Journal of Energy Storage 27 (2020) 101155

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Journal of Energy Storage

journal homepage: www.elsevier.com/locate/est

Research progress on power battery cooling technology for electric vehicles T

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Mengyao Lu, Xuelai Zhang , Jun Ji, Xiaofeng Xu, Yongyichuan Zhang
Institute of Cold Storage Technology, Shanghai Maritime University, 1550 lingang avenue, pudong new area, Shanghai 201306, China

A R T I C LE I N FO A B S T R A C T

Keywords: In the charging and discharging process of new energy vehicles, how to maintain power battery within optimum
New energy vehicles operating temperature range, reduce the peak temperature and temperature difference, which is a problem needs
Power battery to be paid attention to. Proper cooling technology can reduce the negative influence of temperature on battery
Battery thermal management system pack, effectively improve power battery efficiency, improve the safety in use, reduce the aging rate, and extend
Power battery cooling technology
its service life. In this context, several battery thermal management systems(BTMS) are reviewed, including air
cooling BTMS, liquid cooling BTMS and refrigerant direct cooling BTMS in traditional battery thermal man-
agement system; phase change material-based BTMS, heat pipe-based BTMS and thermoelectric element-based
BTMS in new battery thermal management system. In order to reduce negative influence of excessive tem-
perature on the battery pack, and to seek feasible solutions for BTMS in future development, the above six power
battery cooling technologies are discussed. Summarize the research emphases and research progress of different
BTMS at present. Objectively evaluate the advantages and disadvantages of each BTMS. Considering actual
working conditions, the installation feasibility, as well as economic benefits of each BTMS, then discuss proper
solutions, and predict future development trends reasonably. Finally, analyze and discuss the differences and
gaps between traditional and new BTMS. Providing a reference for designing the best BYMS solution. Ensuring
the battery is in the optimum operating temperature range, maintain the BTMS stable operation, and improve
battery conversion efficiency, providing valuable solutions for the BTMS research in the future.

1. Introduction
Traditional vehicles not only consume a large amount of petroleum
resources, but also solid suspended particles, hydrocarbons, nitrogen
oxides, and sulfur oxides contained in automobile exhaust, that are
main causes for environmental pollution aggravation. In the context of
fossil fuels shortage, automobile exhaust excessive emissions, and en-
vironmental degradation, the development of new energy vehicles can
effectively solve the above problems [1–8]. Based on the advantages of
environmental protection, high efficiency, harmlessness and sustain-
able endurance, electric vehicles have the most development prospects
[9–15].
At present, the main power batteries are nickel-hydrogen battery,
fuel battery, and lithium-ion battery. In practical applications, lithium-
ion batteries have the advantages of high energy density [16], high
power factor [17,18], long cycle life [19], low self-discharge rate [20],
good stability [21], no memory effect [21,22] and so on, it is currently
the power battery pack widely used in new energy vehicles.
M.S.Whittingham proposed and began to study lithium-ion batteries,
and the successful development of lithium-ion battery electric vehicles
greatly promoted the new energy electric vehicles development.
Lithium ion batteries come in different shapes and configurations, such
as cylindrical, prismatic, and pouch, etc. [23]. The pouch lithium-ion
battery is widely used in electric vehicles because of its light weight,
good safety and low electrical resistance [24,25]. For high charge/
discharge rates, the temperature difference between surface and central
layer of the pouch battery is not obvious, so pouch battery is suitable for
developing thermal management system and temperature control [26].
Cylindrical lithium-ion batteries are widely used as power sources for
electric vehicles due to their compact size and high power density [27].
The key to improving cooling performance of a cylindrical battery is to
increase the contact area between the battery and the cooling medium
[28]. Prismatic battery can provide greater capacity than cylindrical
battery [29,30]. Because it even have a higher volume/energy density,
and can accommodate a sufficient amount of electrode material, the
contact area with the cooling medium is larger. Therefore, such bat-
teries are increasingly attractive for the development of electric ve-
hicles with high energy and high speed [31,32]. Electric vehicles are
constantly pursuing the goals of high operating performance, lighter
weight, and good thermal performance. It is expected that prismatic
lithium-ion batteries will be more favored by electric vehicles.
However, lithium-ion battery is a temperature-sensitive device [33],

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Corresponding author.
E-mail address: xlzhang@shmtu.edu.cn (X. Zhang).

