Maximum Temperature Difference Research Articles

Analysis and design of module-level liquid cooling system for rectangular Li-ion batteries

To promote energy conservation and emission reduction, the electric vehicles (EVs) are developing rapidly. An effective battery thermal management system (BTMS) can extend the service life of batteries and avoid thermal runaway. In this study, a liquid-cooling management system of a Li-ion battery (LIB) pack (Ni-Co-Mn, NCM) is established by CFD simulation. The effects of liquid-cooling plate connections, coolant inlet temperature, and ambient temperature on thermal performance of battery pack are studied under different layouts of the liquid-cooling plate. Then, A new heat dissipation scheme, variable temperature cooling of the inlet coolant, is proposed. Results indicate that connecting two sets of liquid coolant plates in a 3-series, 1-parallel configuration can effectively reduce the maximum temperature of the battery pack from 48.73 ℃ to 30.75 ℃, while controlling the maximum temperature difference to 3.98 ℃ at the end of discharge. Simultaneously, the proposed cooling scheme reduces the maximum temperature difference within the battery pack by 36.09 % at the beginning of the discharge period. This study provides a valuable reference into advancing BTMSs of battery pack-level for EVs.

Enhancing heat transfer performance of aluminum-based vapor chamber with a novel bionic wick structure fabricated using additive manufacturing

Given the lightweight nature and excellent thermal conductivity of aluminum, it offers significant potential for light-weighting of phase-change cooling components. To further enhance the thermal performance of aluminum-based vapor chambers, this study utilized selective laser melting (SLM) to design and integrally manufacture the slightly oleophilic wick for the condenser of the aluminum-based vapor chamber, along with three different superoleophilic wick structures for the evaporator: the gyroid bionic composite porous wick vapor chamber (GBCPVC), the groove composite porous wick vapor chamber (GCPVC), and the uniform porous wick vapor chamber (UPVC). A water-cooling experimental setup was established, and the effects of wick structure, cooling water flow rate, and cooling water temperature on the maximum heat load, temperature uniformity, and thermal resistance of vapor chambers were systematically investigated. The results indicated that the gyroid bionic porous wick structure significantly enhanced the thermal performance of the vapor chamber. Under the same conditions, GBCPVC exhibited lower thermal resistance and superior temperature uniformity, achieving a higher heat load than GCPVC and UPVC. When the cooling water temperature was decreased, its maximum heat load significantly increased. Specifically, at 15 °C, the maximum heat load for GBCPVC reached 300 W, an increase of 33.33 % and 53.33 % compared to 25 °C and 35 °C, respectively. Conversely, a rise in cooling water temperature enhanced the temperature uniformity and reduced thermal resistance of CBCPVC. At 35 °C and a heat load of 120 W, GBCPVC achieved a minimum thermal resistance of 0.034 K/W and a maximum temperature difference of 1.46 °C. Additionally, an increased flow rate enhanced the maximum heat load of GBCPVC, and under high heat loads, it could also reduce the thermal resistance and improve temperature uniformity. This study provides new insights and solutions for the thermal management of phase-change cooling components in aerospace electronic devices.

Target Tracking Two Degrees of Freedom State Feedback Control for Continuous Flow Microfluidic Chips Temperature Controller

Microfluidic chips represent a cutting-edge technology for manipulating fluids within micrometer-scale spaces and are gradually becoming a new favorite platform in life science research. Precise and fast zonal temperature control is essential for accelerating biological experiments. However, current multi-channel temperature controllers typically rely on multiple channel sets to achieve single set-point control, which results in discrepancies between the fluid temperature distribution and sensor temperature due to the distributed temperature field in the fluid channel. To estimate the actual temperature and implement gradient temperature control, this paper introduces an extension of the target tracking (TT) two degrees of freedom (2DOF) state feedback control (SFC) method, followed by a presentation of simulation and experimental results. Through comparisons with an enhanced PID system in both simulation and experimentation, the paper demonstrates an 8.96% reduction in the maximum temperature difference across different regions and a 27.89% decrease in the time taken to reach various temperatures. This solution effectively addresses the existing challenges in temperature control for microfluidic chips, offering a more precise and stable control within the desired temperature range.

