Author Archives: Josh Perry

Effective cooling of high-powered CPUs on dense server boards

By Norman Quesnel
Senior Member of Marketing Staff
Advanced Thermal Solutions, Inc. (ATS)

The main goal of electronics thermal management is to efficiently remove enough heat from a device’s active region so that it stays within its rated temperature. Providing effective cooling presents different design challenges, not all of which involve the chip itself. Some thermal challenges are related to the system in which the chip resides. A common example is cooling a device positioned on a crowded printed circuit board (PCB). The congestion of components restricts airflow and space, which makes the use of many conventional cooling devices difficult.

Dense Server boards

Figure 1. A dense motherboard from Gigabyte Technologies featuring an Intel P55 chipset. [1]

Optimizing PCB for thermal management has been shown to ensure reliability, speed time to market and reduce overall costs. With proper design, all semiconductor devices on a PCB will be maintained at or below their maximum rated temperature. Applying thermal management can sometimes be problematic for dense boards employing fine pitch devices. (Pitch is the space between the center of one BGA ball to the center of the next one.)

But if certain layout guidelines are not followed and considerations are not given to a PCB’s thermal performance, the device and the overall system can suffer from sub-par performance and reliability in the field. [2]

Today’s circuit boards are often assembled with increasing density with the goal of making smaller, lighter systems, or to provide more processing power in demanding applications such as data centers and IoT (Internet of Things) applications. PCB designers must use proven layout techniques to ensure effective thermal performance for the board and its components.

Figure 2. Crowded boards have limited space from where chip cooling air can be drawn. (Wikimedia Commons)

Part of the trend toward higher density boards is related to the industry’s adoption of increased server density. This means increasing the power of the chips, putting more chips per rack unit, and filling up the racks as much as possible. Rack power has transitioned from a normal of about 4 kilowatts to 70 kilowatts per rack.

High current electronic components like microcontrollers can generate a significant amount of heat. To keep the board temperature lower, it is usually best to mount these components near the center of the board. Heat can diffuse throughout the board and the temperature of the board will be lower.

Many components in this situation, such as GPU, will require a dedicated cooling system, such as a fan sink. But simply installing a fan sink on top may not provide the needed level of cooling. It is good practice to quantify system flow bypass on the fan sink, and to also consider the proximity of components neighboring the fan sink. The mass airflow rate is the true measure of available coolant, along with the air velocity.

Obstructions in the intake or exhaust of the fan (e.g. neighboring components) must be carefully considered as their presence will impact the performance of the fan sink. The size and position of adjacent components can impact the fan’s performance. [3]

Figure 3. The QuadFlow CPU cooler draws air from four sides, passing it through cooling fins and expelling warm air. (Advanced Thermal Solutions, Inc.)

One new and effective solution for cooling hot components on congested PCBs is the QuadFlow CPU cooler from Advanced Thermal Solutions, Inc. (ATS). The liquid-free cooler features a high-power blower that draws in air from four different directions. So, while proximate components may block local air in a couple of directions, the QuadFlow fin fields will pull in air from the other directions to make sure that the component is being cooled.

QuadFlow coolers are just 29 mm tall, so they will fit into standard 1-U racks and there are several options for base material (aluminum, copper, or vapor chamber) depending on performance, weight, or cost requirements. [4]

Before applying any thermal management hardware, the smartest engineering activity may be investing is various PCB design services. These include CFD studies on boards at the CAD stage to wind-tunnel testing of actual or dummy boards in conditions that simulate air distribution in real-world applications. Services are available for characterizing boards using research-quality instruments, heat and air velocity sensors, and PCs.

Figure 4. FloTHERM image reveals hotter and cooler regions on a PCB. (Advanced Thermal Solutions, Inc.)

Dummy or working PCBs can be tested in isolation or installed in their own packaging domain. Computational simulations can be made of engineered designs using computational fluid design packages such as 6SigmaET, FloTHERM and CFDesign.

