finite element’s ones and experimental records.
VOLUME-7 ISSUE-8, AUGUST 2019 , International Journal of Research in Advent Technology (IJRAT) , ISSN: 2321-9637 (Online) Published By: MG Aricent Pvt Ltd
2. assess thermal response on a drive cycle. For the Argonne
National Laboratory (ANL) 4-cycle and 0-60 mph drive
cycles the Rose-Hulman Institute of Technology (RHIT)
proposed vehicle architecture incurred the following battery
heat generation rates and total heat energies [Table 1- Drive
Cycle Analysis
Table 1. Drive Cycle Analysis
The ANL 4-Cycle data is especially critical to RHIT because
it can be used to predict performance for the most critical
competition event - the Emissions and Energy Consumption
(E&EC). The E&EC includes distances (legs) of 20, 40, and
100 miles which are designed to showcase both vehicle
modes, charge-depleting and charge sustaining (CD and CS
respectively). With a 4-Cycle charge depleting range of 36.1
miles (based on the ANL 4-Cycle), the following heat
retentions for the E&EC event are presented in Table 2-
E&EC Heat Energies.
Table 2. E&EC Heat Energies
It is assumed that each leg of the E&EC will be started with a
fully charged battery. If not, the heat retention will be less
because the CS mode induces less heat than the CD mode.
Therefore, the values presented represent a worst-case
scenario for heat retention values for the E&EC event.
The 0-60 mph event is very important to RHIT because the
outstanding acceleration specified by the Vehicle Technical
Specifications (VTS) arises from the engine and motor
operating in parallel for limited bursts; therefore, having a
fully charged battery is critical to this event. While CS heat
retention values are presented, this event will only be run in
CS mode as a last resort. With a heat retention value of 12 kJ
per run in CD mode, the maximum number of passes before
de-rating occurs, can be predicted.
To look briefly at the sensitivity of the data, Table 3-ESS
Temperature Rise is presented below for a range of thermal
capacities and battery initial temperatures (i.e. room
temperatures):
Table 3. ESS Temperature Rise
From the sensitivity analysis, it is clear that the worst case
scenario (lowest thermal capacity, highest ambient
temperature) will put the battery into a de-rating situation, 10
km, 4- Cycle schedule, while, the best case scenario (highest
thermal capacity, lowest ambient temperature) shows only a
6.5 °C temperature rise over the CD 4-Cycle. This suggests
that the 100 mile E&EC leg could be completed without
entering a derate condition. The burst of high power
conditions for the 0-60 mph acceleration causes a very small
amount of heat to be generated and a near negligible rise in
temperature.
From the results, it appears that passively cooling the ESS
would be acceptable for nearly all competition events and
temperatures excluding the desert hot soak extreme.
However, these results assume that the battery pack has been
given sufficient time to passively cool back to room
temperature. Realistically, the team could go from fully
heating the battery with the 0-60mph competition to the first
leg of E&EC with only a few hours in between. Therefore, an
estimate of passive cooling time was required.
Neglecting radiative effects and assuming natural convection,
we have Equation 2:
Equation 2
where the heat transfer coefficient (h) ranges from 1- 20
W/(m2 K) for pure natural convection with air [1]. With a
surface area of 1.24 square meters the time required to cool
the pack from 45 °C to a variety of ambient room
temperatures for the three thermal capacities and two heat
transfer coefficients are presented below.
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3. Examining the results of, it is clear that passively dissipating
heat from the battery will have a negative impact on the
performance at competition events due to the extreme amount
of time required to cool the pack back to ambient
temperature. Additional concerns arise from on-road
convective heating of the battery due to the high track
temperatures at the DPG, which can exceed 130 °F. While
insulating the battery could mitigate this additional source of
battery heating, it would essentially eliminate passive heat
rejection between events. Thus, some form of active cooling
is required.