https://doi.org/10.1016/j.est.2019.101155
Received 17 September 2019; Received in revised form 22 November 2019; Accepted 14 December 2019
Available online 23 December 2019
2352-152X/ © 2019 Elsevier Ltd. All rights reserved.
M. Lu, et al.
whose performance, lifetime and safety are very sensitive to tempera-
ture. Therefore, temperature is the most prominent factor affecting li-
thium-ion batteries performance [34,35]. Due to the characteristics of
lithium-ion battery itself, the suitable operating temperature range is
relatively narrow. The optimum operating temperature is between
20–40 ℃, and the temperature difference between battery cells should
be less than 5 ℃ [36–40]. Too high or too low temperature will affect
the battery performance, and pose a significant safety hazard [41].
Temperature rise is usually related to the charge and discharge process.
When internal temperature of the battery pack continues to rise and
heat cannot be dissipated in time, the temperature exceeding 80℃ will
cause thermal runaway [42]. Thermal runaway is often accompanied
by harmful gases generation, smoke, fire, and even explosions [43–45].
Motloch [46] mentioned that for every 1 ℃ increase in the temperature
range of 30–40 ℃, the life of lithium-ion batteries will be reduced by
about two months. When the temperature exceeds the limit operating
temperature, it will accelerate lithium-ion batteries aging [47]. Low
temperature will reduce the battery discharge capacity. When charging
at high rate and low temperature, lithium plating occurs [48,49], which
shortens battery life and causes safety problems. In addition, the tem-
perature difference between internal and ambient temperature, as well
as the temperature difference between battery cells inside the battery
pack, all these reasons will have negative influence on battery perfor-
mance, lifetime and safety. In general studies, optimizing the battery
cells internal structure and layout, setting BTMS stabilized the battery
pack temperature and distribute the heat evenly [50–59]. Xia [60]
studied existing solution about battery thermal management from
battery cell level and battery pack level, respectively. At the battery cell
level, the battery thermal behavior, including heat generation, heat
transfer methods and thermal boundary conditions, was studied; while
at the battery pack level, various BTMS were studied. This paper fo-
cuses on battery-level cooling system, because the temperature rise due
to the battery heat generation is the most important thing to be taken
attention to, except for the initial operation in a low temperature am-
bient environment.
In order to solve the adverse effects of temperature on the battery, it
is first necessary to understand the heat generation process and to
figure out the heat distribution in the battery [61,62]. Real-time pre-
diction of battery core temperature and terminal voltage is critical for
accurate solutions for battery thermal management. Accurate and fast
prediction of the battery pack thermal behavior is particularly critical
for BTMS [63,64]. Most of the models mentioned in the study are
coupled thermal model and electrochemical model. Thermal model is
realized by different methods such as finite element model (FEM)
[65–67], lumped parameter model (LPM) [68,69], computational fluid
dynamics (CFD) model [70,71], linear parameter variation (LPV) model
[72] or partial differential equation (PDE) model [73]. The electro-
chemical model can simulate battery temperature profile under various
operating conditions, cooling rates, or geometries. Farag [74] devel-
oped a combined model consisting of an electrochemical model, a heat
generation model, and a thermal model, which can accurately display
the battery terminal voltage and predict battery core temperature under
various operating conditions. Chen [75] established an electrochemical-
thermodynamic coupling model for lithium-ion battery, and obtained
the trend of electrolyte concentration distribution and the law of cur-
rent density distribution. Ghalkhani [76] simulated the current density
with a 3-D model, and estimated the energy density and temperature
distribution inside the battery. It was found that the uneven tempera-
ture distribution between the batteries was related to the battery heat
generation rate.
According to relevant research, reasonable battery thermal man-
agement system is particularly important for improving the lithium-ion
battery packs thermal performance [77]. In the past, research will paid
more attention to the development of the battery pack itself, and the
study of thermal behavior, then briefly reviewed and classified the
battery thermal management system according to the cooling medium
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Journal of Energy Storage 27 (2020) 101155
[78,79]. Many studies have focused on PCM-based battery thermal
management systems, explored the PCM thermomechanical properties
and methods to enhance heat transfer [80,81].This paper summarized
the common lithium-ion battery thermal management, which is the air,
liquid, and refrigerant in the traditional BTMS, and the heat pipe, PCM,
and thermoelectric elements in the new BTMS. Figuring out the re-
search emphases and development status of different BTMS at this
stage. Considering the existing cooling technology composition prin-
ciple, cooling effects, feasibility of installation, energy consumption,
and other multiple factors, analyze the advantages and disadvantages of
these BTMS in detail. Find effective solutions and make sound predic-
tions about the BTMS in the future development. This paper also ana-
lyzes and discusses the difference or gap between traditional and new
BTMS. Exploring the opportunities and challenges that may be faced in
improving the BTMS cooling performance, and predicting the BTMS
development direction in the future.
2. Traditional battery thermal management cooling system
2.1. Air-cooling battery thermal management system
Air-cooling battery thermal management systems can be simply
classified according to different air sources, one is an air-cooling system
that uses only external air, while the other uses pre-conditioned cabin
air for battery cooling systems. Considering different cooling require-
ments for cabin and battery pack, there is another battery thermal
management system, which uses a second evaporator to especially cool
battery, the principle is shown in Fig. 1. The three air cooling systems
mentioned above are already used in commercial vehicles.
Relevant researchers have done a lot of simulation and experimental
research. Battery thermal management system was further studied by
establishing different 3D thermal models [82–84], combined with air-
flow resistance model and mathematical model, which further improve
theoretical study of air-cooling systems; Experimental research on the
air flow characteristics, battery layout, cooling channel size, etc., and
continuously explore optimization solutions for air-cooling BTMS, so
that the air-cooling BTMS can better adapt to market demand.
The cooling performance of this BTMS is directly affected by the air
flow state, and parameters reflecting the air flow state include airflow
path, airflow velocity, flow rate, etc. Na [85] studied compared reverse
stratified airflow and unidirectional airflow temperature distribution,
as shown in Fig. 2. The results showed that reverse airflow can sig-
nificantly improve battery pack temperature uniformity, reduce overall
maximum temperature difference and maximum average temperature
difference. Reverse stratified airflow reduced the maximum average
temperature difference by 1.1 °C. Figs. 3(a) and (b) showed the battery
temperature distribution, when it is discharged at a 3C rate and a 2 m /
s flow velocity, set reverse stratified air flow, with or without rectifier
grid. The results showed that rectifier grid improve battery pack tem-
perature uniformity, maximum temperature decreased by 0.5 ℃ and
average temperature decreased by 2.7 ℃.
Li [86] proposed a BTMS that uses double silica cooling plate
Fig. 1. Schematic diagram of an air-cooling BTMS with an independent battery
"HVAC module".
M. Lu, et al.
Fig. 2. Battery pack temperature distribution of unidirectional airflow (UDAF) and reverse stratified airflow (RLAF) at 3C discharge (airflow velocity is 2 m /s).
coupled with copper mesh as the air cooling system. Investigating its
cooling capacity, it was found that the maximum temperature of the
battery rate decreased as the air velocity increases during the 5C dis-
charge. And when using a silicon cooling plate with a thickness of
1.5 mm and a wind velocity of 3.5 m/s, it showed a good performance.
Saw [87] analyzed the air cooling BTMS of a battery pack composed of
38,120 cells, demonstrated that an increase in cooling air flow would
result in an increase in heat transfer coefficient and pressure drop.
Mahamud [88] used a reciprocating airflow to cool the battery, and
found that the reciprocating airflow have a good influence on in-
creasing temperature uniformity and reducing the maximum tempera-
ture. E [89] studied different air cooling solutions by changing the re-
lative positions of airflow inlet and outlet, and using baffles to improve
airflow distribution, which is helpful for improving the battery pack
cooling performance. Hong [90] discussed the influence of inlet tem-
perature and heating rate on battery temperature. It was found that the
temperature rise and temperature change of the battery pack were in-
dependent of the inlet temperature, but proportional to the battery
heating rate. Therefore, when designing the air cooling BTMS, it is
particularly important to set the airflow velocity and air flow properly.
The position of the auxiliary air vents can also effectively reduce the
Fig. 3. (a) Without the rectification grid (b) with the rectifier grids, both battery pack temperature distribution when 3C discharge, 2 m/s airflow velocity.
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Journal of Energy Storage 27 (2020) 101155
maximum temperature and maximum temperature difference of the
battery. At the same time, using a reciprocating airflow is very helpful
to improve the temperature uniformity.
Another important factor affecting cooling performance is the bat-