These services are available from ATS, whose engineers can design board layouts to improve cooling airflow in dense systems. Natural airflow can be enhanced to individual hot components and to active cooling systems that rely on airflow for effective performance. Often, these studies head off more expensive cooling solutions by showing that minor changes to component layouts or to the volume of airflow will resolve thermal problems. [5]

References
1. https://www.techpowerup.com/103375/gigabyte-unwraps-latest-p55-series-motherboards
2. https://www.embedded.com/design/configurable-systems/4395845/Ultra-fine-pitch-devices-pose-new-PCB-design-issues
3. https://www.hpe.com/us/en/insights/articles/why-youll-be-using-liquid-cooling-in-five-years-1710.html
4. https://www.qats.com/cms/2013/06/21/how-system-flow-affects-fan-sink-performance/
5. https://www.qats.com/Consulting/PCB-Board-Layout

Advanced Thermal Solutions, Inc. (ATS) is hosting a series of monthly, online webinars covering different aspects of the thermal management of electronics. On Thursday, Jan. 29 from 2-3 p.m. ET the webinar will cover “Methodologies for Fan Characterization and Deployment within a System.” Learn more and register at https://qats.com/Training/Webinars.

For more information about Advanced Thermal Solutions, Inc. (ATS) thermal management consulting and design services, visit https://www.qats.com/Consulting/Custom-Cooling-Solutions or contact ATS at 781.769.2800 or ats-hq@qats.com.

Are More Efficient Heat Sinks Really Costlier?

The question arises, why pay more for a higher-efficient heat sink that is also smaller and lighter in weight, especially in cases whereby a simple, larger but heavier cast or extruded heat sink can also do the job? In most cases, the single piece part price is the main driver as to why engineers and purchasers stay with lesser effective solutions. This is generally because they believe that they are saving money for the company in the long-run.

But, is this really true?

It is very easy to compare the price of two single heat sinks, a highly efficient one versus a standard extruded type with the same thermal performance. But such a simplistic comparison does not take into account the flow performance, effect on neighboring and downstream components, weight, volume usage, etc.

More Efficient Heat Sinks

(Advanced Thermal Solutions, Inc.)

What makes a heat sink an efficient heat sink you may wonder? Such a heat sink is optimized for both flow and heat transfer and, hence, makes much better use of the volume available for cooling and the existing cooling air. The geometry of the heat sink is optimized by using thin fins and a special design to lower the air resistance, resulting in the highest possible velocity in the fin field, while minimizing the effect of bypass flow. Because of this, it also has a lesser intrusive effect to the flow, which has a positive effect on the neighboring and downstream flows. This produces lower pressure drops over the board and through the system. The result of a comparison test, presented by Lasance C.J.M. and Eggink H.J., demonstrates this. [1]

The shape and the number of fins create the available surface area. The more surface area in contact with cooling air, the more energy can be dumped into the air and, therefore, the lower the heat sink temperature. Most important, the component temperature will also be lower. Of course, this is only valid if the temperature of cooling air going through the fin field is still lower than the fin temperature; otherwise, no net heat transfer from the heat sink to the air will occur. As has been shown in the literature, there exists an optimum correspondence between the number of fins and the overall cooling effect of these fins.

To arrive at a better comparison, let us look to other related effects which will result in a system price increase due to the chosen cooling solution:

  1. Effect on the flow
  2. Heat sink weight
  3. Heat sink attachment
  4. Mechanical adjustments required to handle the weight on both a board and system level, and to fulfill mechanical requirements for shock and vibration
  5. Raw material usage to manufacture the cooling solution
  6. Required fan performance
  7. Product reliability
  8. Transportation cost
  9. End of life cost

Figure 1 shows a picture of a flow visualization test through a pin fin and the DUT. Compare the amount of flow entering the pin fin and the DUT, which in this case is a maxiFLOW™ heat sink. Most of the water “hitting” the pin fin is bypassing it because of the high air resistance of the fin field. Look at the flow that is left over downstream of the pin fin, which is lower than the upstream flow. Imagine what will happen if we put multiple pin fins in a row downstream of each other because we have to cool multiple devices in a row.

Fig. 1- Flow Test on Both a Pin-Fin (Left) and DUT (Right) in a Water Tunnel. The flow is from top to bottom. (Advanced Thermal Solutions, Inc.)

The first pin fin will have sufficient cooling but, the further we go downstream, the less effective the heat sink becomes. Limited air will be available for cooling, because most of the air is bypassing the heat sinks. What is the first reaction without knowing anything about the flow structure? We need a larger heat sink downstream to get the same cooling effect; or maybe we need to consider a more powerful fan system to drive more air through the system. However, if we would have started from a system level point of view instead of concentrating on a single heat sink, we would have studied the flow field and the interaction between the heat sink and the flow more closely, and we could have arrived at a better solution.