Following A123 recommendations that air-cooling the pack
is slightly better than passive cooling, a liquid-to-air heat
exchanger will be employed. A preliminary design review
with A123 recommended the cooling plates be mounted on
the bottom of the modules and for RHIT to utilize a
conductive isolation pad between the plates and modules to
maximize surface contact. To investigate the pad and cooling
plate system, a thermal circuit analysis will be performed to
estimate the amount of heat that can be dissipated by the
system. A quasi-steady state first principal analysis will be
used to estimate the temperature rise of the liquid.
For the ANL 4-cycle schedule, the previously described
cooling system was modeled in Simulink and loaded with the
heat generation data.
After the team selected active liquid cooling for the ESS, a
cooling loop was developed which uses a water/glycol mix.
The ESS cooling loop (Appendix A), consists of the ESS's
internal cooling plates, a sealed reservoir/overflow tank, a
drain point, inline pump, and liquid-air heat exchanger. The
cooling loop will be fully self-contained in the rear of the
vehicle, co-located with the ESS.
The ESS cooling system will use a water pump. In order to
select a pump, the pressure drop across the cooling plates and
radiator need to be quantified to ensure an appropriate
pressure could be attained by the pump. The system was
designed for a 2 gallon per minute (GPM) flow rate, at which
the cooling plates each have a 7 psi drop, and the radiator a 3
psi pressure drop. With 7 individual cooling plates in series,
the total cold plate drop is ∼49 psi. Adding in the radiator,
the overall loop pressure drop is ∼52 psi. See Appendix B.
Liquid Cooling System Modeling
In order to properly size components for the cooling system
and verify it would keep the ESS temperature within
acceptable limits, a model of the previously derived cooling
system was generated in Simulink. The top-level model, as
shown in Appendix C, simulates the connection between the
ESS's cooling plates and the liquid-air heat exchanger. The
exit fluid temperature value is passed between the
components, while the initial ESS and fluid temperatures are
inputs along with the ESS heating power and the ambient air
temperature.
Looking into the ESS cooling plate model (Appendix C), the
thermal circuit as defined in Appendix A is modeled. The
module thermal capacity that was derived earlier was used in
the model, and the thermal resistances of both the cooling
plates and thermal interface pad were taken from the
manufacturer's technical specifications [4]. The heat
generation data was again based upon an A123-supplied
figure of 97% efficiency combined with the average power
discharge.
Since the thermal resistance of the cooling plates is a function
of the liquid flow rate, and the radiator's thermal resistance is
a function of both liquid and air flow rates, both of these
parameters were swept to aid in identifying optimal operating
points. To run the sweep, a worst-case operating scenario was
established where the initial battery and fluid temperatures
were 41 °C and the ambient air temperature (the air being
drawn across the radiator) was 38 °C. These values are based
upon reference material citing the average summer high for
Yuma, Arizona as 41°C and assume that the vehicle would
have equalized to that value, and the ambient air would be
cabin air, cooled to 3° C below outside temperature by the
HVAC system.
This worst-case scenario was then run with a heating value
from a 100% State of Charge (SOC) depletion charge-
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4. depleting mode drive cycle, since it will incur the largest
power draw. The resulting final ESS temperature versus air
and liquid flow rates is given in Appendix D-1.
Based on these surfaces, an air flow rate of approximately
480 cubic feet per minute (CFM) and a liquid flow rate of 8
liters per minute (LPM) was selected, as these points were
where the returns in terms of increased flow rates diminished
greatly.
With these flow rates specified, an analytic sweep was then
run to find the impact both the initial ESS/fluid temperature
and the ambient air temperature had on the final ESS
temperature. Both temperatures were swept from a lower
bound of 25° C (assumed R. T.) to 41° C (worst-case). Again,
the heating value was based upon a 100% SOC depletion CD
mode drive cycle. The resulting 3D plot is given in Appendix
D-2.
Based on this plot, for a worst-case scenario where both the
initial temperatures and ambient are 41° C, the final ESS
temperature is 50.1° C. For the expected case of an initial
temperature of 26° C (near R.T. soak) and 36° C ambient, the
final temperature is 41° C.