tery layout. Many studies have improved the cooling performance of
air-cooling BTMS by finding the best battery layout. Chen [91] changed
the spacing between battery cells, proposed an optimal solution for the
battery structure under constant heat rate, which improved the per-
formance of parallel air cooling. The optimized BTMS cooling perfor-
mance is improved significantly, the maximum temperature of the
battery pack is reduced slightly after optimization, and the maximum
temperature difference is reduced by 42%. Kai Chen [92] used the flow
resistance network model, and established an air-cooled BTMS test
system, the experimental testing platform is shown in Fig. 4.Proposing
an optimization solution for battery spacing, and it was found that this
method significantly improved cooling efficiency of BTMS. Compared it
with original BTMS, maximum temperature of optimized battery pack is
reduced by about 4.0 K, and maximum temperature difference of bat-
tery is reduced by more than 69% at different inlet rates. Then com-
pared it with general optimized BTMS, this method can optimize the
maximum battery temperature difference by more than 25%. The two
M. Lu, et al.
Fig. 4. Air-cooling BTMS test system.
solutions mentioned above have been compared here, and found that
the latter solution is more effective, and the cooling performance is
greatly improved.
Wang [93] discussed the battery module thermal performance
under different battery cell arrangement structures, including rectan-
gular, hexagonal, and circular. Finally, considering comprehensive cost
factor, the 5 × 5 cubic structure has the best cooling capacity; When
space utilization is taken into account, the 19 batteries arranged in a
hexagonal structure have the best cooling capacity. Fan [94] designed a
battery pack composed of 32 high-energy-density cylindrical lithium-
ion batteries, which are arranged in a neatly, staggered and crossed
way, the model is shown in Fig. 5. A series of evaluation parameters
were set to compare the air cooling performance and energy efficiency
of different battery packs arrays at different intake velocity. The results
showed neatly arranged battery pack has the best cooling performance
and temperature uniformity, followed by staggered arrangement and
finally cross arrangement. The neatly arranged power consumption is
the lowest, 23% lower than cross-arranged power consumption.
It was found that the cooling performance of thermal management
system can be improved by optimizing the geometric size of airflow
Fig. 5. (a) Schematic diagram of aligned, staggered and cross-arranged battery packs; (b) Structural projection of three arranged battery packs.
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Journal of Energy Storage 27 (2020) 101155
passage. Z.Lu [95] conducted forced air cooling on high-density battery
box, exploring air-cooling capacity of the battery box under different
flow rates and different air volumes. It is found that with the increase of
cooling passage size, the maximum temperature decreased gradually,
but the cooling degree gradually decreases. Chen [96] significantly
improved the cooling efficiency of a U-flow parallel air-cooling BTMS
by optimizing the width of the airflow inlet and outlet. When the op-
timized battery pack is discharged at a 5C rate, the temperature dif-
ference between the battery cells is reduced by 70%, and the power
consumption is reduced by 32%. The effect of using this method is more
pronounced than the previously mentioned by changing the battery
spacing. For flat-plate battery stacks with the same channel size and the
same cell volume ratio, Xun [97] changed the cooling channel size and
the number of cooling channels resulted in similar volume averaged
temperatures of the stacks. It was also found that increasing the cooling
channel size can improve the cooling efficiency, but it will cause un-
even temperature distribution inside the battery unit. Therefore, when
setting the cooling channel, the size of the channel should be properly
set.
In addition to the above-mentioned optimization solutions for
M. Lu, et al.
airflow characteristics, battery layout, airflow passage size, there are a
large number of studies starting from setting up thermal models to
study heating characteristics of battery itself, providing basis for air
cooling and thermal management system. Choi [98] provided a proper
thermal model for predicting the thermal performance of air-cooling
BTMS, estimated the coolant air flow and passage size, which gives a
guideline to the early design phase of the battery system. Forgez [99]
established a lumped parameter thermal model for a cylindrical
LiFePO4/graphite lithium-ion battery, which can simulate the internal
temperature of the battery according to the measured current and
voltage, and be applied in the BTMS design. Inui [100] developed two-
dimensional and three-dimensional simulation codes for temperature
distribution transient response in lithium-ion secondary batteries in a
discharge cycle. Then analyze the relationship between the battery
cross section and the temperature rise during discharge. The thermal
model established by Zhu [101] established a thermal model to accu-
rately predict the heating, heat dissipation and temperature rise of
battery cells. These methods of establishing thermal models provide
reasonable support for developing a thermal management system.
2.2. Liquid cooling battery thermal management system
Liquid cooling system is considered to be an effective cooling
method, which can control the battery maximum temperature and the
temperature difference between battery cells within a reasonable range,
and extend the cycle life. Liquid cooling system can be divided into
direct contact mode and indirect contact mode according to whether
the battery surface is in direct contact with cooling liquid [102,103].
According to different control solution of the system, it can be divided
into active cooling and passive cooling [104]. In the liquid cooling
system, the passive cooling has low cooling efficiency and poor control
on temperature, and is only suitable for battery packs with low power.
Not only are more and more experiments interested in active cooling,
but in practice, many automotive companies, such as Tesla, General
Motors and other automotive companies also use active liquid cooling
systems. At present, domestic and foreign researchers have done a lot of
numerical simulation and experimental research on this cooling
method, in order to find a high-performance, low-cost liquid cooling
method that meet the needs of market.
In recent years, exploring cooling plates types, passage geometry,
fluid flow distribution, etc. [105–108] is the research emphasis of liquid
cooling systems. Considering the battery structure, exploring appro-
priate type of cooling plate is an effective method to improve the
cooling performance. Deng [109] found that the cooling plate was
suitable for square and pouch batteries, and can also be used as a jacket
for cylindrical batteries. Wang [110] designed and developed a new
liquid cooling solution, which based on thermal silica gel plates to
overcome the large amount of heat generated by high-capacity batteries
under high temperature and rapid charging/discharging conditions.
Combining the good thermal conductivity of silica gel plates with ex-
cellent cooling of water, resulting in a feasible and effective composite
liquid cooling system. As a result, it was found that when the water flow
rate was increased to 4 ml/s, the maximum temperature was lowered to
48.7 ℃, the temperature difference was kept within 5 ℃, and the pump
energy consumption only accounts for 1.37% of the total energy. The
designed composite liquid cooling system provides a new idea for liquid
cooling systems. Jiaqiang E [111] proposed a BTMS using rectangular
channels and cold plates. Set the circulating liquid passage as a rec-
tangle, which between two cooling plates, and battery is sandwiched
between two cooling plates, next group cooling channel is set on the
other side of the cooling plate, as shown in Fig. 6. It was found in the
experiment that the number of channels and refrigerant flow have a
great influence on heat dissipation, which are the main influencing
factors. Height and width of channels are secondary factors. When
channel width is 45 mm, channel height is 5 mm, the number of
channels is 4, and the coolant flow rate is 0.07 m/s, the average
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Journal of Energy Storage 27 (2020) 101155
temperature and temperature difference of the cooling plate is the
minimum.
Many breakthroughs have been made in the studying cooling per-
formance of liquid cooling BTMS from the flow passage geometry and
fluid flow distribution. Zhao [112] proposed a cylindrical battery
cooling method based on microchannel liquid cooling cylinder. When
the number of microchannels is not less than 4 and inlet mass flow rate
is controlled at 1103 kg/s, the maximum temperature of battery module
can be controlled below 40 °C. As the microchannels number in the LCC
increases, maximum temperature decreases gradually, but the channels
number should not exceed 8. K. Li [113] designed an efficient micro-
channel cooling system and optimized it from four objectives, including
(1) minimizing temperature difference, (2) minimizing standard tem-
perature difference, (3) minimizing pressure drop across cold plates, (4)
minimizing battery pack size. The experimental results showed that the
optimized battery pack temperature difference was reduced by 5.07%,
the standard temperature difference was reduced by 0.82%, and the
pressure drop was reduced by 44.53%. K.Darcovich [114] studied the
liquid cooling methods integrating different cooling plate devices, one
integrated ice tray and the other integrated cold plate. Comparing the
two cooling performances, it was found that the cooling performance of
the integrated ice tray was better. However, the integrated cold plate is
less complicated and cost-effective, and the coolant circulation rate is
higher. Cao [115] found that flow distribution determines thermal
uniformity between battery modules, and adjusting coolant channel
manifold allows an ideal flow distribution. They proposed a solution to
change manifold using a T-joint, and compared it with the original