For example, in many cases the total number of heat sinks can be reduced, because other components are better cooled and probably do not require additional cooling.

Standard extruded heat sink profiles and cast heat sinks normally have a thick base and thick fins and are made of lesser thermally conductive aluminum alloys. The lower conductivity is a result of the additives that are included, to make the manufacturing of the product easier. The base and the fins tend to be thicker, because it is more difficult to manufacture thin and tall fins. Especially for natural convection, the optimum heat sink from a thermal point of view can easily be a factor of ten thinner than what is offered. The main design driver for these types of heat sink is the ease of manufacturing and not the overall thermal performance. The end result is a more voluminous and heavier heat sink that makes bad use of the available volume and has a negative effect on the flow.

To have a stable mechanical design, a stronger mechanical attachment to the component/board is required to handle the weight of standard heat sinks, as compared to high performance ones. An efficient light weight heat sink can still be attached by taping, glue, and other attachment methods, which use the component itself as an anchor.

Counting the weight of a standard heat sink and its attachment mechanism together, the overall product weight will be quite higher than for a design based on more efficient cooling solutions.

The same is valid for those LED designs that use the housing as a heat sink. The housing often is made by extrusion or casting processes, which limit the freedom of design. They are generally made of zinc aluminum (Zamac) with a thermal conductivity around 115 W/mK; whereas aluminum used for molding is between 100-150 W/mK; brass annealed is around 60 W/mK; aluminum alloy AL 6063 has a thermal conductivity of 201 W/mK and aluminum alloy AL 1050A reaches 229 W/mK.

Heat spreading is an important factor in most LED applications, and drives the thermal design of LED cooling. If analysis shows heat spreading is important, the consequence is that for lower conductivity materials, the only option is to either increase the base thickness or embed heat pipes or vapor chambers, adding to cost and weight.

LED Thermal Solution

Ephesus LED lighting solutions, with ATS thermal management design, was used in the recent Super Bowl at U.S. Bank Field in Minneapolis.

Forged heat sinks are made of high conductivity aluminum, but the manufacturing method itself is very limited in design freedom. So, in general, to get a better performance, a larger heat sink is required. For natural convection, the use of thermally conductive plastic could be of interest because of its lower weight and greater design freedom. Plastics enhanced with carbon fibers could also be used but require special attention because of their non-orthogonal conduction behavior. Other options are designs that are a combination of highly efficient heat sinks and heat pipes, to either improve heat spreading when the heat sink is much larger than the source, or to transport the heat from the source to a remote heat sink.

Apart from the attachment of the heat sink to one or more component, the overall weight of the board, including the cooling solutions, affects the overall mechanical design. Additional mechanical features are needed to make the product mechanically stable and these features will add cost and weight and further limit the design freedom.

As discussed before, a more voluminous heat sink solution requires more raw material. The initial manufacturing process of aluminum, however, is energy intensive, something we would like to decrease in a world where reduction of energy consumption is key. Fortunately, it can be recycled without the loss of its properties and the recycling process uses only a fraction of the energy in the initial manufacturing process. Finally, there are manufacturing techniques such as bonding, folding and skiving, that do not suffer from these sustainability issues.

Furthermore, a lesser efficient heat sink such as a pin fin or standard extruded type of heat sink, will lead to higher air resistance and lesser optimized flow over the components/ board and through the system. To overcome the higher air resistance and allow for more flow to compensate for the reduced airflow, a more powerful fan or more fans are required. A more powerful fan can mean either a larger fan type or permitting the current fan to run at a higher rotational speed. However, doubling the fan speed means increasing the input power to the fan by a factor of 8. As a result, more heat is dissipated in the system, the power supply has a higher current usage and more power is dissipated in the fan itself. This will lead to a higher fan temperature, thus reducing its lifetime. On top of this, a higher fan speed and more flow will result in higher noise levels.

