The effect of flow direction on heat transfer in water cooling channel of lithium-ion battery is numerically investigated. Battery Design StudioⓇ software is used for modeling electro-chemical heat generation in the battery and the conjugated heat transfer is analyzed with the commercial package STAR-CCM+. The result shows that the maximum temperature and temperature difference of battery with Type 1 are the lowest because the heat transfer in the entrance region near the electrode is enhanced. As the inlet velocity is increased, the maximum temperature and temperature difference of battery decreases but the pressure loss increases. The pressure loss in Type 2 channel is the lowest due to the shortest channel length, while the pressure loss with Type 3 or 4 channel is the highest because of the longest channel length. Considering heat transfer performance and pressure loss, Type 1 is the best cooling channel.

Experiments were conducted to evaluate the performance factors such as type of working fluid, flow direction, arrangement and stage of loop thermosyphon heat exchanger for ESS battery container cooling. Pentane showed slightly better performance of the heat exchanger than R-134a as a working fluid. Driving the fan in the suction direction showed improved performance compared to the blowing direction. The two-stage heat exchanger increased the heat transfer rate by more than 30% at the same temperature difference compared to the single-stage heat exchanger. Also, the counterflow flow showed better performance than the parallel flow in the two-stage heat exchanger.

The carbon anode material for lithium-ion battery was prepared by pyrolysis fuel oil and waste polyethylene terephthalate (PET) additive. The pitch was synthesized as a medium material for carbon anode by heat treatment. The waste PET additive improved the softening point and thermal stability of the pitch. La and Lc of the anode material (heat-treated pitch) increased at higher treatment temperature but decreased by waste PET additive. The electric capacity was evaluated based on effects of defective cavity and developed graphite interlayer, respectively. When the La and Lc of the anode material decreased, the electric capacity by cavity increased based on defective graphite structure. Therefore, the addition of waste PET causes the improved capacity by the cavity. The anode material which has a high efficiency (over 95%) and C-rate (95%, 2 C/0.1 C) was obtained by controlling the process of heat treatment and PET addition. The mechanism of lithium-ion insertion was discussed based on effects of defective cavity and developed graphite interlayer.

We reported the synthesis of dendrite-like carbon nanotube-confined polymeric sulfur composite by modifying the surface of carbon nanotubes (CNTs) with trithiocyanuric acid (TTCA) and then copolymerizing with sulfur. DSC results show the successfully formation of robust chemical bonds between sulfur and TTCA modified CNTs, which effectively avoid the dissolution of polysulfide when used as cathodes for lithium–sulfur batteries. The composite with a high sulfur content of 78 wt% exhibits an initial charge capacity of 698 mAh g− 1 and the residual capacity of 553 mAh g− 1 after 1000 cycles at a rate of 1 C.

The performance characteristics of a lead acid battery are investigated with the content of Sodium Perborate Tetrahydrate (SPT, NaBO3·4H2O) in a positive plate active material. SPT, which reacts with water to form hydrogen peroxide, is applied as an additive in the positive plate active material to increase adhesion between the substrate (positive plate) and the active material; this phenomenon is caused by a chemical reaction on the surface of substrate. A positive plate with the increasing content of SPT is prepared to compare its properties. It is confirmed that the oxide layer increases at the interface between the substrate and the active material with increasing content of SPT; this is proven to be an oxide layer through EDS analysis. Battery performance is confirmed: when SPT content is 2.0 wt%, the charging acceptance and high rate discharge properties are improved. In addition, the lifetime performance according to the Standard of Battery Association of Japan (SBA) S0101 test is improved with increasing content of SPT.

리튬 이온 전지의 양극과 음극 사이에 물리적인 층을 만들어주는 분리막은 분리막의 품질에 따라 리튬 이온 전지의 성능을 결정함에 따라 많은 관심을 받고 있다. 일반적으로 전기화학적 안정성과 적절한 역학적 강도를 갖고 있는 폴리에 틸렌과 폴리프로필렌으로 구성된 다공성 막이 리튬 이온 전지의 분리막으로 사용된다. 하지만 폴리에틸렌과 폴리프로필렌의 낮은 열 저항성과 젖음성으로 인해 리튬 이온 전지의 잠재력을 충분히 끌어내지 못한다. 녹는점 이상의 온도에 도달하게 되면 분리막의 구조가 변형되고 리튬 이온 전지는 단락된다. 분리막의 낮은 젖음성은 낮은 이온전도도와 부합하고, 이는 전지의 저항을 상승시킨다. 이러한 폴리에틸렌과 폴리프로필렌 분리막의 단점을 극복하고자 이중 전기방사방법, 코팅 층 도포 방법, 코어 셸 구조 형성 방법, 제지법 등 여러 가지 방법들이 연구되었다. 언급된 방법들로 합성된 분리막들은 열 저항성과 젖음성이 크게 향상되었고 유연성과 인장 강도 같은 역학적 특성도 향상되었다. 본 리뷰 논문에는 각기 다른 방법으로 형성된 리튬 이온 전지의 분리막에 대해서 다루고 있다.

The improvement of heat transfer in water cooling passage of lithium-ion battery is numerically studied by employing trapezoidal vortex generators. Battery Design StudioⓇ software is used for modeling electro-chemical heat generation in the battery. The conjugated heat transfer is analyzed with the commercial package STAR-CCM+ in terms of inlet flow velocities. The result shows that vortex generator enhances the convective heat transfer by developing thermal boundary layers and secondary flows in downstream, which results in reducing the average temperature of the battery by about 1℃. The heat transfer is enhanced for the whole inlet velocity, while the pressure loss sharply increases at more than inlet velocity of 0.1m/s. The optimum inlet velocity is around 0.1m/s for in terms of the heat transfer and pressure loss.

