Category Archives: Analysis

Technical Discussion of ATS Telecom PCB solution

Last year, Advanced Thermal Solutions, Inc. (ATS) was brought in to assist a customer with finding a thermal solution for a PCB that was included in a data center rack being used in the telecommunications industry. The engineers needed to keep in consideration that the board’s two power-dissipating components were on opposite ends and the airflow across the board could be from either side.

Telecom PCB

The PCB layout that ATS engineer Vineet Barot was asked to design a thermal solution for included two components on opposite ends and airflow that could be coming from either direction. (Advanced Thermal Solutions, Inc.)

The original solution had been to use heat sinks embedded with heat pipes, but the client was looking for a more cost-effective and a more reliable solution. The client approached ATS and Field Application Engineer Vineet Barot examined the problem to find the best answer. Using analytical and CFD modeling, he was able to determine that ATS’ patented maxiFLOW™ heat sinks would provide the solution.

Vineet sat down with Marketing Director John O’Day and Marketing Communications Specialist Josh Perry to discuss the challenges that he faced in this project and the importance of using analytical modeling to back up the results of the CFD (computational fluid dynamics).

JP: Thanks for sitting down with us Vineet. How was the project presented to you by the client?
VB: They had a board that was unique – where it would be inserted into a rack, but it could be inserted in either direction. So, we faced a unique challenge because airflow could be from either side of the board. There were two components on either side of the board, so if airflow was coming from one side then component ‘A’ would get hot and from the other side then component ‘B’ would get hot. The other thing was that the customer, who is a very smart thermal engineer, had already set up everything and he was planning on using these heat sinks that had heat pipes embedded in them. The goal was to try and come up with a heat sink that would do the same thing, hopefully without requiring the heat pipes.

JO: Can we talk for a second about the application? You mentioned that airflow was from either side, the board was going to be used in a data center or a telecom node?
VB: It was for a telecom company.

JP: Was there a reason he didn’t want to use a heat pipe?
VB: I think probably cost and reliability. We use heat pipes embedded in the heat sinks too, so it’s not a something we never want to use, but the client wanted to throw that at us and see if we had alternatives.

JP: Can you take us through the board and the challenges that you saw?
VB: As you can see from this slide, there are four main components and two of the hottest ones are on the edge. Airflow can be from right to left or left to right, so which one would be the worst-case scenario?

Telecom PCB

JO: From right to left, I think?
VB: Correct. This one is a straightforward one to figure out because not only is the component smaller but the power is also higher. Even though [air] can go both ways, there’s a worst-case scenario.

This was the customer’s idea – a straight-fin heat sink with a heat pipe and he put one block of heat pipe in there instead of two or three heat pipes that would normally be embedded in there. You can clearly see what the goal was. You have a small component in here, you want to put a large heat sink over the top and you want to spread the heat throughout the base of the heat sink. All the other components are also occupied by straight-fin heat sinks.

JO: Okay, at this point in the analysis, this is the rough estimate of the problem that you face?
VB: This is a straightforward project in terms of problem definition, which can be a big issue sometimes. This time problem definition was clear because the customer had defined the exact heat sink that they wanted to use. It’s not a bad heat sink they just wanted an improvement, cost-wise, reliability-wise.

This is the G600, which is the air going from left to right. The two main components are represented here and we want to make sure that the junction temperatures that the CFD calculated is lower than the maximum junction temperatures allowed, which they were. These heat sinks work. As we always like to do at ATS, we like to have two, independent solutions to verify any problem. That was the CFD result but we also did the analytical modeling to see what these heat sinks are capable of and the percent difference from CFD was less than 10 percent. Twenty percent is the goal typically. If it’s less than 20 percent then you know you’re in the ballpark.

(Advanced Thermal Solutions, Inc.)

(Advanced Thermal Solutions, Inc.)