channel manifold battery pack. The battery pack three-dimensional
temperature distribution is shown in Fig. 7, when it was discharged at
1C and coolant flow rate was 18 L/min. It was found that, with 2C
discharge, flow 36 L/min, the working temperature and thermal uni-
formity can be kept in appropriate temperature range, the maximum
temperature is maintained at 312 K and the temperature difference is
maintained at 11 K.
The research on existing liquid cooling BTMS is more focused on
reducing the battery peak temperature, but insufficient on the tem-
perature difference of the battery cells. However, the temperature dif-
ference is equally important and challenging for the battery thermal
performance. In future studies, attention should be paid to analyzing
the standard temperature difference of the battery cells, and exploring
an effective liquid cooling solution for reducing battery pack tem-
perature difference.
2.3. Refrigerant direct cooling battery thermal management system
This refrigerant direct cooling thermal management system is not
widely used in electric vehicles. It requires few components, which can
effectively reduce vehicle weight, achieve high temperature cooling
and improve vehicle specific energy and economy [116,117]. It is a
very promising battery thermal management system. The BTMS directly
integrates the battery cooling system into an existing vapor compres-
sion cycle, and the battery is directly connected to the evaporator plate
without the additional condensers, heat exchangers and coolant ex-
change circuits. The system principle is shown in Fig. 8. In practical
applications, the refrigerant direct cooling BTMS achieves cooling by
installing a microchannel heat sink on the top and bottom of the battery
module, as shown in Fig. 9.
Park [118] established a numerical model, analyzed the influence of
refrigerant temperature and mass flow on refrigerant BTMS cooling
performance, and compared the refrigerant BTMS with PCM BTMS. It
was found that active refrigerant cooling BTMS has better cooling
performance than passive BTMS based on PCM during the charge and
discharge cycle operation. This active cooling BTMS enables refrigerant
recycling and extend BTMS service life.
At present, the refrigerant type, refrigerant flow rate, contact area
and cooling performance are the direct factors that affect refrigerant
M. Lu, et al.
Fig. 6. Liquid-cooled battery thermal management model using rectangular flow channels and cold plates.
direct cooling system performance, and are also the main content of the
current research. Maan [119] studied the influence of the height change
of R134a refrigerant pool on battery thermal performance. Cooling
effect decreased with battery liquid covered area increase. When 100%
of the battery surface is submerged in liquid R134a, the system is able
to limit battery temperature rise to 1.6 °C. When 20% of the battery is
covered by liquid, the maximum temperature difference between bat-
tery cells is 7 °C, and 40% of the battery is covered with liquid this
system can maintain the battery maximum temperature below 30 °C. At
the same time, we must also consider the safety issues, considering the
limitations of refrigerant direct BTMS to explore a new BTMS. In order
to prevent the thermal runaway of lithium-ion batteries effectively,
Kritzer [120] used CO2 as a refrigerant to meet the requirements of
emergency cooling, and then effectively switched the high-power li-
thium ion battery in critical overcharge state to a safe level. Cen [121]
studied a new BTMS. This system is equipped with two electronic ex-
pansion valves, and uses the control software to control the battery
Fig. 7. Three-dimensional temperature distribution of two different channel manifolds (a) Original manifold (b) T-joint improved manifold.
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Journal of Energy Storage 27 (2020) 101155
pack temperature automatically. The results showed that optimizing
refrigerant circuit can reduce the temperature non-uniformity of the
battery. The optimized battery pack was tested with discharge rates of
0.5 C, 1 C, and 1.5 C, respectively, and it was found that the battery
pack temperature difference was less than 4 °C.
At this stage, the refrigerant direct cooling BTMS must face the
problems in practical application when investing in a wide range of
engineering applications, including how to choose a proper refrigerant,
improve the performance of refrigerant, solve the safety problems
caused by overheating, and improve the fire protection function of
battery thermal management technology. Combined with the automatic
control system, the efficiency of refrigerant can be effectively improved.
The application of temperature control system and refrigerant flow
control system in the refrigerant direct cooling BTMS will become the
key for the cooling method to adapt to future development.
M. Lu, et al.
Fig. 8. Schematic diagram of direct refrigerant cooling system.
2.4. Application and development for traditional battery thermal
management system
There are three traditional battery thermal management systems,
including air cooling BTMS, liquid cooling BTMS and refrigerant direct
cooling BTMS, are described above. In the laboratory, this paper sum-
marizes the research emphases of each BTMS. Referring to the research
in recent years, this paper also proposes problems that may be faced
when improving the BTMS cooling performance, and introduces several
new cooling methods to provide new ideas for improving the BTMS
cooling performance. Although the traditional BTMS appeared earlier
than the new BTMS, the advantages of traditional BTMS still have re-
ference value for the BTMS development. Summarize the advantages
and disadvantages of BTMS, and propose solutions and development
directions with reference to different kinds of BTMS characteristics, as
shown in Table 1. It can be seen that in the future development, BTMS
not only faces challenges, but also has opportunities that cannot be
ignored.
The active air-cooling system is equipped with fans, which will in-
crease the power consumption, the cost, and generate noise. The air-
cooling BTMS can be applied to electric vehicles with low energy
density and low comfort requirements, such as vehicles with short op-
erating hours. The liquid cooling BTMS is a promising cooling method,
but it is very sensitive to the problem of liquid leakage. It needs high
attention during design. When packaging, it should choose the right
packaging material and seal layer. Moreover, the layout of active liquid
cooling system is complex and the package is too heavy. Microchannel
technology can solve this problem. In the future, the refrigerant direct
cooling system can be combined with temperature control system and
flow control system to optimize the refrigerant flow control solution.
Fig. 9. refrigerant cooling thermal management system diagram.
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Journal of Energy Storage 27 (2020) 101155
3. New battery thermal management cooling system
3.1. Phase change material-based cooling battery thermal management
system
3.1.1. Application of phase change materials
Due to its high latent heat, good thermal storage and cold storage
capacity, phase change materials are widely used in various fields of
energy storage and temperature control [122–124]. According to phase
change form, phase change materials can be divided into four types:
solid-solid, solid-liquid, solid-vapor, and liquid-vapor. Among them,
solid-vapor and liquid-vapor phase change forms have a large volume
change before and after the phase change. The phase change materials
of solid-vapor and liquid-vapor phase deformation are due to their
phase transition. which affects energy storage system stability and is
still unable to be put into practical application at present; According to
different phase transition temperature range, phase change materials
can be divided into low temperature phase change materials (−50 ℃
−90 ℃), medium temperature phase change materials (90 ℃ −550 ℃)
and high temperature phase change materials (>550 ℃), among which
low-temperature phase change materials are widely used in daily life
energy and building energy utilization; Another classification is classi-
fied according to the chemical composition of PCM, which is divided
into organic phase change materials (mainly including paraffin, fatty
acids, esters, polyols, etc.), inorganic phase change materials (mainly
including molten salts, crystalline hydrated salts and alloys), composite
phase change materials (binary or multi-component composite phase
change materials), Table 2 is a common classification for phase change
materials and their property comparison.
PCM is small in size, low in cost, high in energy storage density, and
has obvious energy-saving effects. It plays an important role in power
shifting peak, waste heat recovery, solar energy storage, building en-
ergy conservation, cold chain logistics and other energy utilization. At
the same time, PCM absorbs and releases a large amount of heat during
the phase transition process, realizing the temperature control of sur-
rounding environment. Compared with traditional temperature control
technologies such as active air cooling and circulating liquid cooling,
PCM-based temperature control technology has better temperature
control effect, and also has environmentally friendly, high-efficiency
and green characteristics [125,126]. In recent years, many research
have found, the superiority of PCM-based temperature control tech-
nology become more and more prominent. It is used in electric vehicle
battery thermal management system. And it does not need to consume
other energy when it is working, which cannot be surpassed by other
traditional thermal management technologies.3.1.2 PCM-based cooling
battery thermal management system
Compared with traditional thermal management methods such as
air cooling and liquid cooling, the research on applying phase change
materials to battery thermal management system started late. However,
PCM battery thermal management system has broad application pro-
spects and outstanding comprehensive performance. Many related
scholars have made in-depth research on this technology. Al Hallaj
M. Lu, et al. Journal of Energy Storage 27 (2020) 101155