Experimental exploration of nano-phase change material composites for thermal management in Lithium-ion batteries

The present study reports an experimental investigation carried out for the thermal management of cylindrical lithium-ion battery simulator using aluminium oxide (nano particle)-eicosane (phase change material) composites. The experiment involves varying the power input from 4 to 10 W in 2 W increments and adjusting the weight percentage of nanoparticles (wt %) from 0.5 to 0.9 in 0.2 wt % intervals. The examination of battery temperature evolutions in response to heating power, a comprehensive heat transfer analysis incorporating Nusselt number, determination of maximum temperature difference, thermal resistance analysis, and exploration of temperature variations in the absence of Phase Change Material (PCM) are considered. The results show that increase in weight percentage of alumina nanoparticles in phase change material cannot always improve the thermal performance. The results of the present study give a guideline for designing battery thermal management system. The power levels used in the experiment vary from 4 W to 10 W in steps of 2 W. For a power level of 4 W, the heat flux is 1.088 kW/m2, and for a power level of 10 W, the heat flux is 2.72 kW/m2.

Temperature field characteristics of railway steel-concrete composite girger with different pavement layers

The temperature distribution in steel-concrete composite girders is complex, existing specifications and studies for temperature gradients in such girders are inadequate as they fail to fully account for the influence of track slabs and ballast. Therefore, this study takes into consideration the effects of laying track slabs and ballast and conducts temperature field experiments on steel-concrete composite girders. A finite element thermal analysis model was established and validated by the experimental data, and the effects of track slabs, ballast thickness, and wind velocities on the temperature field is analyzed. Results show that ballast and track slabs with a thickness of 40 mm exert similar effects on temperature field of girder. Compared to an uncovered composite girder, they change the temperature distribution of the concrete slab from a reverse "C" curve to a top-to-bottom decreasing trend under cooling and from a top-to-bottom decreasing trend to uniform distribution during heating, increasing vertical temperature difference in concrete slab by 4 °C when cooling 15 °C. Interestingly, the steel-concrete interface exhibits temperature differences during all test conditions. The temperature gradient curve observed in the steel-concrete composite girders with railway pavement layers in this study reveals substantial deviations from the temperature gradient curve stipulated by existing bridge design codes. Parameter analysis reveals that, as wind velocities increase, the maximum vertical temperature difference decreases, and the thickness variation of the railway pavement layer within the range of 30–50 mm was found to have no discernible effect on the temperature gradient of composite girder. This study provides reference for research on temperature gradients in railway steel-concrete composite girders.

Experimental thermal performance investigation of air-type solar collector with PCM-rod embedded in vacuum tube

Based on an evacuated tube collector, this study designs a direct flow channel, a spiral tube structure, and a PCM-rod, which are combined to form an air-type direct flow evacuated tube collector integrated with a phase change material. In this study, the thermal performance of the proposed collector is tested and a new method of calculating the instantaneous thermal efficiency (η) by the equivalent thermal efficiency of the PCM (ηpcm) was proposed. Meanwhile, the heat storage effect of the PCM-rod and the influence of series or parallel connections and air supply mode on the thermal efficiency are analysed. The results demonstrate that the PCM-rod causes a more gradual temperature change in the collector, and the maximum temperature difference between the inlet and outlet of the collector reached 129.1 °C. When the radiation intensity is weak at 18:00, the outlet temperature of the collector can still reach 70.2 °C, which is 21.8 °C higher than that of the collector without a PCM-rod. At the same time, the use of PCM-rods can effectively improve the η of the collector and exhibit more gradual changes in η, and the maximum η is 285 %. In addition, the ηpcm can reach 225 %, which transfers heat efficiently and plays the role of peak cutting and valley filling. The η of the series-connected collector is lower than that of the parallel-connected collector during the day, but the opposite is true when the radiation intensity is weak. On the other hand, we should choose the upper air supply for the collectors connected in series, and then the lower air supply is more suitable when connected in parallel.

A thermal management design using phase change material in embedded finned shells for lithium-ion batteries