Beyond the analysis of the 100% CD draw-down, the
temperature rise during a subsequent CS operation was also
analyzed. Two distinct cases were run; the worst-case where
ambient is 41° C and the initial temperatures were the final
values from the worst-case in the prior analysis and an
assumed case where the ambient was 36° C and the initial
temperatures were the final values from the assumed case in
the prior run. In this way, the analysis would mimic actual
vehicle operation where the vehicle would operate in CD
mode for a given amount of time, then switch into a CS mode
for the remainder of the operating time. The results of the CS
mode analysis showed that in the worst-case, the ESS
temperature converged to 52° C, and in the assumed case, the
ESS temperature ended at 47° C.
The analysis results indicate that the cooling system will keep
the ESS below the thermal de-rating zone during all operation
for the assumed case, and will just barely enter de-rating for
the worst-case. Even in the worst-case scenario, the ESS
temperature stabilized at a value in the lower end of the de-
rating zone, and never rose to the absolute cutoff temperature
limit.
Additionally, it should be noted that the CD heating values
were based on a CD run that saw a 100% SOC depletion. The
100% to 0% SOC swing of that analysis is worse than the
actual operation is expected to be. In practice, upper and
lower SOC bounds will be in place which will limit the CD
operation to a narrower SOC band. This in turn will limit the
amount of time the vehicle is exposed to the higher CD
heating power, thereby lowering the effective final
temperature at the end of CD operation.
STRUCTURAL ANALYSIS AND
DESIGN
According to EcoCAR2 regulations, components of the ESS
must be analyzed under specific conditions in order for the
ESS design to be considered safe to install in the vehicle. A
structurally validated ESS involves a complete analysis of the
pack-to-vehicle mounting and a complete analysis of the
module-to-baseplate mounting with a minimum factor of
safety of 2 for all results.
ESS Mounting (Battery Pack-to-Vehicle)
The ESS will be secured to the vehicle by mounting it to a
subframe. The design material for the ESS Subframe is
1080steel, a material readily available from McMaster-Carr.
The 1080 tube steel (3/4 × 3/4 × 1/8 wall thickness) that will
be used to fabricate the ESS subframe is listed as having a
yield strength of approximately 350 MPa. This yield strength
will be used in conjunction with the analysis results to
determine if the design meets the required factor of safety of
2. The SIEMENS 7.5 NX model of the ESS subframe is
presented below. The NX NASTRAN analysis uses a
simplified beam model to represent the ESS subframe.
Figure 1. ESS subframe Bolt Pattern
Loading Conditions
The EcoCAR2 regulations call for components to be designed
to withstand a 20g longitudinal, 20g lateral, and 8g vertical
set of loading conditions unless otherwise specified. In order
to perform the finite element analysis (FEA) using NX 7.5
NASTRAN, equivalent forces needed to be calculated. For
the analysis, the battery pack mass was found by taking the
7×15s2p total mass of 137.2 kg [2] and adding in the mass of
the enclosure, which was estimated to be 49.81 kg. This
rendered an overall pack mass of 187.01 kg. This mass was
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5. then used in Equation 3, along with a value of 9.8 m/s2 for
gravity, to find the translational forces imparted by each
module for the 20g and 8g cases, using respective values of
20 and 8 for the value of C.
Equation 3
20g Longitudinal Case
In order to account for the 20g longitudinal applied force
(Fpack) being applied at the center of the battery pack we
need to find the equivalent longitudinal forces that the 12 bolt
holes of the subframe will experience (Fpack,eq).
Setting up an equivalent system and rearranging, we obtain
Equation 4.
Equation 4
Using Equation 3 we can calculate the value of Fpack.
Using the mass of the pack from above as 187 kg,
acceleration due to gravity as 9.8 m/s2 and C as 20 we obtain
Fpack. Plugging this into Equation 4, we obtain Fpack,eq.
