CFD-Based Thermal Analysis of 16S1P 48V 120AH LiFePO4 Battery Pack Under Various Cooling Method

Komara, Maulana Abshar (2026) CFD-Based Thermal Analysis of 16S1P 48V 120AH LiFePO4 Battery Pack Under Various Cooling Method. Other thesis, Institut Teknologi Sepuluh Nopember.

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Abstract

Penerapan yang pesat dari baterai Lithium Iron Phosphate (LiFePO₄) pada kendaraan listrikdan sistem penyimpanan energi maritim menuntut manajemen termal yang efektif gunamemastikan keselamatan operasional dan umur pakai yang panjang. Penelitian ini menyajikananalisis termal Computational Fluid Dynamics (CFD) transien terhadap paket baterai 48V(nominal 51.2V) yang terdiri dari 16 sel prismatik 120Ah yang dihubungkan secara seri (16S1P)dan terbungkus dalam cangkang aluminium. Selama operasi beban tinggi, impedansi internalsel (0.3 mΩ) menghasilkan panas yang signifikan melalui efek pemanasan Joule (I²R), yangdapat memicu penurunan kapasitas dan risiko termal yang serius jika tidak dikelola denganbaik. Dengan memanfaatkan ANSYS Fluent yang dipadukan dengan sub-model elektrokimiaMulti-Scale Multi-Dimensional (MSMD) NTGK, penelitian ini mengevaluasi danmembandingkan tiga strategi Sistem Manajemen Termal Baterai (BTMS) yang berbeda:Konveksi Udara Alami, Pendinginan Udara Paksa (menggunakan aliran silang simetris denganpengaturan pembuangan di bagian atas), dan Pendinginan Perendaman Cairan (menggunakancairan rekayasa TMC-7300E) pada laju pengosongan 0.5C, 1C, dan 2C. Hasil simulasi numerikmenunjukkan bahwa Pendinginan Udara Alami tidak memadai untuk operasi beban tinggi;akibat rendahnya kecepatan aliran udara (0.01 m/s hingga 0.334 m/s), panas dengan cepatmenumpuk di pusat geometris tumpukan, sehingga menyebabkan suhu puncak mencapai314.58 K (41.58°C) pada 0.5C, 331.91 K (58.9°C) pada 1C, dan suhu kritis 367.82 K (94.82°C)pada 2C. Sebaliknya, Mekanisme Pendinginan Udara Paksa aktif ini berhasil menekan suhumaksimum hingga batas aman 300.63 K (27.63°C) pada 0.5C, 302.51 K (29.51°C) pada 1C,dan 309.99 K (36.99 °C) pada 2C, sehingga memindahkan titik panas lokal ke arah hilir menujusisi pembuangan akibat kenaikan suhu udara secara keseluruhan. Sedangkan pendinginanimersi statis 90% dan 100% tercelup hanya bekerja optimal pada 0.5C dengan suhu berturut-turut 308.31K (35.308 °C) dan 307.12K (34.119 °C). Saat beroperasi di 1C imersi statis 90%dan 100% tercelup, secara berturut-turut mencapai suhu 317.44K (44.438 °C) dan 315.56K(42.565 °C), dan saat beroperasi di 2C secara beruturut-turut suhunya mencapai 345.03K(72.033 °C ) dan 340.83K (67.830 °C).
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The rapid adoption of lithium iron phosphate (LiFePO₄) batteries in electric vehicles andmaritime energy storage systems requires effective thermal management to ensure operationalsafety and a long service life. This study presents a transient Computational Fluid Dynamics(CFD) thermal analysis of a 48V (nominal 51.2V) battery pack consisting of 16 prismatic120Ah cells connected in series (16S1P) and enclosed in an aluminum shell. During high-loadoperation, the cells’ internal impedance (0.3 mΩ) generates significant heat through the Jouleheating effect (I²R), which can lead to capacity degradation and serious thermal risks if notproperly managed. Using ANSYS Fluent combined with the NTGK Multi-Scale Multi-Dimensional (MSMD) electrochemical submodel, this study evaluates and compares threedifferent Battery Thermal Management System (BTMS) strategies: Natural Air Convection,Forced Air Cooling (using a symmetric crossflow with an exhaust arrangement at the top), andLiquid Immersion Cooling (using the engineered fluid TMC-7300E) at discharge rates of 0.5C,1C, and 2C. The results of the numerical simulation show that natural air cooling is insufficientfor high-load operations; due to the low airflow velocity (0.01 m/s to 0.334 m/s), heat rapidlyaccumulates at the geometric center of the stack, causing the peak temperature to reach 314.58K (41.58°C) at 0.5C, 331.91 K (58.9°C) at 1C, and a critical temperature of 367.82 K (94.82°C)at 2C. In contrast, this active forced air cooling mechanism successfully suppressed themaximum temperature to a safe limit of 300.63 K (27.63°C) at 0.5C, 302.51 K (29.51°C) at 1C,and 309.99 K (36.99°C) at 2C, thereby shifting the local hot spot downstream toward theexhaust side due to the overall increase in air temperature. Meanwhile, 90% and 100% staticimmersion cooling only performed optimally at 0.5°C, with temperatures of 308.31 K (35.308°C) and 307.12 K (34.119 °C), respectively. When operating at 1°C, the 90% and 100% staticimmersion cooling systems reached temperatures of 317.44 K (44.438 °C) and 315.56 K(42.565 °C), and when operating at 2°C, the temperatures reached 345.03 K (72.033 °C) and340.83 K (67.830 °C), respectively.

Item Type:	Thesis (Other)
Uncontrolled Keywords:	LiFePO₄, Battery, Battery Thermal Management System (BTMS), Computational Fluid Dynamics (CFD), ANSYS Fluent, Forced AirC ooling, Immersion Cooling
Subjects:	Q Science > QD Chemistry > QD79.T38 Thermal analysis T Technology > TA Engineering (General). Civil engineering (General) > TA357 Computational fluid dynamics. Fluid Mechanics
Divisions:	Faculty of Marine Technology (MARTECH) > Marine Engineering > 36202-(S1) Undergraduate Thesis
Depositing User:	Maulana Abshar Komara
Date Deposited:	06 Aug 2026 08:40
Last Modified:	06 Aug 2026 09:22
URI:	http://repository.its.ac.id/id/eprint/143284

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