Phase change material (PCM) has recently been regarded as a promising thermal management means for lithium-ion (Li-ion) batteries. However, solid-liquid phase change of many current PCMs occurs in a narrow temperature range, and the cooling performance of their liquid phase is rather poor. To tackle these issues, this article presents a battery thermal management (BTM) design which injects PCM into an aluminum shell around each cell, and machines the shell inner surfaces into a row of straight rectangular fins immersed into the PCM and its outer surfaces into a plain-fin shape exposed in the air. In the mild thermal conditions, the finned shells of two adjacent cells can be embedded and passive PCM cooling is employed. Once the PCM completely melts, the shells will move apart and an airflow will be driven through the gap between them. The BTM design can also protect Li-ion batteries in a freezing environment, by taking advantage of PCM solidification when the finned shells return to their embedded configuration. A series of experiments were conducted to examine its effectiveness on two 50Ah lithium nickel cobalt manganese oxide (NCM) prismatic batteries, which were discharged at a capacity-rate of 2C and at room temperatures of T0=25∘C, 40∘C and −10∘C. It is shown that in the battery discharge at T0=25∘C, PCM in the embedded finned shells effectively reduced the average battery-surface temperature (T¯) and the maximum temperature difference (ΔTmax) by 21% and 36.7%, respectively, compared to bare batteries. At T0=40∘C, this BTM design successfully limited the growth of T¯ to 9.0∘C and led to ΔTmax no more than 1.5∘C. As to the low-temperature scenario, it maintained the batteries at temperatures above T0 for 55.2% longer than those without any BTM protections. Its cooling performance was also compared with that of the conventional liquid-cooling scheme using a bottom serpentine-channel cooling plate. All these results clearly demonstrate that the BTM design in this article can compensate for the deficiencies of conventional PCM-based BTM schemes. Regardless of whether the PCM phase change is available, it has well coped with different thermal management demands of Li-ion batteries.

Improving heat transfer in indirect liquid-based battery thermal management systems through turbulator-equipped conical flow paths

To guarantee the safe operation of Li-Ion Cells (LICs) in various applications, such as electric vehicles, an efficient Battery Thermal Management System (BTMS) is necessary. The design of BTMSs, as documented in the literature, typically involves the use of cooling channels with uniform and smooth configurations. However, these configurations encounter the challenge of temperature non-uniformity in the battery module, which stems from elevated coolant temperatures along the flow direction. In this study, a 3D numerical analysis is conducted to develop a novel indirect liquid-based cooling system for the BTMS of a module with cylindrical LICs. The study explores the effects of conical cooling channels, both with and without twisted turbulators, across various coolant mass flows during a 2C discharge process of LICs. Within the studied ranges, diverging cooling channels improve the overall thermal and hydraulic performance of the BTMS by an average of 40%, increasing the heat transfer coefficient by a maximum of 32.6%, and decreasing pressure drop by up to 35.1%. The application of turbulators proves effective in reducing the maximum temperature difference within the LICs, demonstrating a decrease of approximately 34.2% at the minimum mass flow rate and 74.4% at the maximum mass flow rate. This emphasizes the more substantial impact of turbulator utilization at higher coolant mass flow rates. An increased coolant flow rate leads to a significant enhancement of the heat transfer coefficient, ranging from 70.5% to 79.0% for the BTMS incorporating turbulators. Moreover, the study highlights a more pronounced impact of increasing mass flow rates in the BTMS designed with converging cooling channels compared to those designed with diverging channels. Finally, the results of this analysis demonstrate that the proposed system is capable of efficiently regulating the temperature of the entire battery module, ensuring that it consistently maintains a normal and safe operational range suitable for vehicular applications (below 40 °C).

Temperature distribution analysis and mechanical property prediction of wire loops in the Stelmor air-cooling system

During the Stelmor air-cooling process, the temperature distribution has a significant impact on the wire loops' final mechanical properties. The temperature distribution during air-cooling process is accurately solved by establishing three-dimensional model and Computational Fluid Dynamics (CFD) simulation. It is also found that the heat transfer coefficient on the cross section of the wire loop is very different, with a difference of 70–100 Wm−2K−1. The average value of the surface heat transfer coefficient of the wire loops section is used to replace the surface heat transfer coefficient of the wire loops, which improves the temperature distribution calculation accuracy, which is not considered by previous scholars. The finite difference method is used to calculate the mathematical model of the temperature distribution during the Stelmor air-cooling process. It is found that the maximum temperature difference of the wire during the cooling process is 90–110 K. The prediction model of mechanical property of wire after air-cooling was established, and distribution of mechanical property of the wire loops was obtained, and the reason for the uneven distribution of mechanical property of the wire loops was found.