Optimizing your thermal design by optimizing around the heat sink could in some cases avoid the use of a fan at all, making up for the extra costs of a more sophisticated heat sink. The use of more efficient cooling solutions will lead to a more optimized overall thermal design of the system, influencing directly the thermally and thermo-mechanically related reliability issues of the overall system. The transportation cost of the cooling solution to the manufacturer of the system also has a price. This price is based on shipped volume and weight. Efficient cooling solutions are lower in volume and lower in weight, so will yield a reduction in transportation costs. The weight factor is also applicable for the final product, as a product equipped with lesser weight cooling solutions will be cheaper to transport.

Apart from transport issues, a human effect is applicable: take, for instance, an LED-based streetlamp. Lifting a 30 kg lamp and installing it on a pole, versus lifting a 20 kg lamp, speaks for itself. Additionally, the pole needs to be designed in such a way that it can handle the weight of the lamp, potentially reducing the costs of a lesser weight lamp. Every product has a certain economic and technical lifetime and will be recycled afterwards. The cooling solution need to be recycled too. The heat sink, lamp enclosure – in most cases made of aluminium – can be recycled in a cost and energy effective way; but the lesser mass we recycle, the better.

In summary, the conclusion must be that it pays off to focus on the costs of the total system, and not only on the costs of the individual parts. In times long gone by, it was standard practice that project leaders got bonuses for buying parts as cheap as possible. Needless to say, such an attitude cannot survive in a world where end-users buy total systems, not a collection of parts. However, in the case of heat sinks, we still notice a sub-optimal purchasing policy, often based on lack of knowledge and outdated protocols.

References
1- Lasance, C.J.M., Eggink, H.J., “A Method to Rank Heat Sinks in Practice: The Heat Sink Performance Tester,” Proc. 21st SEMITHERM, pp. 141-145, San Jose, CA.

Webinar on Heat Pipes and Vapor Chambers

Advanced Thermal Solutions, Inc. (ATS) is hosting a series of monthly, online webinars covering different aspects of the thermal management of electronics. This month’s webinar will be held on Thursday, Nov. 29 from 2-3 p.m. ET and will cover the role of heat pipes and vapor chambers in heat transfer. Learn more and register at https://qats.com/Training/Webinars.

Industry Developments in Thermal Management of Electric Vehicle Batteries

By Norman Quesnel
Senior Member of Marketing Staff
Advanced Thermal Solutions, Inc. (ATS)

Electric vehicles (EV) fall into two main categories: vehicles where an electric motor replaces a combustion engine and vehicles that feature a combustion engine assisted by an electric motor. All EV contain large, complex, rechargeable batteries, sometimes called traction batteries, to provide all or a portion of the vehicle’s propelling power.

Electric Vehicle Batteries

(Wikimedia Commons)

In EV batteries, current flow, both charge and discharge, generates heat inside the cells and in their interconnection systems. This heat is proportional to the square of the flowing current multiplied by the internal resistance of the cells and the interconnect systems. The higher the current flow the more the heating will be produced. [1]

Battery manufacturers and researchers routinely investigate how the rate of heat generation in cells varies over the course of charging and discharging. Heat can be generated from multiple sources including internal losses of joule heating and local electrode overpotentials, the entropy of the cell reaction, heat of mixing, and side reactions. [2]

Figure 1. Structure of a basic lithium-ion battery. [3]

Proper thermal management of EV batteries (lithium-ion is the most common) is essential to maintain adequate and consistent performance of the battery and the vehicle. Excessive temperature will negatively affect an EV’s battery and its performance. Features that can be impacted include its electrochemical system, charge acceptance, power output, safety and life cycle/replacement cost and the vehicle’s driving distance.

From a thermal point of view, there are three main aspects to consider when using lithium-ion batteries in an EV:

  1. At temperatures below 0°C (32°F), batteries lose charge due to slower chemical reactions taking place in the battery cells. The result is a significant loss in power, acceleration and driving range, and higher potential for battery damage during charging.
  2. At temperatures above 30°C (86°F) the battery performance degrades, posing a real issue if a vehicle’s air conditioner is needed for passengers. The result is an impact on power density and reduced acceleration response.
  3. Temperatures above 40°C (104°F) can lead to serious and irreversible damage in the battery. At even higher temperatures, e.g. 70-100°C, thermal runaway can occur. This is triggered when the runaway temperature is reached. The result is a self-heating chain reaction in a battery cell that causes its destruction while propagating to adjacent cells.