Table 1
Summary for Traditional battery thermal management cooling system.
Cooling method Advantages Disadvantages Solution and Development direction

Air cooling The system design is relatively simple, easy to
implement, can adapt to various battery, without
problems such as liquid leakage.
Liquid cooling Liquid has higher specific heat capacity, mass
flow rate, and faster heat transfer rate.
Commonly used cooling media such as water,
ethylene glycol, oil and acetone, have better
cooling effect and can achieve uniform
temperature distribution.
Direct refrigerant 1.Cooling by using the existing air conditioning
cooling system in the car: the system is compact to
reduces the structural weight.
2.Cooling battery pack by separately use
compressor circulating refrigeration system:
battery thermal management system and air
conditioning refrigeration system in cabin are
independent of each other, and can operate
independently.
1.Low air heat capacity, small thermal
conductivity, poor average temperature effect
between batteries.
2. Systems with high cooling requirements need
large amounts of air, the system is too bulky. It
requires a high level for pipe size and quantity.
3. Natural convection cooling is only effective for
low energy density batteries.
4. Active air-cooling system is equipped fans to
increase heat transfer, but at an increased cost,
generate a lot of noise and affect car comfort.
1.Complex layout, large system weight, high cost
2.This system has high sealing requirements for
battery pack, and a sealing layer is needed to
increase heat transfer resistance and reduce
cooling efficiency.
1.Refrigeration system compressor heat
dissipation tasks increase, increasing
displacement and costs.
2. In vehicle actual operation, the refrigerant
should be diverted according to the actual heat
dissipation. The specific diversion situation is
difficult to give consideration to both evaporators.
1. Effective measures to enhance air cooling
system efficiency are to increase air volume,
improve flow rate, increase channel size, and
optimize cell position.
2. The above parameters have a certain limit,
finding optimal parameters is the key to make
breakthrough in the future development.
3. Fully considering the practical working
environment and the use of electric vehicles, the
air-cooling system is suitable for electric vehicle
battery packs with low energy density and low in-
car comfort requirements, such as vehicles with
short-time work tasks and unmanned vehicles.
1.Control circulating liquid flow rate in the liquid
pump, which can reduce energy consumption and
improve work efficiency. Combining refrigeration
cycle system with automatic control system is the
key to this technology future development.
2. Nanofluids, liquid metals and boiling liquids
should be further studied in the future to reduce
the cost of liquid cooling systems.
1. Coil tube or cold plate is arranged inside the
battery pack as evaporator. It is required that
battery pack has good airtightness, no air is
allowed inside, and condensation water should be
avoided during use.
2. Combining with temperature control system
and flow control system, optimizing refrigerant
flow control strategy becomes the key technology
in future.

