Final Paper Tabled

TITLE PAGE
Thermal Management of a Lithium-Ion Battery Module

using a Thermoelectric Cooler with Stirling Engine Heat
Pump
by:
Adan, John Vincent D.

Gruta, Joshua Roberto A.
A Thesis Report Submitted to the School of Electrical, Electronics, and

Computer Engineering in Partial Fulfillment of the Requirements for the
Degree
Bachelor of Science in

Electrical Engineering
Mapúa University
September 2022
APPROVAL SHEET
This is to certify that we have supervised the preparation of and read the thesis paper
prepared by John Vincent D. Adan and Joshua Roberto A. Gruta entitled Thermal
Management of a Lithium-Ion Battery Module using a Thermoelectric Cooler with
Stirling Engine Heat Pump and that the said paper has been submitted for final
examination by the Oral Examination Committee.
Engr. Jesus M. Martinez Jr.

Adviser
As members of the Oral Examination Committee, we certify that we have examined this
paper and hereby recommend that it be accepted as fulfillment of the thesis requirement for
the Degree of Bachelor of Science in Electrical Engineering
Name Name
Panel Member Panel Member
Name
Committee Chairman
This thesis paper is hereby approved and accepted by the School of Electrical, Electronics
and Computer Engineering as fulfillment of the practicum requirement for the Degree of
Bachelor of Science in Electrical Engineering.
Arnold C. Paglinawan
Dean, School of EECE
ii
ACKNOWLEDGEMENT
First of all, we, the researchers, are really indebted to all the people who gave their
influencing support and encouragement that enabled us to tackle the challenges of
educational advancement without which, this thesis work would not have prospered.
We would like to express our heartfelt gratitude to the following -
To our advisor, Engr. Jesus Martinez Jr., for his continuous support of our study in order to
improve it.
To our panelists, Engr. Esperanza E. Chua, Engr. Gerard Ang, and Dr. Michael C. Pacis for
listening to our thesis proposal and recommending changes that could improve our thesis
study.
To the staff and personnel of the Institutional Laboratory Management Office (ILMO) for
allowing us to reserve a laboratory to conduct our data gathering for our thesis work.
Above all, to the Omnipotent Creator for endowing us the knowledge, strength, courage, and
determination, to carry out and accomplish this research project.
iii
TABLE OF CONTENTS
TITLE PAGE..............................................................................................................................i
APPROVAL SHEET.................................................................................................................ii
ACKNOWLEDGEMENT........................................................................................................iii
TABLE OF CONTENTS.........................................................................................................iv
LIST OF TABLES....................................................................................................................vi
LIST OF FIGURES.................................................................................................................vii
I. INTRODUCTION.................................................................................................................xi
II. METHODOLOGY.............................................................................................................xii
III. RESULTS AND DISCUSSION.......................................................................................xiv
IV. CONCLUSION AND RECOMMENDATIONS.............................................................xvi
V. REFERENCES..................................................................................................................xvi
APPENDICES.......................................................................................................................xvii
Chapter 1: INTRODUCTION...................................................................................................1
Chapter 2: REVIEW OF RELATED LITERATURE...............................................................5
2.1 Stirling Engine.................................................................................................................5
2.1.1 Stirling Cycle................................................................................................................5
2.1.2 Working Principle of Stirling Engine...........................................................................6
2.1.3 Types of Stirling Engine................................................................................................7
2.2 Thermoelectric Cooler...................................................................................................10
2.2.1 Working Principle of Thermoelectric Cooler.............................................................10
2.3 Heat Sink........................................................................................................................12
2.3.1 Pin fin heat sinks.........................................................................................................12
2.3.2 Bonded fin type heat sinks..........................................................................................13
2.3.3 Plate-Fin type heat sink..............................................................................................14
2.4 Passive Cooling System.................................................................................................15
2.5 Active Cooling System...................................................................................................19
2.6 Thermal Management of Lithium-Ion Batteries............................................................23
2.7 C-rates of Batteries........................................................................................................25
Chapter 3: Thermal Management of a Lithium-Ion Battery Module using a Thermoelectric
Cooler with Stirling Engine Heat Pump..................................................................................26
3.1 Abstract..........................................................................................................................26
iv
3.2 Introduction...................................................................................................................27
3.3 Conceptual Framework.................................................................................................30
3.4 Design of the System......................................................................................................31
3.5 Research Flow Chart.....................................................................................................33
3.6 Theoretical Background................................................................................................34
3.7 List of Materials.............................................................................................................35
3.9 Objective (1)..................................................................................................................37
3.10 Objective (2)................................................................................................................40
3.11 Objective (3)................................................................................................................42
3.12 Objective (4)................................................................................................................43
Chapter 4: Results and Discussion..........................................................................................44
4.1. Temperature measurement of Battery Module.............................................................44
4.2. Temperature Measurement for Thermoelectric Cooler combined with Stirling Engine
.............................................................................................................................................67
4.3. Power Consumption of Cooling Mechanisms...............................................................74
4.4. Statistical Test...............................................................................................................79
Chapter 5: Conclusion.............................................................................................................80
Chapter 6: Recommendation...................................................................................................81
References................................................................................................................................82
v
LIST OF TABLES
Table 3.1 List of Materials.......................................................................................................36
Table 3.2 TEC Module Used for The Experiment..................................................................36
Table 4.1 Exact Value of the Temperatures of N-C, F-C, TEC, and TEC + FC at Discharge
Rate of 1C................................................................................................................................47
Table 4.2. Exact Value of the Temperatures of N-C, F-C, TEC, and TEC + FC at Discharge
Rate of 1.5C.............................................................................................................................51
Rate of 2C................................................................................................................................56
Rate of 2.5C.............................................................................................................................61
Table 4.5. Exact Value of the Temperatures of TEC+SE at Different Discharge Rates.........69
Table 4.6 Exact Values of the Maximum Temperatures of the thermal management systems
at different discharge rates.......................................................................................................69
Table 4.7 Exact Value of the Voltage, Current, Power for FC................................................75
Table 4.8 Exact Value of the Voltage, Current, Power for TEC.............................................76
Table 4.9 Exact Value of the Voltage, Current, Power for TEC + FC....................................77
Table 4.10 Exact Value of the Voltage, Current, Power for TEC + SE..................................78
Table 4.11 Summary of average power measured of cooling mechanisms............................78
Table 4.12 Tabulated Results of Statistical analysis...............................................................79
vi
LIST OF FIGURES
Figure 2.1 Stirling Cycle............................................................................................................6
Figure 2.2 Operating Principle of Stirling Engine.....................................................................7
Figure 2.3 Alpha-Type Stirling Engine.....................................................................................8
Figure 2.4 Beta-Type Stirling Engine........................................................................................9
Figure 2.5 Gamma-Type Stirling Engine................................................................................10
Figure 2.6 TEC Module...........................................................................................................11
Figure 2.7 Pin Fin type heat sink.............................................................................................12
Figure 2.8 Bonded Fin type heat sink......................................................................................14
Figure 2.9 The Plate bundle unit structure of a plate fin radiator............................................14
Figure 2.10 Schematic Diagram of a passive cooling system rig............................................16
Figure 2.11 Heat Sink System.................................................................................................16
Figure 2.12 18W TEG Module by TEGpro.............................................................................17
Figure 2.13 18W Pin Fin heat sink..........................................................................................17
Figure 2.14 Cooling Fan..........................................................................................................17
Figure 2.15 Illustration of the utilization of desiccants as a passive cooling technique on PV