The ideal temperature range for an EV’s lithium-ion battery is akin to that preferred by human beings. To keep it in this range, the battery temperature must be monitored and adjusted. A battery thermal management system (BTMS) is necessary to prevent temperature extremes, ensure proper battery performance, and achieve the expected life cycle. An effective BTMS keeps cell temperatures within their allowed operating range. [1]

As defined by engineers at the U.S. Department of Energy’s NREL (National Renewable Energy Laboratory), EV battery pack thermal management is needed for three basic reasons: [5]

  1. To ensure the pack operates in the desired temperature range for optimum performance and working life. A typical temperature range is 15-35°C.
  2. To reduce uneven temperature distribution in the cells. Temperature differences should be less than 3-4C°.
  3. To eliminate potential hazards related to uncontrolled temperature, e.g. thermal runaway.

Figure 2. Chevy Bolt EV battery pack is liquid cooled via a base plate below the cells. [6,7]

Various cooling agents and methods are in use today as part of the thermal management of EV batteries. Among these are air cooling, the use of flowing liquid coolants, or direct immersion.

Air Cooling

The lowest cost method for EV battery cooling is with air. A passive air-cooling system uses outside air and the movement of the vehicle to cool the battery. Active air-cooling systems enhance this natural air with fans and blowers. Air cooling eliminates the need for cooling loops and any concerns about liquids leaking into the electronics. The added weight from using liquids, pumps and tubing is also avoided.

Figure 3. The Nissan Leaf’s battery pack is cooled by air. [8]

The trade-off is that air cooling, even with high-powered blowers, does not transport the same level of heat as a liquid system can. This has led to problems for EV in hot climates, including more temperature variation in battery pack cells. Blower noise can also be an issue.

Figure 4. Air cooler battery thermal management system used in Toyota’s Prius. [9]

Still, air-cooling solutions have their roles and value. An example is the custom-built Volkswagen EV race car that finished first in the Pikes Peak International Hill Climb in Colorado Springs, Colo. To optimize performance, the car was designed to combine minimum weight, as much downforce as possible, and maximum power. Volkswagen used air-cooling systems to reduce weight. It used thermal software in virtual driving tests along the entire race to ensure the air-cooling system would perform sufficiently. [10]

Figure 5. Volkswagen’s EV won a grueling race while powered by air-cooled batteries. [10]

Liquid Cooling

Piped liquid cooling systems provide better battery thermal management because they are better at conducting heat away from batteries than air-cooling systems. One downside is the limited supply of liquid in the system compared with the essentially limitless amount of air that can flow through a battery.

Tesla’s thermal management system (as well as GM’s) uses liquid glycol as a coolant. Both the GM and Tesla systems transfer heat via a refrigeration cycle. Glycol coolant is distributed throughout the battery pack to cool the cells. Considering that Tesla has 7,000 cells to cool, this is a challenge. [11]

Figure 6. Tesla uses a metallic cooling tube that snakes through the EV battery pack. [11]

The Tesla Model S battery cooling system consists of a patented serpentine cooling pipe that winds through the battery pack and carries a flow of water-glycol coolant; thermal contact with the cells is through their sides by thermal transfer material.

Figure 7. GM’s Chevrolet Volt uses cold plates interwoven with battery cells as liquid cooling system. [12]

General Motor’s Chevrolet Volt features a liquid cooling system to manage battery heat. Each rectangular battery cell is about the size of a children’s book. Sandwiched between the cells is an aluminum cooling plate. There are five individual coolant paths passing thru the plate in parallel, not in series as the Tesla system does. Each battery pouch (cell) is housed in a plastic frame. The frames with coolant plates are then stacked longitudinally to make the entire pack. [12]

Thermodynamic engineers at Porsche develop and optimize each vehicle’s entire cooling system. This includes the battery, of course, and one example is the liquid-filled cooling plate from the traction battery in the Boxster E. [13]

Figure 8. Thermal model of a battery cooling plate in the Porsche Boxster. [13]

Based on the results of the analysis in the thermal model described above, the cooling plate was designed geometrically and optimized using computational fluid dynamics (CFD). The result is a highly efficient and lightweight heat exchanger, optimally tailored and adapted to the battery pack, with low pressure losses, high cooling performance and a very even distribution of temperature.