Constructal design of comb-shaped high thermal conductivity channel in a stacked chip

A model of stacked chip with comb-shaped high thermal conductivity channel (HTCC) is established. With fixed number of through‑silicon vias (TSVs), constructal designs of comb-shaped HTCC are performed with single-degree-of-freedom (DOF), two-DOF and three-DOF optimizations, and effects of heat generation rate per volume (HGRPV) of device layer, HGRPV of TSV and filling materials of HTCC on its optimal construct and maximum temperature difference (MTD) in stacked chip are analyzed. Furtherly, constructal design of two-stage branched comb-shaped HTCC is studied. The optimal constructs of comb-shaped HTCC are obtained under single-DOF, two-DOF and three-DOF optimizations, which make the MTD of stacked chip reach the minimum. The minimum MTD obtained by three-DOF optimization is 43.74 K, which is 1.21 K and 0.45 K lower than that obtained by single-DOF and two-DOF optimizations, respectively. Compared with the initial design, the MTD under optimizations of single-, two- and three-DOFs decreased by 2.8%, 4.5% and 5.5%, respectively. Filling materials of HTCC have effect on optimal constructs of comb-shaped HTCC, however, the HGRPVs of device layer and TSV have not. The first-stage branches of two-stage branch comb-shaped HTCC are close together by constructal design, so embedding single-stage branch comb-shaped HTCC is more beneficial to heat dissipation of stacked chip.

La Nia and climate degree of contact

Studies have shown that the 2022 anomalous climate change is different from previous La Nia phenomena. Using the data of the maximum temperature, minimum temperature and temperature difference from 2020 to March 2021 in Hong Kong, the grey model was used to compare the maximum and minimum temperature values in 2022 with the actual values and found that the values were close. The La Nia phenomenon occurred in March 2022, concluding that La Nia is not a major contributor to climate change in Hong Kong. Climate change in Hong Kong is also linked to typhoons, increased carbon dioxide levels in the air, ocean temperatures and other factors. The study concluded that the main cause of the extreme weather in Hong Kong in 2022 was not the occurrence of La Nia, but a combination of factors such as cumulative carbon dioxide emissions, human activities, the altitude of the Tibetan Plateau, and typhoons.

Improving thermal conductivity of styrene ethylene butylene styrene/paraffin/boron nitride phase change composite via the sacrificial template method for battery thermal management

To address the bottleneck of easy leakage and low thermal conductivity of phase change materials (PCMs) for battery thermal management. Phase change composite (PCCs) with paraffin (PA) as the PCM, styrene ethylene butylene styrene (SEBS) as the supporting skeleton, and boron nitride (BN) as the thermally conductive filler were fabricated by the sacrificial template method. Compared with the composite prepared by melt-blending method, the thermal conductivity of PCC was improved by 27.6 % and the leakage rate was reduced by 82.4 % because the BN was rubbed with Na2SO4 under the shear provided by internal mixer. As a result, the maximum temperature and maximum temperature difference of the battery pack with PCC cooling were 35.8 % and 62.5 % lower than those without PCC cooling at 2C discharge rate. In total, this work offers a strategy for improving the thermal conductivity and the leakage-proof ability of PCCs as well as for large-scale fabrication.

What Rayleigh numbers are achievable under Oberbeck–Boussinesq conditions?

The validity of the Oberbeck–Boussinesq (OB) approximation in Rayleigh–Bénard (RB) convection is studied using the Gray & Giorgini (Intl J. Heat Mass Transfer, vol. 19, 1976, pp. 545–551) criterion that requires that the residuals, i.e. the terms that distinguish the full governing equations from their OB approximations, are kept below a certain small threshold $\hat {\sigma }$ . This gives constraints on the temperature and pressure variations of the fluid properties (density, absolute viscosity, specific heat at constant pressure $c_p$ , thermal expansion coefficient and thermal conductivity) and on the magnitudes of the pressure work and viscous dissipation terms in the heat equation, which all can be formulated as bounds regarding the maximum temperature difference in the system, $\varDelta$ , and the container height, $L$ . Thus for any given fluid and $\hat {\sigma }$ , one can calculate the OB-validity region (in terms of $\varDelta$ and $L$ ) and also the maximum achievable Rayleigh number ${{Ra}}_{max,\hat {\sigma }}$ , and we did so for fluids water, air, helium and pressurized SF $_6$ at room temperature, and cryogenic helium, for $\hat {\sigma }=5\,\%$ , $10\,\%$ and $20\,\%$ . For the most popular fluids in high- ${{Ra}}$ RB measurements, which are cryogenic helium and pressurized SF $_6$ , we have identified the most critical residual, which is associated with the temperature dependence of $c_p$ . Our direct numerical simulations (DNS) showed, however, that even when the values of $c_p$ can differ almost twice within the convection cell, this feature alone cannot explain a sudden and strong enhancement in the heat transport in the system, compared with its OB analogue.