modules....................................................................................................................................18
Figure 2.16 Diagram of (a) PV module with a lapping fin configuration, and (b) a PV module
with a longitudinal fin configuration.......................................................................................19
Figure 2.17 Outdoor Control Cabinet with TEC Air Conditioner...........................................20
Figure 2.18 Refrigeration System for Vaccines Using TEC Modules....................................21
Figure 2.19 Intelligent TEC Air Conditioning System............................................................22
Figure 2.20 Schematic of the thermal management of battery module using TEC.................23
Figure 3.1 Conceptual Framework of the Cooling Systems....................................................30
Figure 3.2 Design of the system..............................................................................................32
vii
Figure 3.3 Research Flowchart................................................................................................34
Figure 3.4 Schematic Diagram for using Natural Convection (N-C) for Thermal Management
of the Battery Module..............................................................................................................38
Figure 3.5 Schematic Diagram for using Forced Convection (F-C) for Thermal Management
of the Battery Module..............................................................................................................39
Figure 3.6 Schematic Diagram for using Thermoelectric Cooling (TEC) for Thermal
Management of the Battery Module........................................................................................39
Figure 3.7 Schematic Diagram for using Thermoelectric Cooling (TEC) with Forced
Convection (F-C) for Thermal Management of the Battery Module......................................40
Figure 3.8 Schematic Diagram for using Thermoelectric Cooling (TEC) paired with Stirling
Engine (SE) for Thermal Management of the Battery Module...............................................42
Figure 4.1 Graph of temperature vs time of thermal management system of NC at discharge