Table 2
Classification of common phase change materials and comparison of their properties.
Kind Name Melting point Latent heat/J g−1 property
/℃

Inorganic phase change LiCIO3•3H2O 8.1 253 large phase change latent heat value, high thermal conductivity, high
materials CaCl•6H2O 25.8 125.9 undercooling degree, easy phase separation, poor reversibility
H3PO4 26 147
LiNO3•2H2O 30 296.8
LiNO3•3H2O 30 189
NaSO4•10H2O 32.4 257
Na2HPO4•10H2O 35.2 265/280
Na2S2O3•5H2O 48 188/201
Na(CH3COO)•3H2O 58 226/264
Ba(OH)2•8H2O 78 267/280
Mg(NO3)2•6H2O 89/90 149.5/162.8
MgCl2•6H2O 116 165/168.6
NaNO3 307 172
MgCl2 714 452
MgF2 1263 938
Organic phase change Paraffin C18H38 28 243 high latent heat, low thermal conductivity, good stability,
materials C22H46 44.4 249 good reversibility, no obvious over-cooling
C26H54 56.1 256
Non-paraffin Lauric acid (dodecanoic 44–45 225
acid) 54–55 220
Myristic acid 63–64 215
(tetradecanoic acid) 69–71 243
Palmitic acid 26 184
(hexadecanoic acid) 29 205
Stearic acid (octadecanoic 43 177
acid) 57 242.85
Glycerol (C3H8O3)
Isoamyl laurate (C17H34O2)
Isobutyl octanoate
(C12H24O2)
1-octadecyl alcohol
(C18H38O)