A summary of the calculated longitudinal forces is given in
Table 4- Pack Mounting Longitudinal Forces.
Figure 2. NX NASTRAN Longitudinal Loading
Additionally, since Fpack acts at the center of gravity (CG) of
the battery pack and not in line with the bolt holes in the
subframe, a moment is induced by Fpack which must be
accounted for by vertical equivalent forces at each of the bolt
holes.
Figure 3. ESS Longitudinal Loading
Figure 4. Longitudinal loading distances and equivalent
forces
Using Figure 3- ESS Longitudinal Loading and Figure 4-
Longitudinal loading distances and equivalent forces, an
equivalent system was set-up as given in Equation 5.
Equation 5
We can solve for Fm,eq knowing: h = 132mm, l = 273mm, x1
= 58mm, x2 = 174mm, and Fpack = 36,652 N. Therefore, the
equivalent force due to the induced moment at each bolt hole
is 2,395 N. This force is applied to each bolt hole in the
appropriate vertical up/down direction as shown in Figure 5 -
NX NASTRAN Moment Induced Equivalent Forces.
Table 4. Pack Mounting Longitudinal Forces
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6. Figure 5. NX NASTRAN Moment Induced Equivalent
Forces
20g Lateral Case
The lateral case was approached in the same manner as the
longitudinal case where an equivalent system was set up to
determine the lateral force at each bolt hole.
Setting up an equivalent system and rearranging, we obtain
Equation 6.
Equation 6
Using Equation 3 we can calculate the value of Fpack
Given the values are the same as the longitudinal case we
obtain Fpack = 3,054 N.
Figure 6. NX NASTRAN Lateral Loading
Additionally, since Fpack acts at the CG of the battery pack
and not in line with the bolt holes in the subframe, a moment
is induced by Fpack and must be accounted for by vertical
equivalent forces at each of the bolt holes.
Figure 7. ESS Lateral Loading FBD
Figure 8. Lateral loading distances and equivalent forces
Using Figure 7 - ESS Lateral Loading FBD and Figure 8-
Lateral loading distances and equivalent forces, an equivalent
system was set-up as given as shown in Equation 7.
Equation 7
We can solve for Fm,eq knowing: h = 132mm, w = 423mm, a
= 105mm, b = 174mm, and Fpack = 36,652 N. Therefore, the
equivalent force due to the induced moment at each bolt hole
is 1,205 N. This force is applied to each bolt hole in the
appropriate vertical up/down direction as shown in Figure 9 -
NX NASTRAN Moment Induced Forces.
Figure 9. NX NASTRAN Moment Induced Forces
Loading and Constraints
Since the geometry of the ESS Subframe is based on a fully
enclosed rectangle, the entire outer perimeter was constrained
to account for the fact that when the part is integrated into the
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7. vehicle, all sides will be welded to the existing vehicle
structure.
20g Longitudinal Case
A total of 24 forces were applied to the ESS Subframe for the
longitudinal case. Twelve of these forces were applied in the
longitudinal direction (Fpack,eq) and twelve were applied in
the vertical direction(Fm,eq) to account for the moment
induced by Fpack being applied at the center of the battery
pack.
Each of the 12 bolt holes in the subframe experience
longitudinal forces of 3,054 N and vertical forces of 2,395 N.
The subframe was constrained and loaded accordingly and a
representation of the applied forces for the longitudinal case
are given in Figure 10- ESS Subframe 20g Longitudinal
Loading.
Figure 10. ESS Subframe 20g Longitudinal Loading
20g Lateral Case
A total of 24 forces were applied to the lateral loading case
for the ESS subframe. Each of the 12 bolt holes experience a
lateral force (Fm,eq) of 3,054N and a vertical force (Fm,eq) of
1,205 N. The subframe was once again constrained and
loaded accordingly and a representation of the applied forces
for the lateral case are shown below.