JO: Do you use a spreadsheet to do these analytical modeling?
VB: HSM, which is our heat sink modeling tool, and then for determining what velocity you have through the fins, the correct way of doing this is to come up with the flow pattern on your own. You go through all the formulas in the book and determine what the flow will be everywhere or figure out what CFD is giving you for the fan curve and check it with analytical modeling. You can look at pressure drop in there, look at the fan curve and see if you’re in the ballpark. You can also check other things in CFD, for example flow balance. Input the flow data into HSM and it will spit out what the thermal performance is for any given heat sink. HSM calculations are based on its internal formulas.

JO: We effectively have a proprietary internal tool. We’ve made a conscious decision to use it.
VB: To actually use it is unique. Not everybody would use it. A lot of people would skip this step and go straight to CFD. We use CFD too but we want to make sure that it’s on the right path.

JP: What do you see as the benefit of doing both analytical and CFD modeling?
VB: CFD, because it’s so easy to use, can be a tool that will lead you astray if you don’t check it because it’s very easy to use and the software can’t tell you if your results are accurate. If you do any calculation, you use a calculator. The calculator is never going to give you a wrong answer but just because you’re using a calculator doesn’t mean that you’re doing the math right. You want to have a secondary answer to verify that what you did is correct.

JP: What was the solution that you came up with for this particular challenge?
VB: We replaced these heat sinks with the heat pipe with maxiFLOW™, no heat pipe needed. One of the little tricks that I used was to off-set the heat sinks a little bit so that these fins are out here and so the airflow here would be kind of unobstructed. And I set this one a little lower so it would have some fins over here, not much, that would be unobstructed. The G600 configurations worked out with the junction temperatures being below what the maximum requirement was without having to use any heat pipes for the main components. There is also a note showing that one of the ancillary components was also below the max. Analytical modeling of that was within 10-11 percent.

The final PCB layout with maxiFLOW heat sinks covering the hottest components on both ends of the board. (Advanced Thermal Solutions, Inc.)

The final PCB layout with maxiFLOW heat sinks covering the hottest components on both ends of the board. (Advanced Thermal Solutions, Inc.)

As you noted, this was the worst-case scenario, going from right to left and you can see because it’s the worst-case scenario this tiny little component here that’s 14 watts that’s having all this pre-heated air going into it, it’s junction temperature was exactly at the maximum allowed. That’s not entirely great. We want to build in a little bit of margin but it was below what was needed.

The conclusion here was that maxiFLOW™ was able to provide enough cooling without needing to use the heat pipes and analytical calculation agreed to less than 20 percent. We would need to explore some alternate designs and strategies if we want to reduce the junction temperature even further because that close to the maximum temperature is uncomfortable. The other idea that we had was to switch the remaining heat sinks, the ones in the middle, which are straight fin, also to maxiFLOW™ to reduce pressure drop and to get more flow through this final component.

(Advanced Thermal Solutions, Inc.)

(Advanced Thermal Solutions, Inc.)

JP: If you have an idea like that, is it something that you broach with the customer?
VB: They really liked the result. If this was a project where the customer said, ‘Yep, we need this,’ then we would have said here’s the initial result and we have an additional strategy. At that point the customer would have said, ‘Yeah this is making us uncomfortable and we need to explore further’ or they would have said, ‘You know what? Fourteen watts is a max and I don’t know if we’ll ever go to 14 watts or the ambient we’re saying is 50°C but we don’t know that it will ever get to 50°C so the fact that you’re at max junction temperature at the worst-case scenario is okay by us.’

JP: Do you always test for the worst-case scenario?
VB: It’s always at the worst-case scenario. It’s always at the max power and maximum ambient temperature.

JP: Was this the first option that we came up with, using maxiFLOW™? Were there other options that we explored?
VB: Pretty much. The way that I approached it was doing the analytical first. You can generate 50 results from analytical modeling in an hour whereas it takes a day and a half for every CFD model – or longer. These numbers here were arrived at with analytical modeling; the height, the width, the top width, were all from analytical modeling, base thickness to measure spreading resistance, all of that was done on HSM and spreadsheets to say this will work.