8
M. Lu, et al.
[127] initially proposed using phase change materials in battery
thermal management system, and found that the temperature in the
battery module controlled by PCM is more uniform than that cooled by
air at different discharge rates. which proved that PCM temperature
control effect is effective. Rao [128] found that PCM with a melting
point below 45 °C is more effective in decreasing battery temperature.
Javani [129] studied the cooling performance of PCM in batteries with
various volumetric heat production rates. They found that PCM can
decrease the peak temperature and obtained a better temperature
performance.
However, the low thermal conductivity of phase change materials
leads to heat saturation. BTMS based on pure phase change materials
cannot operate for a long time in high-power batteries, and cannot ef-
fectively control the battery temperature. Many researchers have fur-
ther improved the performance of PCM. Adding other materials with
high thermal conductivity and porous materials in PCM, such as metal
foam, expanded graphite, carbon nanotubes, can produce composite
energy storage materials with high thermal conductivity [130]. Mills
[131] applied a phase change material (PCM) passive battery thermal
management system for lithium-ion laptop battery pack. With the PCM
impregnated expanded graphite (EG), significantly improved the low
thermal conductivity of the PCM. Improving the properties of the PCM
composite have the potential to significantly reduce the volume in-
crease in comparison to the original battery pack volume. Wu [132]
developed a copper mesh (CM) reinforced paraffin/expanded graphite
(PA/EG) composite material for composite PCM battery thermal man-
agement system, as shown in Fig. 10. They solved problems of PCM low
thermal conductivity and weak skeleton strength, and CM enhanced
heat dissipation performance and temperature uniformity of PA/EG
board.
Lv [133] used expanded graphite, paraffin and low density poly-
ethylene to form ternary composites, which was combined with low
fins, and then coupled with battery module, as shown in Fig. 11. It has
good heat dissipation performance, and effectively dissipates a large
amount of heat accumulated by the PCM to external air environment.
This shows that combining the PCM with the fins can not only take
advantage of the PCM high latent heat value, but also increase the
thermal conductivity by fins, which is very promising.
Zhao [134] found that battery surface temperature reached 39 ℃
after running the pure paraffin BTMS for 1800 times, and about 25 ℃
for the copper mesh/paraffin BTMS with the same situations. After
adding foamed copper, battery surface temperature decreased by 14 ℃,
the temperature was stabilized within a certain range, and there was no
Fig. 10. Composite PCM preparation.
9
Journal of Energy Storage 27 (2020) 101155
temperature difference between battery cells. It indicated that thermal
management performance of pure PCM is insufficient, and the im-
proved BTMS showed good temperature uniformity. The static tem-
perature field distribution of the two battery modules mentioned above
is shown in Figs. 12 and 13.
In order to improve the cycle stability and thermal management
capability of the PCM-based BTMS, many researchers have coupled
other cooling methods with the PCM-based BTMS. After extensive re-
search, it is also a very effective optimization method [135,136].
Especially in extreme environments, PCM-based hybrid BTMS can ef-
fectively reduce temperature rise and temperature difference and
maintain battery performance [137,138].Hémery [139] proposed a
cooling system coupled PCM with liquid cooling plate, which can so-
lidify the PCM while the car is charging, it also can decrease or raise
temperature under external hot or cold conditions when the car is
parked. Fathabadi [140] coupled air cooling with PCM cooling into a
hybrid battery thermal management system. The results showed that
the temperature profile and parameters of this battery pack are sig-
nificantly superior to other battery packs. Ling [141] proposed a hybrid
BTMS that coupled PCM and forced air to dissipate heat for a lithium-
ion battery. It was compared with PCM-based BTMS with composite
paraffin /EG. The results showed that the hybrid BTMS can improve the
reliability of the PCM-based BTMS without increasing the system
complexity, it can avoid excessive heat accumulation, and control the
temperature at 50 °C in each cycle.
At present, improving the thermal conductivity of PCM, improving
the cycle stability and thermal management capability is the research
emphases of the PCM-based BTMS. The PCM is coupled with other
active thermal management systems, and combined them into a hybrid
thermal management system, which can improve the cycle stability of
the PCM-based BTMS. It is a new and efficient battery thermal man-
agement system. In practical applications, more attention should be
paid to the PCM packaging. Design details such as leakage, volume
change of PCM, and proper quality of PCM based on load should be
taken into consideration. The breakthrough of these practical problems
is crucial for the PCM-based BTMS future development.
3.2. Heat pipe-based cooling battery thermal management system
As an efficient heat transfer element, heat pipe is favored by the
energy industry due to its high thermal conductivity and low thermal
resistance. It is widely used in aerospace, military industry, micro-
electronics heat dissipation, building materials, metallurgy, solar en-
ergy and other fields. [142–144]. Thanks to the variable structure, the
heat pipe can move a large amount of heat inside the battery pack to
keep the battery within the required operating temperature range. The
temperature difference inside the battery pack can also be significantly
reduced. It can also significantly reduce the temperature difference
inside battery cells [145]. The aforementioned PCM-based BTMS has
problems, such as difficulty in controlling the volume change during
solidification, limited thermal conductivity leading to insufficient
temperature gradient, and long thermal response time [146,147]. Using
heat pipe for BTMS becomes an effective temperature control method.
So far, the types of heat pipes used in large quantities mainly include
pulsating heat pipes, sintering heat pipes, and flat ring heat pipes. The
battery releases heat during the charging/discharging, and then trans-
mits it to the heat pipe which is in direct contact with the bottom or side
of the battery. Finally, the heat is removed by the heat dissipation
system at cold end of heat pipe. Several common heat pipe-based BTMS
are shown in Fig. 14.
Related studies have found that a heat pipe-based BTMS can effec-
tively reduce the maximum temperature rise of battery packs and
temperature difference between cells. Yuan [148] adopted heat pipe as
main heat transfer element of BTMS, supplemented by heat collecting
plate and heat sink, to analyze battery pack temperature influencing
factors and related mechanisms. Simulation results showed that heat
M. Lu, et al.
Fig. 11. Schematic diagram of L-CPCM battery pack coupling heat sink fins.
Fig. 12. Static temperature contour of battery thermal module using pure PCM
after 1800 s of operation.
Fig. 13. Static temperature contour of battery thermal module using copper
foam/paraffin after 1800 s of operation.
pipe-based BTMS can effectively suppress battery temperature rise.
Smith [149] proposed a heat pipe-based high-power BTMS, which can
provide better temperature uniformity and system safety than tradi-
tional liquid cooling system. When cooled by water with an 25 ℃ inlet
temperature and a 1liter/minute (lit/min) flow rate, the system dis-
sipates heat about 50 W and keeps temperature below 55 ℃. Gan [150]
proposed a BTMS based on heat pipe with a cylindrical battery module
as the research object. It was found that the battery temperature can be
significantly reduced by 14 °C in the 5 C discharge rate, which com-
pared with a naturally air-cooled BTMS. Rao [151] designed a BTMS
equipped with a heat pipe, which is according to the heating char-
acteristics of the power battery. It was found that the maximum tem-
perature can be controlled below 50 °C when the heat is less than 50 W.
Therefore, the maximum temperature and temperature difference can
be kept within the desired range under unstable operating conditions
and cyclic test conditions. Greco [152] analyzed the prismatic lithium-
10
Journal of Energy Storage 27 (2020) 101155
Fig. 14. (a) Contact liquid-cooled heat pipe heat exchange system (b) Non-
contact liquid-cooled heat pipe heat exchange system.
ion battery and found that the heat pipe showed good effect on the
BTMS for the limited surface area battery pack.
The design of heat pipe and the arrangement in BTMS are the two
most important factors. Reasonable design for heat pipe is very im-
portant to improve BTMS efficiency. Channel size, liquid filling capacity
and working medium are all factors that affect heat pipe heat transfer
effect. They have found that different heat pipe designs, different liquid
filling amounts and different working media were adopted, the cooling
effect of heat pipes is very different. In order to understand the thermal
performance of closed-loop oscillation heat pipe/phase change material
(CLOHP/PCM) coupling module filled with different working media,
Zhao [153]explored the thermal characteristics of three different
working media filled with self-rewetting fluid (SRWF), water and
ethanol under different tilt angles and thermal loads. It was found that
the heat transfer performance of SRWF and water is better at a low heat
load, both in tilt and horizontal conditions. Putra [154] used a flat plate
loop heat pipe (FPLHP) as a heat exchanger for the lithium-ion BTMS of
an electric vehicle (see Fig. 15). He studied the effect of different
working fluids on heat dissipation of heat pipes. The experiment chose
distilled water, alcohol and acetone as the heat pipe filling liquid, and
M. Lu, et al.
Fig. 15. Schematic diagram of battery thermal management system with flat
plate loop heat pipe(FPLHP).
the filling rate was 60%. Results showed that the thermal performance
of the heat pipe is the best when acetone is used as the working
medium, when the heat load is 1.61 W/cm2 and the evaporation tem-
perature is 50 °C.
Wei [155] adopted a “sandwich” type battery thermal management
structure, and arranged pulsating heat pipes between adjacent cells, as
shown in Fig. 16. Exploring the BTMS performance when pure water-
ethanol working medium mixed in different proportions, with 30%,
40%, 50% liquid filling rate respectively. It was found that working
medium was mixed in 1:1 or 1:2, and filling rate reached 30%, when
the input power was 56 W, the average battery temperature can be
controlled below 46.2 °C, and the system has good temperature uni-
formity, the maximum temperature difference is 1–2 ℃.
Tran [156] compared the thermal performance of the flat-plate heat
pipe BTMS with the conventional heat sinks under different conditions
(including various cooling conditions and several inclined positions). It
was found that using heat pipes can reduce thermal resistance of con-
ventional radiators by 20% in natural convection, and 20% in low wind
velocity. The battery temperature can be kept below 50 °C. The flat heat
pipe has a large flexibility in space, and is suitable for various practical
working conditions. Zhao [157] proposed a BTMS with ultra-thin heat
pipes, which can control the battery temperature in an appropriate
temperature range with the lowest energy consumption and cost. Ye
[158] used micro heat pipe arrays (MHPAs) as BTMS. At a current rate
of 1 C, the temperature rise rate decreased, and the temperature
Fig. 16. Schematic diagram of BTMS with plug-in OHPs (oscillating heat pipes).
11
Journal of Energy Storage 27 (2020) 101155
difference inside the battery pack decreased. Using BTMS with the
MHPAs improves the stability and safety of the battery, during con-
tinuous charging and discharging.
In addition, the layout of BTMS will have a great impact on thermal
conductivity of the heat pipe. Saha [159] proposed that embedded heat
pipes can delay or prevent thermal runaway due to excessive heat in the
battery. Wang [160] placed L-shaped sintered heat pipe between ad-
jacent cells, and battery surface temperature can be controlled below
40℃ when the battery power is less than 10 W/cell.
Heat pipe has a high thermal conductivity, which can make up for
the low heat conduction of pure PCM. The coupling of HP and PCM as a
BTMS is a new and effective way to improve the BTMS cooling per-
formance more efficiently, which has become a very popular BTMS in
recent years. The hybrid PCM-based BTMS can further improve the heat
dissipation capability of the PCM, and improve the battery performance
under extreme temperature conditions. The PCM-HP coupled battery
thermal management system not only takes advantage of the high
thermal conductivity of HP, but also make full use of PCM latent heat.
HP can enlarge the operating temperature range of the PCM, and im-
prove the BTMS cooling performance [161–163]. Wu [164] designed a
BTMS based on heat pipe assisted phase change material (PCM). It has
been found that the maximum temperature can be controlled below
50 °C, when operating at a 5C discharge rate, and the temperature
fluctuation can still be more stable and lower after the cycle. It is im-
portant to reduce the energy consumption and improve the perfor-
mance of the hybrid BTMS active part. Achieving a reasonable match
between active management and passive management in a hybrid
BTMS will be the research emphasis in future [165]. At present, saving
active part energy consumption is the key to improving the actual
utilization of the PCM-HP coupled BTMS [166,167].
3.3. Thermoelectric element-based cooling battery thermal management
system
Thermoelectric refrigeration technology is an electronic refrigera-
tion technology with high efficiency and low energy consumption.
Thermoelectric elements are characterized by compact structure, fast
response, and integration of refrigeration and heating, providing new
ideas for BTMS [168,169]. The thermoelectric elements can be divided
into two categories, one is a thermoelectric generator (TEG) based on
Seebeck effect, which converts heat into electricity and uses waste heat
as energy [170,171]. The other is a thermoelectric cooler (TEC) based
on Peltier effect, which converts electricity into heat for cooling and
heating [172–174]. The most direct representative is semiconductor
refrigeration, as shown in Fig. 17.
Based on the thermoelectric elements characteristics, a large
number of experiments and simulations have been done to prove fea-
sibility of thermoelectric elements in BTMS. Alaoui [176] studied a
BTMS based on Peltier thermoelectric elements, and measured dis-
charge efficiency of a 60-Ah prismatic lithium ion battery at different
rates and temperatures. It was found that thermal response and energy
consumption of the BTMS can meet the design requirements. Zhang
[177] designed a BTMS using semiconductor refrigeration, simulated
and analyzed it. The results showed that the BTMS had a good cooling
effect under high temperature conditions.
At present, the research progress of thermoelectric elements re-
frigeration used for BTMS is still in its infancy, and there are still many
problems to be solved in the development of this technology.
Thermoelectric elements are used for BTMS, and there is still a lot of
room to improve battery pack cooling performance. How to further
optimize the thermoelectric elements-based BTMS is a problem that
researchers need to solve. Low conversion efficiency and high material
cost of thermoelectric elements are the major factors restricting their
popularization. Optimizing TEC, and improving cooling performance of
thermoelectric elements is the key of thermoelectric elements-based
BTMS in the future development.
M. Lu, et al. Journal of Energy Storage 27 (2020) 101155