Thermal performance enhancement with snowflake fins and liquid cooling in PCM-based battery thermal management system at high ambient temperature and high discharge rate

The application of phase change materials (PCMs) in battery thermal management system (BTMS) is restricted by their low thermal conductivity and the challenge of heat-storage saturation after latent heat depletion, particularly in conditions with high ambient temperature and discharge rate. To enhance the performance of thermal management, this study firstly evaluates the thermal behaviors of two designs, Batteries-PCM and Batteries-PCM-Fins, under discharge rates of 3C and 5C, in conjunction with ambient temperatures of 25 °C and 40 °C. Building on this foundation, a hybrid thermal management system that incorporates snowflake fins and liquid cooling is proposed. The cooling efficiency of five different liquid cooling plate configurations (Design I-V) is compared, and the impact of coolant flow rate is explored. The results indicate that the snowflake fins in the Batteries-PCM-Fins design effectively reduce battery temperatures at a 3C discharge rate, maintaining a max temperature difference below 3 °C. However, at a 5C discharge rate and 40 °C ambient temperature, there is a noticeable increase in the peak temperature of the battery module across numerous cycles. Among the tested designs, Design IV shows the best performance. Specifically, when the coolant flow rate is 0.1 m/s, the discharge rate is 5C, and the ambient temperatures are 25 °C and 40 °C, compared to the design lacking a liquid cooling plate, the maximum temperature of the battery module decreases by 17.40 % and 21.36 % respectively, with respective decreases of 42.53 % and 55.77 % in the maximum temperature difference.

Micro and macro urban heat islands in an industrial city: Bradford, UK

The urban heat island (UHI) phenomenon refers to the temperature difference(s) between urban/built environments and suburban/natural areas. It affects energy use, health, water quality, and in brief, the quality of life in cities. Understanding the magnitude of this issue could help urban planners and decision makers to better implement green interventions into their cities. This paper shows the results of field measurements carried out to study the UHIs in Bradford, as one of the most deprived cities in the UK with minimum green infrastructure. In the first phase of the study, air temperatures were measured in twenty locations (four areas) with different land covers in Bradford. These measurements were called micro UHI study, as the air temperatures were measured in areas within the boundaries of the city. Data were collected in late summer and early winter. The results showed that the UHI is more sensible in the colder day (with average 0.6 °C cooler air temperature in a green area compared to the city centre). Greener areas experienced higher wind and lower air temperatures compared to dense urban settings in December. In the second phase of the study (macro scale), diurnal air temperatures from a residential (urban) versus a rural site were compared during a heat wave episode (seven days). It was observed that the rural site was 0.8 °C cooler than the residential/urban site. The maximum temperature differences occurred during the nights/early mornings between the two sites (3.2 °C at 5:00am).

Development of a cooling system for marine power batteries

For green shipping, lithium-ion battery-powered ships are rapidly developing. Compared with power batteries for electric vehicles, the large volume and capacity of cells in electric ships make it difficult to dissipate heat, thus requiring efficient cooling. Herein, a novel shape-stabilized phase change material (SSPCM) channel/thermoelectric cooler (TEC) cooling system for marine power batteries was proposed and experimentally studied. It uses TEC for localized cooling and seawater flowing inside the SSPCM as coolant. First, the arrangement of the TECs was experimentally determined. Then, the cooling performance of the system was verified by comparative experiments. The results show that, compared to the cooling system without TECs, the maximum temperature difference was reduced by 28.8 %, with the maximum temperature and temperature difference of 49.8 °C and 3.7 °C, respectively. Compared with the single cooling method, the maximum temperature and temperature difference were reduced by 15.5 % and 53.3 %, respectively. Finally, the experiments were conducted to explore the impact of various parameters on the cooling performance of the system. The unique combination of SSPCM channel, seawater, and TEC provides a new strategy for efficiently cooling marine power batteries at high charge/discharge rates.