Liquid Immersion

Instead of snaking coolant through lines and chambers within a battery pack’s case, XING Mobility takes a different approach by immersing its cells in a non-conductive fluid with a high boiling point. The coolant is 3M Novec 7200 Engineered Fluid, a non-conductive fluid designed for heat transfer applications, fire suppression and supercomputer cooling.

Figure 9. The XING Battery has 4,200 individual lithium-ion cells encased in liquid-cooled module packs. [14]

XING’s batteries take the form of 42 lithium-ion-cell modules that can be put together to build larger battery solutions. The complete XING battery houses 4,200 individual 18,650 lithium-ion cells encased in liquid-cooled module packs. [14]

Simulation Technologies

Design of thermal management solutions requires extensive knowledge of cooling systems and the amount of heat generated by cells throughout the battery pack. Engineers must also weigh various tradeoffs and factors such as cost, packaging, manufacturability, efficiency, reliability of heat dissipation components, and battery pack as an integrated, modular system.

Figure 10. Simulation tools speed the development of EV batteries and their thermal management systems. [2]

Batteries require a unique range of issues be taken into consideration. First, detailed models and sub-models are needed to simulate the chemical and physical phenomena inside battery cells. Then, these models need to be tied into a system-level model of a battery pack, which can comprise hundreds of cells and cooling circuits. Finally, the battery pack model needs to be integrated with the system model of the entire powertrain and vehicle.

Engineers must consider the physical placement of the battery pack within the EV, not only to minimize the effects of ambient temperatures and maximize heat dissipation but also to avoid excessive mechanical stresses, structural fatigue from road vibrations, and potential impact from road debris. The team also must consider crash scenarios in which passengers must be protected from toxic acids released from the battery pack.

References:
1. https://avidtp.com/what-is-the-best-cooling-system-for-electric-vehicle-battery-packs/
2. Hu, X., Battery Thermal Management in Electric Vehicles. Ansys, Inc., 2011.
3. https://www.mpoweruk.com/chemistries.htm
4. Wang, Q., Jiang, B., Xue, Q., Sun, H., Li, B., Zou, H. and Yan, Y., Experimental Investigation on EV Battery Cooling and Heating by Heat Pipes, Applied Thermal Engineering, 2015.
5. Rugh, J., Pesaran, A. and Smith, K., Electric Vehicle Battery Thermal Issues and Thermal Management Techniques, NREL, SAE Alternative Refrigerant and System Efficiency Symposium, 2011.
6. https://www.hybridcars.com/chevy-bolt-evs-battery-is-as-big-as-a-teslas/
7. https://cleantechnica.com/2018/07/08/tesla-model-3-chevy-bolt-battery-packs-examined/
8. https://www.greencarreports.com/news/1064332_nissan-leafs-battery-pack-should-last-as-long-as-the-car
9. http://synergyfiles.com/2016/07/battery-thermal-management-system-review/
10. https://www.theverge.com/2018/6/24/17078544/volkswagen-ev-race-car-pikes-peak-hill-climb-record https://media.vw.com/en-us/releases/1008
11. https://insideevs.com/tesla-or-gm-who-has-the-best-battery-thermal-management-bower/
12. https://www.youtube.com/watch?time_continue=113&v=h4nM7rXpsJg
13. Thermal Management in Vehicles with Electric Drive System, Porsche Engineering Magazine, January 2011.
14. https://www.greencarreports.com/news/1114188_new-approach-to-electric-car-battery-cooling-immerse-cells-in-coolant

Advanced Thermal Solutions, Inc. (ATS) is hosting a series of monthly, online webinars covering different aspects of the thermal management of electronics. This month’s webinar will be held on Thursday, Oct. 25 from 2-3 p.m. ET and will cover the cooling of automotive batteries. Learn more and register at https://qats.com/Training/Webinars.

For more information about Advanced Thermal Solutions, Inc. (ATS) thermal management consulting and design services, visit https://www.qats.com/Consulting/Custom-Cooling-Solutions or contact ATS at 781.769.2800 or ats-hq@qats.com.

Next Webinar on Automotive Battery Cooling

Advanced Thermal Solutions, Inc. (ATS) is hosting a series of monthly, online webinars covering different aspects of the thermal management of electronics. This month’s webinar will be held on Thursday, Oct. 25 from 2-3 p.m. ET and will cover the cooling of automotive batteries. Learn more and register at https://qats.com/Training/Webinars.