Figure 11. ESS Subframe 20g Lateral Loading
8g Vertical Case
In the vertical case the only force to be applied to each of the
12 bolt holes is Fpack/12. This is once again calculated using
Equation 3. In this case there is no induced moment because
there is no perpendicular distance.
Figure 12. ESS Subframe 8g Vertical Loading
FEA Results and Discussion of Results
All three cases (20g-longitudinal, 20g-lateral, and 8g vertical)
were analyzed in NASTRAN according to the loading
conditions discussed earlier. A summary of maximum stress
and maximum deflection for each case is presented below.
Table 5. Summary NX NASTRAN results
As shown above, the highest elemental stress was seen in the
20g-longitudinal case at 141 MPa. Given the yield strength of
the chosen material (350 MPa), a stress of 141 MPa meets the
required factor of safety of 2. The maximum deflection of
1.41 mm was also seen in the 20g longitudinal case. This
amount of deflection is well within the acceptable range of
values. NASTRAN results are shown below.
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8. ESS Mounting (Battery Module-to-
Enclosure Base Plate)
In addition to performing analysis at the pack-level, FEA was
also performed on the locations where the battery modules
bolt to the enclosure base plate. The purpose of this analysis
was to verify that the module's mounting would not fail in the
event of the 20g and 8g loads the pack would be subjected to
in the pack-to-vehicle mounting analysis.
Loading Conditions
As previously stated, the EcoCAR2 regulations call for
components to be tested under a 20g longitudinal, 20g lateral,
and 8g vertical set of conditions unless otherwise specified.
In order to perform the FEA, equivalent forces needed to be
calculated. For the analysis, the module masses were found
by taking the supplied total mass of 101 kg for the 7×15s2p
configuration and dividing by seven to yield a per-module
mass of 14.42 kg. This mass was then used in Equation 8
along with a value of 9.8 for g to find the translational forces
imparted by each module for the 20g and 8g cases, using
respective values of 20 and 8 for C.
Equation 8
Since each module is secured with 4 bolts, it was assumed
that the force was distributed evenly amongst them, and so a
per- bolt force was calculated as Fmodule/4. A summary of
the calculated forces is given below in Table 6- Module
Mounting Translational Forces.
Table 6. Module Mounting Translational Forces
To illustrate the loading of the baseplate due to the module, a
free-body diagram of the module-baseplate (profile view)
loading is shown in Figure 13- Module Mounting Free-Body
Diagram
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9. Figure 13. Module Mounting Free-Body Diagram
The CG was assumed as the geometric center of the module,
and Fmodule acts at that point. Since the module is
constrained where it bolts to the baseplate at B1 and B2, a
moment Mmodule is induced. The magnitude of Mmodule is
given by Equation 9, where ‘h’ is the distance from the
mounting point to the module CG.
Equation 9
Since the actual loading of the baseplate will occur at the bolt
mounting locations, Mmodule must be accounted for in the
loading. This is done by inducing a moment, Mload as shown
in Figure 14- Module Mounting Induced Moment.
Figure 14. Module Mounting Induced Moment
The moment will be induced by placing forces at the bolt
mounting locations. The magnitude of Mload based on these
forces is given by Equation 10
Equation 10
Since Mload must equal Mmodule, rearranging and solving
for Fload gives Equation 11.
Equation 11
Since from the side view, B1 and B2 both account for 2 bolts
each, a per-bolt force is found by dividing Fload by 2. The
same approach may be used to find the induced moment
forces for a side-loading of the module by substituting the
value of L for the width instead. A summary of the moment-
inducing forces is given in Table 7- Module Mounting
Moment Forces. From the provided module drawings the CG
height, h, is taken to be 121.52 mm, the center-to-center
lengthwise bolt spacing, L, is 259.11 mm, and the center-to-
center widthwise bolt spacing, W, is 164.81mm.