Experimental investigation on the impact of High-Pressure PCM-Based thermal management on lithium-ion battery module performance

This study examines the impact of applying pressure on phase change material (PCM) cooling performance on the maximum temperature (MT) and maximum temperature difference (MTD) between lithium-ion battery module (BM) cells during discharge. Its significance lies in enhancing BTMS for specific applications, such as in unmanned electric underwater vehicles, to boost speed or range. Investigated factors include initial battery module temperature (Ti) between 22 and 30 °C, discharge rate (DR) between 3 and 7C, and PCM pressure between 100 and 500 kPa. Response surface methodology (RSM) was employed to analyze the results. The novelty of this research is considering MTD between cells, unexplored in previous studies. Results revealed a 500 kPa pressure had the greatest effect on MT and MTD at a 7C DR, with MT decreasing from 64.8 °C to 54.6 °C, and MTD reducing by 1 °C. For a 30 °C Ti, 7C DR, and 100 kPa pressure, the PCM-cooled BM’s MT is projected to exceed 70 °C. However, with a 500 kPa pressure, the MT can be maintained below the safe limit under the same Ti and DR.

Research on thermal stratification of surge line in the marine reactor based on fluid-solid thermal coupling model

Due to the requirements of ship movement, the power of the marine reactor is constantly changing, and the expansion and contraction of the primary coolant make the fluid flow in and out through the surge line. This paper establishes a fluid-solid thermal coupling model for the thermal stratification of a Marine reactor surge line. The low Reynolds number eddy viscosity model and the curvature modification of the bending pipe are used in this model. Qiao experiment is provided to verify the model's applicability to the thermal stratification analysis. The typical working conditions of the Marine reactor are analyzed, and the results show that: the temperature difference between the top and bottom of the pipe changes constantly with the fluctuation of the fluid, the maximum temperature difference in the horizontal section is 59.6K, and the maximum temperature difference in the vertical area is 23.9K. The maximum stress fluctuation of the horizontal section is 36MPa, while that of the vertical section is 5MPa. In the non-destructive testing, many small pits were found in the horizontal section of the pipeline, while no obvious damage was found on the surface of the vertical section, which is consistent with the results of our numerical analysis.

Heat transfer characteristics of non-uniform channels flat heat pipe with micro pillar arrays and its application in power battery cooling

Heat pipe is a promising technology that can be applied to power batteries. However, it is associated with the challenge of countercurrent flow in gas–liquid two-phase working fluid. For this, this work proposes a non-uniform channels flat heat pipe with micro pillar arrays to form the internal “unidirectional flow”. The feasibility of such a strategy in alleviating the heat pipe burning dry is experimentally analyzed, along with the synergistic strengthening mechanism. Effects of heat pipe internal structures and micro pillar arrays area on thermal resistance and thermal conductivity are discussed. It is found that the maximum thermal conductivity of the optimized heat pipe could reach 3749.53 W·m−1·℃-1. On this basis, a battery cooling system coupled with the new heat pipe and localized serpentine passage cooling plate is then developed. The performance of the module is numerically evaluated by optimizing the key parameters including the passage height and operating conditions. It is shown that the system can control the average temperature of the battery pack within 27℃ at the end of 3C discharge with a coolant flow rate of 2 L/min and a channel structure of 7 mm × 7 layers. The maximum temperature difference between cells during the whole process is only 3.8℃.

Characterization and experimental investigation of silicon nitride-based composite phase change materials for battery thermal management

In this study, different mass fractions of silicon nitride (Si3N4) were added to paraffin (PA)/expanded graphite (EG) to prepare a novel composite phase change material(CPCM). Thermal and chemical characterization of the CPCMs were conducted to assess their properties. The results indicated that adding 1 wt% Si3N4 was an optimal strategy, whose leakage rate at 40 °C and phase change starting temperature was lower and higher than that of PA/EG, respectively. Then, the cooling performance of the Si3N4/PA/EG CPCM with 1 wt% Si3N4 (denoted as CPCM1) was compared to PA/EG CPCM (denoted as CPCM0) and air cooling with a acrylic box. CPCM1 had heat dissipation and temperature uniformity property very close to CPCM0, but could obtain lower maximum temperature (Tmax) and better temperature uniformity than the air cooling with a acrylic box. For air cooling with a acrylic box, the Tmax and the maximum temperature difference (ΔTmax) inside the battery at a discharge rate of 2C under 35 °C was 49 °C and 3.78 °C, respectively. However, the Tmax and ΔTmax for CPCM1 cooling was only 40.7 °C and 1.37 °C, respectively, which was reduced by 16.9 % and 63.7 %, respectively. Thus, we could draw a conclusion that the Si3N4/PA/EG CPCM exhibited excellent ability to control maximum temperature and maximum temperature difference for the battery.