JP: Do you find that people outside ATS aren’t doing analytical?
VB: No one is doing it, which is really bad because it’s very useful. It gives you a quick idea if it’s acceptable, if this solution is feasible.

To learn more about Advanced Thermal Solutions, Inc. (ATS) consulting services, visit https://www.qats.com/consulting or contact ATS at 781.769.2800 or [email protected].

Electric Car Batteries Are Topic of Presentation by ATS CEO Dr. Kaveh Azar

Electric Car Batteries

ATS CEO Dr. Kaveh Azar will deliver a presentation on the thermal management of electric vehicle batteries on Thursday, Sept. 22. (Photo courtesy of Wikimedia Commons)

On Thursday, Sept. 22, Advanced Thermal Solutions, Inc. (ATS), a leading-edge engineering and manufacturing company focused on the thermal management of electronics, will host the New England Section of Society of Automotive Engineers International (SAE NE) for a tour of its Norwood campus and a presentation by ATS founder, President, and CEO Dr. Kaveh Azar.

Dr. Azar’s discussion is entitled, “Battery Thermal Management – The Gateway to the Successful Operation of Electric Vehicles.” He will review the role of temperature in the longevity and performance of nickel metal hydride (NiMH) and lithium-ion electric vehicle batteries; drawing analogies between battery temperature and the junction temperature of modern electronics. As Dr. Azar notes, “Both play an identical role in successful operation of their respective systems.”

There will be a discussion of the analytical methods and design criterion for predicting battery temperature and establishing safe temperature limits. Dr. Azar will present high-level possibilities for thermal management in the electric vehicle sphere as well as cooling options that are deployed for battery thermal management. Current cooling designs can be active or passive. There are forced air, liquid cooling, natural convection and conduction systems used by manufacturers.

Several thermal solutions that engineers have incorporated include increasing the thermal density of the battery, using phase-change material to store transient heat loads and graphite-impregnated paraffin waxes as gap fillers. It is also important for the designs to control temperature distribution across the battery to avoid degradation of cells.

Thermal management is crucial in the design of electric vehicle batteries because temperature has a direct correlation on battery life and performance. It will affect the battery’s ability to store and deliver a charge, weaken polymer- or fiber-based cell dividers, and could potentially lead to thermal runaway.

“The engineers who will design the next hybrid vehicle battery packs will need to be cognizant of the growing need for thermal management,” read a recent article on coolingZONE. “The increased need for thermal protection, due to safety considerations; the reduced thermal capacity, due to lesser mass; and the reduced workable volume are among the challenges to be faced. The hybrid vehicle we may soon drive must have reliable and intelligent cooling systems to cool down their high-density battery packs.”

Why is this topic of particular relevance now?

Electric vehicle sales worldwide have jumped 57 percent from 2015 to 2016, according to data reported by Bloomberg New Energy Finance. The article referenced a Bloomberg report stating that electric vehicle sales could be as much as 47 percent of the automotive market by 2040 (dependent on factors such as oil prices). In the U.S., manufacturers have been urged by President Barack Obama’s EV Everywhere challenge to make electric cars as affordable and convenient as gas-powered vehicles by 2022.

Like cell phone technology in the past two decades, electric vehicles have the potential for widespread usage and to wide-ranging effects inside and outside of the automotive industry. The “digitization of the transport system” will effect, among others, oil companies, car dealerships, maintenance services, and utility suppliers.

“If it is hard to predict when phase change in complex systems begins, it is even harder to predict where it ends,” said Michael Leibreich and Angus McCrone, the authors of the Bloomberg article. “No list of potential impacts of the ‘Transformation of Transportation’ can be complete. However, one thing is for sure: if our predictions for the uptake of electric vehicles are anything like correct, there is no part of the global economy which will not, in some way, be affected.”