Fig. 17. Schematic diagram of thermo-electric cooling module (TEC)[175].

3.4. Application and development for new battery thermal management
system
The three new battery thermal management systems are described
in detail, including PCM-based BTMS, heat pipe-based BTMS, thermo-
electric elements-based BTMS. On the basis of current laboratory re-
search, this paper discusses the three new BTMS research progress, and
summarizes the research emphasis. Considering the practical applica-
tion in recent years, the problems that the battery cooling system may
face in the future development are proposed. Summarize the ad-
vantages and disadvantages of each type BTMS, and propose the future
development direction and solution, as shown in Table 3. All these work
provide a reference on how to improve the BTMS cooling performance
in the future research.
The PCM-based BTMS coupled with other active BTMS can improve
the cycle stability and thermal management capabilities, which will be
the main development trend for the future development of PCM-based
BTMS. Screening PCM with low price, stable structure, high thermal
conductivity, long service life and simple manufacturing process is re-
search hotspots of PCM-based BTMS in the future. The PCM-HP coupled
BTMS is a very popular new thermal management method in recent
years, which can improve the BTMS cooling performance. Improving
the thermoelectric cooling performance of TEC is the key to improve
thermoelectric elements-based BTMS.
4. Comparison between new BTMS and traditional BTMS
In general, the new BTMS is optimized on the basis of the traditional
BTMS. Many scholars compared the cooling performance of the two
BTMS. Sabbah [178] compared the cooling performance of phase
change materials (PCM) with forced air. The results showed that in high
discharge rate conditions and higher operating temperatures
(40–45 °C), air cooling was less effective than PCM-based BTMS. Air
cooling cannot keep the battery temperature at the desired range
without consuming additional fan power, while PCM cooling can be
performed under the same pressure conditions without consuming ad-
ditional fan power to meet operating requirements. Kizilel [179] eval-
uated the PCM-based BTMS and the air-cooling BTMS. He found that
during high-pulse power discharge, the PCM-based BTMS can dissipate
heat more soon, making the battery temperature more uniform and
ensuring cycle life of the battery pack. The new BTMS has better cooling
performance, lower power consumption and better overall system
performance. The new BTMS is the inheritance and development of the
traditional BTMS, which is more flexible to use and more suitable for
the electric vehicle development.
In traditional BTMS, liquid cooling system is still a popular cooling
method because of its high thermal conductivity and high specific heat
capacity, and the liquid cooling system is compact and small enough to
fit in tight spaces. Tesla and General Motors have applied this system to
electric vehicle field, with good results. Therefore, the liquid cooling
system still has a very good application prospect.
In fact, traditional BTMS and new BTMS have their own char-
acteristics. With the goal of optimizing the overall performance of
BTMS, comprehensively consider the advantages and disadvantages,
adopt the advantages of different system designs, optimize the in-
adequacies. Combine the electric vehicles development trend, and de-
velop the best battery thermal management system.

Table 3
summary for the new battery thermal management cooling system.
Cooling method Advantages Disadvantages Solution and development direction

PCM-based cooling 1.PCM has high energy storage
density, low price, easy availability,
and energy saving.
2.System accessories are few,
structure is compact, reduces
complexity and save costs.
Thermoelectric element- Good thermal conductivity, flexible
based cooling shape and wide application range
Thermoelectric element- Low energy consumption, no noise,
based cooling long operating life, no harmful gases
emission
1.When PCM phase changes, volume changes
greatly and is easy to leak.
2.Most PCM thermal conductivity is
relatively low.
3.Increasing PCM quality improves efficiency
while increasing energy consumption and
reducing vehicle performance.
Small capacity, small contact area, complex
system structure, risk of leakage, high cost,
complex technology
Low efficiency, requires external power
support
1. Improve packaging standards and prevent leakage.
2. Reasonably improve thermal conductivity of PCM. (Insert
metal fin, metal foam or graphite foam into PCM sleeve; Add
metal powder, expanded graphite powder, nanoparticles or
nanotubes to PCM)
3. Determine appropriate PCM quality.
4. PCM cooling mode coupled to other cooling systems (such
as PCM coupled traditional liquid cooling system, PCM
coupled active air cooling system) Improving system
reliability and thermal conductivity, reducing system energy
consumption are the mainstream trend in the future
development for PCM-based BTMS.
1.Optimize heat pipe structure. (Such as runner size, liquid
filling capacity, internal working medium)
2.Optimize heat pipe layout.
1.Improve TEC cooling performance, improve thermal
management system.
2.Insert high conductivity material between TEC.
3. Develop a variety of inputable electrical energy.

12
M. Lu, et al.
5. Conclusion
In recent years, the research on the field of BTMS at home and
abroad has been discussed in detail. The research progress of traditional
BTMS and new BTMS in recent years is reviewed, as well as the research
emphasis of different BTMS. Objectively evaluate the advantages and
disadvantages of different BTMS performance, propose a reasonable
solution, and make a reasonable prediction of future development
trends. It provides a reference idea for improving the BTMS cooling
performance, and combines the actual problems that BTMS will face in
application, as well as the opportunities and challenges in the future
development. Finally, the new BTMS is compared with the traditional
BTMS to make a reasonable outlook for the BTMS future development.
The following conclusions are drawn:
(1) The miniaturization of electric vehicles batteries has become a
trend. Accordingly, the BTMS should be miniaturized in the future
development to save the internal space of electric vehicles.
(2) The air cooling system is simple in design, safe and reliable in use,
and suitable for a variety of battery forms. However, the air has a
low heat capacity, a small thermal conductivity, and limited
thermal management capabilities. Active thermal management
systems also have problems such as high power consumption, high
cost, and affecting car comfort. Therefore, the vehicles with small
battery capacity and short operation time is suitable for using air
cooling BTMS without other power. Selecting the right refrigerant,
improving the refrigerant performance, solving the overheating,
and improving the fire protection function become very urgent for
the refrigerant direct BTMS. Applying the temperature control
system and the flow control system is the key of refrigerant direct
BTMS to adapting future development.
(3) Liquid cooling system is a very effective cooling method, which is
widely used in the field of electric vehicles. When designing, the
sealing layer should be set to prevent liquid leakage. Setting up the
microchannels can improve cooling performance while avoiding
complex structures and overpacking. At present, the research em-
phasis more on how to reduce the peak temperature of the battery
pack, while on the battery cells temperature difference is in-
sufficient. Future research should focus on how to reduce the bat-
tery cells temperature difference. Moreover nanofluids, liquid me-
tals, and boiling liquids have gradually shown their advantages in
liquid cooling systems due to their high thermal conductivity.
(4) The combination of PCM BTMS and other active BTMS can not only
improve thermal conductivity, but also reduce power consumption,
which is the main future development trend of PCM-based BTMS. In
the future development and design of PCM-HP hybrid BTMS, we
should pay attention to the rational allocation of active manage-
ment and passive management, save the energy consumption of
active thermal management, and improve the utilization rate of the
hybrid BTMS.
(5) The contact area of the cylindrical battery outer surface is small.
Providing a cooling system on the outer surface will result in a large
temperature gradient and a higher hot spot temperature inside the
battery. Accelerating the battery aging, and reduce the perfor-
mance. The solution is to insert heat pipes into the cylindrical
battery, which can effectively reduce the temperature gradient and
hot spot size, making the battery structure complicated. In contrast,
prismatic lithium-ion batteries have a larger contact area and more
advantageous in terms of thermal performance. Most PCM-based
BTMS are studied with cylindrical batteries. In the future, PCM-
based prismatic battery thermal management systems can be used
as the research emphasis on surface cooling technology.
(6) Comparing the new BTMS with the traditional BTMS, it is found
that the new BTMS is optimized on the basis of the traditional
BTMS. The new BTMS has a more compact structure, improved
cooling performance, more flexible use and improved practicability.
13
Journal of Energy Storage 27 (2020) 101155
As the requirements for electric vehicle batteries are getting higher
and higher, the energy density of batteries is gradually increasing,
and the requirements for BTMS are becoming more and more ur-
gent. The emergence of new BTMS has created more opportunities
for the development of BTMS.
Declaration of Competing Interest
None.
Supplementary materials
Supplementary material associated with this article can be found, in
the online version, at doi:10.1016/j.est.2019.101155.
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