Loading and Constraints
Each of the module mounting areas were loaded with both the
translational and moment-inducing forces from the previous
section. Figure 2.38 shows an example of the loading for the
20g longitudinal case. For the lateral case, the Fbolt forces
were applied along the y-axis, and the moment-inducing
forces were also relocated so as to induce the moment in the
proper direction. In the case of the 8g vertical test, the Fbolt
forces were applied in the Z-axis, and no moment-inducing
forces were applied.
Figure 15. Longitudinal Loading
Example Module Loading
The actual loading for the 20g longitudinal case is given
below in Figure 16. The aforementioned forces are shown in
red, with the constrained geometry in blue. The constrained
portions were the 12 M10 bolt holes used for the pack
mounting bolt, and the 26 M5 bolt holes that are used to
mount the baseplate to the case.
Table 7. Module Mounting Moment Forces
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10. Figure 16. ESS Baseplate NASTRAN Longitudinal
Loading
20g Longitudinal Loading
Results
The results from the FEA runs show a maximum stress
occurring in the 20g longitudinal case, with a peak stress of
114.10 MPa. The highest stresses for the 20g lateral and 8g
vertical cases were 90.13 and 30.76, respectively. The stress
gradient overlaid onto the model for the 20g longitudinal case
is shown below in Figure 17- NX NASTRAN Longitudinal
Results
Figure 17. NX NASTRAN Longitudinal Results
The resulting maximum stresses and their related factors of
safety are summarized in Table 8- Stress Summary. The
intended build material for the baseplate is quenched and
tempered 1080 steel, which has a yield strength of 350 MPa.
Overall, the summary shows that the lowest factor of safety
for the module-to-baseplate mounting using 4130 steel is
8.58, and for 1018 steel is 2.49. This shows that the baseplate
exceeds the minimum factor of safety of 2 as required by
EcoCAR2 regulations with both the intended 4130 steel, and
the alternative 1018 steel.
Table 8. Stress Summary
CONCLUSION
In conclusion, ‘Design of a High Voltage Lithium Ion Energy
Storage System’ demonstrated that the Energy Storage
System Rose-Hulman will implement into their modified
2013 Chevy Malibu will need to be actively liquid cooled in
order to meet competition requirements. Once collected data
revealed the need for active liquid cooling of the ESS, an
appropriate liquid cooling system was selected. Additionally,
this paper presented loading conditions, constraints, and
results for NASTRAN run FEA simulations which verified
that both the ESS subframe (welded into the vehicle) and the
ESS pack (securely bolted to subframe) could withstand the
required 20g longitudinal, 20g lateral, and 8g vertical loads.
REFERENCES
1. Cengel, Yunus. Heat Transfer: A Practical Approach.
New York, NY: McGraw-Hill, 1998.
2. Rutkowski, Brian, “Battery Sub-System Design
Specification: Interface Control Document,” A123
SYSTEMS, 2011.
3. SAE International Surface Vehicle Recommended
Practice, “Recommended Practice for Packaging of Electric
Vehicle Battery Modules,” SAE Standard J1797, Reaf. June
2008.
4. AAVID THERMALLOY http://www.aavid.com/product-
group/liquidcoldplates
CONTACT INFORMATION
Laura C. Nash
Rose-Hulman Institute of Technology
nashl@rose-hulman.edu
Jonathan W. Nibert
Rose-Hulman Institute of Technology
Nibertjw@rose-hulman.edu
Marc Herniter, Ph.D.
Rose-Hulman Institute of Technology
Herniter@rose-hulman.edu
Zachariah Chambers, Ph.D.
Rose-Hulman Institute of Technology
Chambez@rose-hulman.edu
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11. ACKNOWLEDGMENTS
General Motors, Argonne National Laboratories, and the US
Department of Energy
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12. APPENDIX A - COOLING LOOP
APPENDIX B - COOLING PLATE DATa
APPENDIX
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13. APPENDIX C - SIMULINK MODELS
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14. APPENDIX D
Figure 1. ESS Cooling System Flow Rate Sweeps
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15. Figure 2. ESS Cooling System Ambient and Initial Temperature Sweeps
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