rate of 1C.................................................................................................................................47
Figure 4.2 Graph of temperature vs time of thermal management system of FC at discharge

rate of 1C.................................................................................................................................48
Figure 4.3. Graph of temperature vs time of thermal management system of TEC at

discharge rate of 1C.................................................................................................................49
Figure 4.4 Graph of temperature vs time of thermal management system of TEC + FC at


rate of 1.5C..............................................................................................................................52

rate of 1.5C..............................................................................................................................53
Figure 4.7 Graph of temperature vs time of thermal management system of TEC at discharge
rate of 1.5C..............................................................................................................................54

discharge rate of 1.5C..............................................................................................................55

rate of 2C.................................................................................................................................57

rate of 2C.................................................................................................................................58
viii
Figure 4.11 Graph of temperature vs time of thermal management system of TEC at


rate of 2.5C..............................................................................................................................62

rate of 2.5C..............................................................................................................................63


Figure 4.17 Summary of the maximum temperature of NC, FC, TEC, and TEC + FC at
different discharge rates...........................................................................................................66
Figure 4.18. Graph of temperature vs time of thermal management system of TEC + SE at

Figure 4.19 Graph of temperature vs time of thermal management system of TEC + SE at



ix
Thermal Management of a Lithium-Ion
Battery Module using a Thermoelectric
Cooler with Stirling Engine Heat Pump
Jesus Martinez Jr.
John Vincent Adan School of Electrical, Electronics

