In order to reduce greenhouse gas (GHG) emissions, fleets of medium- and heavy-duty vehicles are transitioning from conventional fossil fuels to fully electric drivetrains. To utilize these medium- and heavy-duty electric vehicles (MHDEVs) without significantly disrupting their operations, Megawatt Charging Systems (MCS) are being developed, which enable charging rates up to 4.5 MW. However, these charging rates are associated with substantial heat generation in the vehicle’s battery pack. To regulate the battery temperature and maximize battery lifetime, performance, and safety, the development of a battery thermal management system (BTMS) for this application is crucial.

The study provides a methodology that adopted a system engineering approach for the design of a BTMS for the application of MHDEVs which utilize MCS. The study defined the requirements for the BTMS which include the optimal temperature range for battery cells and determined the battery heat generation rate when using MCS. Furthermore, the study investigated the magnitude of temperature gradients in battery cells as a result of MCS.
Subsequently, two assessment stages have been proposed to assess BTMS strategies, which include forced air BTMS, immersion cooling BTMS, cooling plates with coolant BTMS, and cooling plates with refrigerant BTMS. This assessment resulted in design requirements for heat transfer areas and mass flow rates to maintain the battery cells below 35 ℃. Moreover, the concepts of utilizing cooling plates with refrigerant in a vapor-compression refrigeration system and storing charging session heat by thermal energy storage (TES) have been developed. This included the dimensioning of a condenser and compressor for the vapor-compression refrigeration cycle and included the dimensioning of the required mass and volume of TES medium for the TES system. The study found that these two BTMS strategies are the most favorable. Thermal energy storage with hydrated salt as phase change material (PCM) appeared as the most effective and feasible option subsequent to conducting comparisons with immersion coolant and paraffin PCM. However, a BTMS with a vapor compression refrigeration system might be needed when the BTMS is used for both driving and charging. Analysis of refrigerants R717, R134a, and R1234yf, indicated that R717 is the most effective in this BTMS with a COP of 3.52 and a lower required mass flow rate and compressor power consumption, however, is associated with several safety considerations that must be addressed when selecting R717 over other refrigerants. Lastly, the study utilized a MATLAB Simulink model to identify the effects of dynamic phenomena that occur during operation of the BTMS and the study determined the impact of BTMS weight on MHDEV driving range.

Recommendations for future research are given related to the need for increased fidelity of heat generation prediction and BTMS models. Furthermore, future research should be conducted on combining the BTMS with other thermal management systems in the vehicle to maximize overall effectiveness.

A profound change is occurring in the Dutch energy system and significant growth in energy production from renewables can be observed. This requires flexibility solutions to balance the demand and supply of electricity. As described by the European Union in the Clean Energy Package, aggregators have the important responsibility to provide this flexibility.
A literature review identified that it remains unclear how firms entering the Dutch energy market as an aggregator can design their business strategy and business model and therefore a conceptual model based on 7 strategic components and 9 components of the Business Model Canvas has been established.

In order to explore potential business strategies and business models for firms entering the Dutch energy market as an aggregator, a qualitative study has been done by collecting primary data through interviews.
The interviews identified several findings that are used to complete the conceptual model. The study identified that aggregators can focus on both the B2B and B2C customer segments and that a number of key partners exist such as energy suppliers with an already large customer base, as well as seeking partners to fulfill the requirement of a Balance Responsible Party. It has been found that aggregators require a number of essential capabilities and resources such as IT knowledge and staff, and require algorithms for predictions of electricity price, demand & supply, and weather. Several revenue streams can be used by aggregators, however, the flexibility from customers’ assets can be currently sold with the highest profits in the imbalance market. Additionally, the study identified the fundamental strengths and weaknesses of aggregators, the elements required in an aggregator's value proposition, and other factors as part of the conceptual model.

Depending on the technical and regulatory specifications of other countries' energy systems, the findings of the study are to some extent generalizable and can be used by researchers to investigate opportunities for aggregators' market entry in these countries. Furthermore, the findings of this study can be used as a tool by actors in the Dutch energy market that consider providing aggregation services, to design their business strategy and business model and to create awareness of their opportunities in the market.
The study's proposed models might be provisionally acceptable as a business strategy and business model for firms involved in aggregation but should be validated further by research and implementation in practice. It is recommended that policymakers enable and stimulate aggregators in the Netherlands, for example by introducing subsidies, as the study found that achieving a profitable business case is a challenge for aggregators and considering the fact that aggregation does not only bring economic benefits but also ecological benefits that bring value to society as a whole.