This study analyzed ignition probability about Lithium-polymer batteries of what variously were being produced wearable devices recently. The study analyzed ignition probability by PCM(Protection Circuit Module) operating state and overcharged, over-discharged, exposed to high temperatures of Lithium polymer batteries, analyzing wearable devices on the market. Then it classified experimental results to implement analysis comparison about weight, X-ray imaging, battery decomposition. With these experiments, the study analyzed combustion-possibility and fire patterns. These statistics will be used to measure and verify the cause of a fire when identify wearable devices using Lithium-polymer batteries.

Salacca peel-based porous carbon (SPPC) with high surface area (1945 m2 g−1) and large specific pore volume (1.68 cm3 g−1) was prepared by pre-carbonization and K2CO3 activation method. Based on the TGA results, it can be estimated that up to 70 wt% of sulfur-active materials could be infiltrated into the pores of SPPC to form SPPC/S composite cathode for LiS battery. The porous structure of SPPC could act as a buffer layer against volume expansion and minimize the shuttle effect due to the penetration of intermediate polysulfides during cycle tests. Optimization on sulfur loading (50, 60 and 70 wt%) in SPPCC/S composite was also investigated. It was found that the SPPC/S composites with 60 wt% of sulfur loading had the best electrochemical performances. With 60 wt% of sulfur loading, SPPC/S composite electrodes showed excellent electrochemical performances in terms of high initial specific discharge capacity of 1006 mAh g− 1 at 0.5 C and capacity retention of 71% until the 100th cycle. For both cases of low and high sulfur loading, they caused much worse electrochemical performances. Based on the experimental results, it can be concluded that porous carbons derived from the salacca peel were promising materials for sulfur loading in LiS battery.

이 연구의 목적은 파워 저항운동이 여성노인의 체력, 근육량 및 단기운동수행력에 미치는 영향을 보고자 하였다. 이 연구에 참여한 피검자는 70세 이상의 천안시 거주 여성노인 30명을 파워 저항운동군 15명과 일반 저항운동군 15명으로 분류하였다. 파워 저항운동군은 속도를 빠르게 하는 저항운 동을 일반 저항운동군은 평소속도의 운동을 주 3회 60분간 실시하였다. 연구결과 근력은 두 저항운동군에서 유의한 개선을 보였고, 전신지구력에서는 파워 저항운동군에서 유의한 개선을 보였다. 단기운동수 행력 중 2.44m왕복걷기는 파워 저항운동군에서, 400m걷기에서는 두 저항운동군에서 유의한 개선을 보이는 것으로 나타났다. 결론적으로 체력과 근량 및 단기운동수행력에서 두 운동방법의 효과는 충분하나 파워저항운동이 다소 우세한 것으로 나타났다.

리튬금속전지(LMB)는 매우 큰 이론 용량을 갖지만 단락(short circuit), 수명 감소 등을 야기하는 덴드라이트(dendrite) 가 형성되는 큰 문제점을 갖고 있다. 본 연구에서는 poly(dimethylsiloxane) (PDMS)에 graphene oxide (GO) nanosheet를 고르게 분산시킨 PDMS/GO 복합체를 합성하였고 이를 박막 형태로 코팅하여 덴드라이트의 형성을 물리적으로 억제할 수 있는 막의 효과를 이끌어내었다. PDMS의 경우, 그 자체로는 이온 전도체가 아니기 때문에 리튬 이온의 통로를 형성시켜 리튬 이온의 이동을 원활하게 하기 위하여 5wt% 불산(HF)으로 에칭하여 PDMS/GO 박막이 이온전도성을 가질 수 있도록 하였다. 주사전자현미경(scanning electron microscopy, SEM)을 통해 전면 및 단면을 관찰하여 PDMS/GO 박막의 형상을 확인하였다. 그리고 PDMS/GO 박막을 리튬금속전지에 적용하여 실시한 배터리 테스트 결과, 100번째 사이클까지 쿨롱 효율(columbic efficiency) 이 평균 87.4%로 유지되었고, 박막이 코팅되지 않은 구리 전극보다 과전압이 감소되었음을 전압 구배(voltage profile) 를 통해 확인하였다.

지구온난화 및 대기오염 등 환경문제에 대한 관심이 대두되면서 국제해사기구의 선박 대기오염물질 배출 규제 및 협약이 채택 되었으며, 최근 국내에서는 항만지역 등 대기질의 개선에 관한 특별법안이 제정되어 미세먼지 발생량을 줄이고자 다방면으로 노력하고 있다. 이러한 미세먼지 저감대책의 일환으로 노후화된 연안선박의 디젤엔진을 미세먼지 및 배출가스가 없는 배터리 전기추진시스템으로 전환하는 것에 대한 타당성 조사가 활발히 진행되고 있다. 배터리 전기추진시스템은 연료의 연소로 인한 배기가스의 발생이 없으며, 신재 생에너지원의 적용이 용이하므로 유럽이나 미국과 같은 선진국에서는 수년전부터 신재생에너지를 적용한 배터리 전기추진시스템이 적용 된 소형연안여객선이 운항 중이나 국내에서는 전무하다. 따라서 본 연구에서는 국내 소형연안여객선을 대상선박으로 선정하여 태양광 발 전시스템이 연계된 배터리 전기추진선박의 적용 여부에 대해 시뮬레이션을 하였으며, 그에 따른 결과를 바탕으로 배터리 전기추진선박의 적용가능성을 확인하고자 한다.