Joshua Roberto Gruta
and
School of Electrical, Electronics and School of Electrical, Electronics and
Computer Engineering
Computer Engineering Computer Engineering
Mapúa University
Mapúa University Mapúa University
Manila, Philippines
Manila, Philippines Manila, Philippines
jmmartinez@mapua.edu.p
jragruta@mymail.mapua.edu.ph jvdadan@mymail.mapua.edu.ph h
the electric vehicles and energy storage stations sectors
Abstract— Electric Vehicles are being used as an [3]. However, despite of these advantages, lithium-ion
alternative to traditional locomotives to solve batteries overheat during their actual operation which
environmental challenges. EVs are powered by creates difficulties for their implementation in EVs and
lithium-ion batteries. This type of battery offers HEVs. With this, thermal management of battery
numerous advantages, including high power and module is necessary for its application. Thermoelectric
energy density, longer lifetime, and low self-discharge. cooler is considered as a technique for battery module
However, despite of these advantages, lithium-ion cooling. This is because they are lighter in weight and
batteries overheat during their actual operation which does not operate on a highly flammable fluid.
creates difficulties for their implementation in EVs Additionally, they operate at no moving parts, and it is
and HEVs In this study, Stirling engine (SE) paired more compact as compared to vapor compression.
with thermoelectric cooler (TEC) was designed and However, despite those advantages, its main
used as a cooling mechanism for the battery thermal
disadvantage is its low energy efficiency. Unlike
management system.
thermoelectric cooler, the traditional vapor
Keywords— thermoelectric cooling; Stirling engine; compression technology has advantages in terms of
lithium battery size, weight, power consumption, and cost. Vapor
compression is more efficient and effective in
I. INTRODUCTION providing cooling at below ambient temperature
cooling [5]. Therefore, a heat-dissipation mechanism
must be applied to thermoelectric cooler to optimize its
Global industrialization has resulted in advantages [6].
rising greenhouse gas emissions and a nonrenewable The study in [7] experimented the use of a
energy scarcity, both of which are major issues for the thermoelectric cooler to investigate the thermal
entire society. In addition, the climate change management of a lithium-ion battery module. The
produced by greenhouse gas emissions has a proponents of this research used a model by having a
significant impact on environmental sustainability [1]. real-time feedback of a temperature of the battery
To solve these environmental challenges, electric module. In addition, the study in [7] shows that a lower
vehicles (EVs) and hybrid electric vehicles (HEVs) are maximum temperature can be achieved by using
being developed as green-powered and thermoelectric cooling (TEC) compared to natural
environmentally-friendly cars [2]. These EVs are convection (NC) cooling and forced convection (FC)
powered by lithium-ion batteries. This type of battery cooling. Furthermore, the study also shows that a
offers numerous advantages, including high power and better cooling mechanism can be achieved by coupling
energy density, longer lifetime, and low self-discharge. the thermoelectric cooling with forced convection
Lithium-ion batteries are significant for the future of cooling (TEC+FC).
x
Despite the increase in performance of the Fig. 1. Conceptual Framework of the Study
thermoelectric cooling with forced convection cooling B. Design of the System
(TEC+FC) in achieving a lower maximum
temperature, as shown in [7], one of its disadvantages The design of the system is shown at Fig.
is the additional electrical power needed in forced 2.. The battery module is composed of three
convection cooling (fan). To make a better thermal batteries connected in series.The voltage rating and
management for lithium-ion battery with less power energy capacity of each battery is 3.7V and 2200
consumption, the group proposed a method of forced mAh, respectively. The chamber used in each
cooling the TEC without the need for additional prototype has a volume of 5L.
electrical energy by using a Stirling heat pump. DC electronic load is used to discharge the
The main objective of the study is to create batteries under constant-current condition.
and test a thermal management system for a lithium- Specifically, the researchers set the mode such that
ion battery module using a thermoelectric cooler with the current that the batteries produce will have a
Stirling engine heat pump. Specifically, it aims (1) to discharge rate of 1C, 1.5C, 2C, and 2.5C. When the
construct and test the different discharge rates of current in DC electronic load is not constant
batteries with thermoelectric cooling with forced anymore, then the researchers will stop the
convection cooling; (2) to construct and test the experiment since it implies that the batteries have
different discharge rates of batteries with very small charges.
thermoelectric cooling coupled with Stirling engine
heat pump; (3) To test and measure the power The open-source Arduino Software (IDE)
consumption of different cooling mechanism as stated was used to encode the program to be used by the
in objectives (1) and (2); and (4) to apply statistical researchers. The first program consists of measuring
treatment to analyze the power consumption of the temperature of the system. The next program
thermoelectric cooling with forced convection cooling, measured the voltage, current, and the power of the
and thermoelectric cooling coupled with Stirling system. The parameters measured by the sensors
engine heat pump. were logged using a data logger in the Arduino
using a personal computer.
To measure the temperature of the battery,
Arduino Uno and DS18B20 temperature sensors
II. METHODOLOGY
were used. The temperature of the battery every
three seconds was logged. For each discharge rate,
A. Conceptual Framework the battery was run until the constant-current
condition was not met anymore. This is indicated
Fig. 1. shows the conceptual framework of by the DC electronic load used in the laboratory.
the study. This framework shows the inputs,
together with the process that will be done by the To measure the power of the system,
system, and the outputs that were measured. In the Arduino Uno and Adafruit INA219 Sensor were
input, these include the electrical parameters such as used. Every two seconds, the voltage, current, and
currents and voltages, and the discharge of the power consumption were logged. Each cooling
batteries in the module. For the process, these system ran for 30 minutes.
include the Peltier effect in the thermoelectric
cooler, and the function of the cooling systems for
the battery module. Lastly, regarding the output,
these include the temperature of the battery module,
and the electrical parameters such as the voltage,
current, and power consumption for each cooling

system.
xi
Fig. 2. Design of the System
C. Research Flow Chart
Fig. 3.Research Flowchart
The figure above shows the research

flowchart for this study. The first part would be the
design of the cooling systems for the thermal
management of the battery module. Then, these
designs will be implemented to make prototypes.
Then, DC voltage will be applied to each cooling
systems to run the battery at different discharge rate,
and to produce a Peltier effect on the cooling
systems that uses TEC module. Lastly, the
temperature of the battery module, and the voltage,
current, and power for each cooling systems at
different discharge rate are logged
xii
D. List of Materials Stirling Engine Fan 1 2000
TABLE I. List of Materials
Coleman Personal Cooler 1 1350