Currently, electric vehicles cost an average of $30,000 and travel 100 miles or less on a single charge. Tesla (Model 3) and Chevrolet (Bolt EV) have both promised electric vehicles that will travel 200 miles on a charge within the year. Other car makers, such as Volkswagen and BMW, have announced plans to turn a large portion of their production to electric vehicles in the next few years as well.

While the changes in infrastructure and the length of time that most car owners keep a vehicle (11 years on average) have limited electric vehicle sales to this point, according to Christopher Mims of the Wall Street Journal, the next vehicle that most consumers purchase is likely to be electric.

Mims explained, “It is the nature of disruptive technological shifts that it seems like nothing is changing—until it seems as if everything is changing at once. Electric vehicles have been a long time coming, but they now represent such a clear and present threat to the gasoline engine that Mr. Fox, of the service-station association, now recommends that members signing long-term contracts for fuel include an option to renegotiate if more than 10 percent of a state’s fleet goes electric.”

Electric vehicles offer a smooth drive with better acceleration, less moving parts requiring less maintenance, better air quality, and a better platform for autonomous driving, said Bloomberg. Electric vehicles are the future and that means designing better, longer-lasting, higher-performing batteries will be the future as well.

Cooling those batteries will be critical. As Dr. Azar will explain, without proper thermal management the electric vehicle battery will be inefficient and unable to provide the performance that consumers demand.

The Sept. 22 event is free for SAE NE members and $5 for non-members. It runs from 6-9:15 p.m. with tours of the ATS campus from 7-8:00 p.m. and Dr. Azar’s presentation at 8:00. Register online at http://www.sae.org/servlets/sectionEvent?PAGE=getSectionEvents&OBJECT_TYPE=SectionEventAdmin&HEIR_CODE=MS045#249128&saetkn=w1aFMMls8Y or contact SAE member Jeff Mobed at [email protected] or 508-367-6565.

Integral Modeling Is First Step for ATS Engineers

Integral Modeling

ATS engineers utilize integral or analytical modeling as a first step to solving thermal management issues in a design. [Advanced Thermal Solutions, Inc.]

In July, Future Facilities, a CAD software company, released the results of a survey it conducted of more than 350 electrical engineers (the link to the story is below) on how thermal management relates to reliability in electronics design. The survey coincided with the release of the company’s newest version of its thermal simulation software 6SigmaET.

Forty percent of the surveyed engineers believed thermal simulations for their projects to be too time-consuming or complex. Sixty-two percent of the engineers said that they would rather over-design a project than optimize thermal performance in the design process. In fact, 33 percent of the engineers called thermal issues an “irritation” and would prefer to not deal with them.

Tom Gregory, Product Manager at 6SigmaET, concluded, “It’s clear that a lot of engineers still don’t feel comfortable creating thermal simulations of their designs, a fact which is not being helped by the complex nature of most thermal simulation tools currently on the market.”

The engineers at Advanced Thermal Solutions, Inc. (ATS), a leading-edge engineering and manufacturing company focused on the thermal management of electronics, have long demonstrated that thermal solutions are a critical component to electronics design and that incorporating thermal management early in the design process will lead to a more cost-effective and reliable product.

By incorporating thermal management into the design process engineers optimize time between failure for individual components as well as the overall system. They actually reduce the cost of the system by limiting the need to overdesign it. Well thought out thermal solutions increase the likelihood that the final design will succeed and meet the specifications that were set out at the beginning of the project.

The survey results pointed to CFD analysis as the jumping off point for thermal solutions. But an easier and more efficient way to start the process is with an integral or analytical model, using pencil and paper or a spreadsheet.  In its 3-Core Design Process, ATS has utilized integral modeling as its first step to quickly and easily provide first order solutions and determine whether a design will succeed in meeting its thermal requirements.

Integral modeling, as Dr. Kaveh Azar, founder, President, and CEO of ATS, explained in a webinar (the link is below), utilizes standard equations based on the basic laws that govern thermal engineering: Conservation of Mass, Conservation of Momentum, Conservation of Energy, and Equation of State (i.e. the Ideal Gas Law).