Materials Quantity Price
(PhP)
Heat Sink 4 560
TEC1-127-06 4 480
18650 Lithium-ion battery 3 433
Arduino Uno 1 415
Total 6446
Adafruit INA219 Current 1 196
Sensor
E. Prototype Design
Mini SD card module 1 100
The researchers designed a thermal

management system for lithium-ion batteries. The
schematic diagram for the main prototype TEC+SE
DS18B20 Temperature sensor 1 112
is shown in Fig. 5., and the benchmark is shown in
Fig. 4. The Stirling Engine type that was used is a
low-temperature-difference engine. For TEC+FC,
TEC1-12706 was used which as an operating
voltage of 12V. In addition, the electric fan that was
Connecting wires 1 pack 50 used has a rating of 12V and 0.20A. A key
difference in the prototype is that TEC+FC used a
DC voltage source, while the Stirling Engine in
TEC+SE is just attached adjacent to the heat sink.
Breadboard 1 550
Heatsink Electric Fan 1 200
xiii
A. Temperature Measurement of the Battery
Module
The maximum temperatures of the battery

module with TEC+FC and TEC+SE at different
discharge rates were shown at Table II. TEC+FC has a
maximum temperature of 28.5°C, 34.38°C, 36.06°C,
and 47.13°C for discharge rates 1C, 1.5C, 2C, and
2.5C, respectively. On the other hand, TEC+SE has a
maximum temperature of 30.06°C at 1C, 43.42°C at
1.5C, 45.06°C at 2C, and 48.50°C at 2.5C.
For each cooling mechanism, it was
observed that the temperature of the batteries
increases continuously until it reaches the point of
maximum temperature. After that point, the
temperature decreases until the constant-current
mode shown in DC electronic load is not satisfied.
For all of the discharge rates, TEC+SE has
Fig. 4. Schematic Diagram for Thermoelectric Cooler paired with a higher maximum temperature than TEC+FC.
Thus, TEC+FC still provides better cooling than
Forced Convection (TEC + FC)
TEC+SE. This is because the electric fan dissipates
the heat in the heatsink at a much faster rate than the
Stirling engine. WIth this, better refrigeration is
achieved in TEC+FC than TEC+SE.
TABLE II. Exact Value of the maximum temperatures of TEC +

FC and TEC+SE at different discharge rates
Rate 1C 1.5C 2C 2.5C
TEC+FC 28.5 34.38 36.06 47.13
TEC+ SE 30.06 43.42 45.06 48.50
Fig. 5. Schematic Diagram for Thermoelectric Cooler paired with

Stirling Engine (TEC + SE)
III. RESULTS AND DISCUSSION
xiv
Fig. 6. Bar graphs of the maximum temperatures of TEC+FC
and TEC+SE at different discharge rates.
Pearson Correlation -0.19708112
B. Power Consumption of Cooling Mechanisms
The average power consumption of TEC+FC

Hypothesized Mean
and TEC+SE were shown in Table III. TEC+FC has a Difference 0
power consumption of 21.608 W, while TEC+SE has df 29
20.213 W. It can be observed that TEC+FC have t Stat 10.8294271
higher average power consumption than TEC+SE. The
reason for this is the addition of electric fan in
TEC+FC. P(T<=t) one-tail 5.25E-12
TABLE III. Average Power Consumption TEC + FC and t Critical one-tail 1.69912703
TEC+SE
P(T<=t) two-tail 1.05E-11

Cooling Mechanism Power (W)
t Critical two-tail 2.04522964

TEC + FC 21.608
IV. CONCLUSION AND
RECOMMENDATIONS
TEC + SE 20.213
In this study, Stirling engine heat pump paired
with thermoelectric cooler (TEC+SE) was used for the
thermal management of a lithium-ion battery module.
The maximum temperature rise within the battery
C. Statistical Test module at various battery discharge rates using
TEC+SE were investigated and compared to NC, FC,
T-Test was conducted to analyze the average
TEC, and TEC+FC. And the power consumption of
power consumption of TEC+SE and TEC+FC. The
TEC+SE was measured, and compared to TEC+FC
alpha was set to 0.05. Table IV shows the results
using t-test paired two sample for means analysis.
gathered from t-test paired two samples for means
For all of the discharge rates, the maximum
analysis. The t-statistic value is 10.82943, while the t-
temperature of the battery module is the lowest when
critical value is 2.04523. Since t-statistic is greater than
TEC+FC is used followed by TEC+SE. It means that
t-critical value, then the null hypothesis is rejected.
TEC+FC is better in cooling the battery than TEC+SE.
With this, it means that there is a significant difference
The main reason for this is that TEC+FC provides
between the power consumption of TEC+SE and
better refrigerating capacity than TEC+SE which
TEC+FC.
decreases the temperature of the battery module. Still,
TEC+SE provides better cooling than NC, FC, and
TEC at all of the discharge rates.
The average power consumption of TEC+FC
is 21.6081 W which is 6.9% higher than TEC+SE
which consumes an average power of 20.2127 W. This
TABLE III. Average Power Consumption TEC + FC and difference is further confirm by using t-test, which
TEC+SE shows that there is indeed a significant difference
between the power consumption of TEC+FC and
TEC + FC TEC+SE. So overall, TEC+FC provides excellent
Mean 21.6080667 cooling than TEC+SE, but TEC+SE consumes less
power than TEC+FC.
Variance 0.29749944 For further application, one might consider
Observations 30 integrating generator to Stirling engine and TEC while
they are being used as a cooling mechanism for battery
xv
module to further optimize the power consumption of [7] X. Li et al., “Experimental Investigation on a
the cooling system. Thermoelectric Cooler for Thermal Management of
a Lithium-Ion Battery Module,” Int. J.
Photoenergy, vol. 2019, 2019, doi:
V. REFERENCES
10.1155/2019/3725364.
[1] M. Der Yang, M. Der Lin, Y. H. Lin, and K. T.
Tsai, “Multiobjective optimization design of green
building envelope material using a non-dominated
sorting genetic algorithm,” Appl. Therm. Eng., vol.
111, pp. 1255–1264, 2017, doi:
10.1016/j.applthermaleng.2016.01.015.
[2] Q. Huang, X. Li, G. Zhang, J. Zhang, F. He,