Determining pressure, temperature, and air velocity differentials throughout a system and plugging those numbers into equations that most engineers will remember from undergraduate and graduate training will define the problem that will be faced in designing the system.

Dr. Azar said, “When I focus on integral modeling as I go through the process, you’ll see how easy it is and how broad-spectrumed the applications of these are and this is going to form the first foundation for any kind of analysis that we do in electronics cooling.”

Integral modeling is applicable to any domain and will give a substantiated, independent model to ensure the system is built within the proper parameters. Taking this early step saves time and money that may have been wasted on designing a system that ultimately would not work. Integral modeling also establishes parameters under which the system can be built to save costs after deployment.

Dr. Azar explained, “If we design it for the worst case scenario, we always have the adequate margins and as a result have lesser cost of deployment.”

It is a competitive market. Integral modeling is a quick first step to ensure thermal solutions are part of a design to save on component and system costs. A few quick calculations will have a major impact on the project’s bottom line.

The survey results from Future Facilities can be found at http://www.thermalnews.com/main/news/40-percent-of-electronics-engineers-find-thermal-simulation-too-complex-and-time-consuming.

For more information about the importance of integral modeling and practical applications, watch the webinar with Dr. Kaveh Azar of Advanced Thermal Solutions, Inc. below:

Does the process of thermal design for your next project seem daunting?  Contact us.  ATS offers a  free four-hour consultation in its lab.  Email ATS at [email protected].

ATS maxiGRIP and superGRIP Heat Sink Attachments

Advanced Thermal Solutions John O’Day and Len Alter showcase the patented heat sink attachments maxiGRIP and superGRIP. With its patented and discrete design, these heat sink attachments are well worth it for being your only choice for a cost-effective, high performing thermal solution.

Thermal Resistance and Component Temperature

To maintain operation, the heat must flow out of a semiconductor as such a rate as to ensure acceptable junction temperatures. This heat flow encounters resistance as it moves from the junction throughout the device package, much like electrons face resistance when flowing through a wire. In thermodynamic terms, this resistance is known as conduction resistance and consists of several parts. From the junction, heat can flow toward the case of the component, where a heat sink may be located. This is referred to as ÎJC, or junction to case thermal resistance. Heat can also flow away from the top surface of the component and into the board. This is known as junction to board resistance, or ΘJB.

Source: JESD51-2, Integrated Circuits Thermal Test Method – Natural Convection, JEDEC, March 1999.

ΘJB is defined as the temperature difference between the junction and the board divided by the power when the heat path is from junction to board only. To measure ΘJB, the top of the device is insulated and a cold plate is attached to the board edge (Figure 1). This is the true thermal resistance, which is the characteristic of the device. The only problem is that, in a real application one does not know how much power is being transmitted from different paths.

Due to the multiple heat transfer paths within a component, a single resistance cannot be used to accurately calculate the junction temperature. The thermal resistance from junction to ambient must be broken down further into a network of resistances to improve the accuracy of junction temperature prediction. A simplified resistor network is shown in Figure 2.

As board layouts become denser, there is a need to design optimized thermal solutions that use the least amount of space possible. Simply put, there is no margin to allow for over-designed heat sinks with tight component spacing. Accounting for the effect of board coupling is an important part of this optimization. The possibility for using an oversized heat sink exists only if the junction to case heat transfer path is considered.

To ensure a 105°C junction temperature at 55°C ambient a typical component (see Table 1) needs a heat sink resistance of 2.05°C/W (if we ignore board conduction). When board conduction is taken into account, the actual junction temperature could be as low as 74°C, assuming the board temperature is the same as the air temperature. This indicates a heat sink that is larger than necessary.

From this example, it is clear that all heat transfer paths from the component junction must be considered. Using just the ΘJC and ΘCA values can lead to a larger than optimal heat sink and may not accurately predict operating junction temperatures. Using the proposed correlation can also predict junction temperature when the board temperature is known from experimentation, as shown in Figure 3.