and Y. Li, “Experimental investigation of the
thermal performance of heat pipe assisted phase
change material for battery thermal management
system,” Appl. Therm. Eng., vol. 141, no. April, pp.
1092–1100, 2018, doi:
[3] S. K. Mohammadian, Y. L. He, and Y. Zhang,

“Internal cooling of a lithium-ion battery using
electrolyte as coolant through microchannels
embedded inside the electrodes,” J. Power Sources,
vol. 293, pp. 458–466, 2015, doi:
10.1016/j.jpowsour.2015.05.055.
[4] G. Jiang, J. Huang, Y. Fu, M. Cao, and M. Liu,

“Thermal optimization of composite phase change
material/expanded graphite for Li-ion battery
thermal management,” Appl. Therm. Eng., vol.
108, pp.
1119–1125,2016,doi:10.1016/j.applthermaleng.201
6.07.197.
[5] K. Liang, Z. Li, M. Chen, and H. Jiang,

“Comparisons between heat pipe, thermoelectric
system, and vapour compression refrigeration
system for electronics cooling,” Appl. Therm. Eng.,
vol. 146, no. August 2018, pp. 260–267, 2019, doi:
[6] J. Patel, M. Patel, J. Patel, and H. Modi,

“Improvement In The COP Of Thermoelectric
Cooler,” Improv. COP Thermoelectr. Cool., vol. 5,
no. 5, pp. 73–76, 2015.
xvi
APPENDICES
xvii
Chapter 1: INTRODUCTION
INTRODUCTION
Global industrialization has resulted in rising greenhouse gas emissions and a
nonrenewable energy scarcity, both of which are major issues for the entire society. In
addition, the climate change produced by greenhouse gas emissions has a significant impact
on environmental sustainability [1]. To solve these environmental challenges, electric
vehicles (EVs) and hybrid electric vehicles (HEVs) are being developed as green-powered
and environmentally-friendly cars in comparison to traditional diesel locomotives [2]. These
EVs are powered by lithium-ion batteries. This type of battery offers numerous advantages,
including high power and energy density, longer lifetime, and low self-discharge. Lithium-
ion batteries are significant for the future of the electric vehicles and energy storage stations
sectors [3]. However, despite of these advantages, lithium-ion batteries overheat during their
actual operation which creates difficulties for their implementation in EVs and HEVs. This
heat came from its electrochemical reaction. Specifically, lithium-ion battery modules create
a hazard when it is under a high-temperature environment during its discharging and
overcharging states. These overheating can lead to disasters including fire and explosion
accident if it is not properly managed [4]. With this, thermal management of battery module
is necessary for its application. Thermoelectric cooler is considered as a technique for battery
module cooling. This is because they are lighter in weight and does not operate on a highly
flammable fluid. Additionally, they operate at no moving parts, and it is more compact as
compared to vapor compression. However, despite those advantages, its main disadvantage is
its low energy efficiency. Unlike thermoelectric cooler, the traditional vapor compression
1
technology has advantages in terms of size, weight, power consumption, and cost. Vapor
compression is more efficient and effective in providing cooling at below ambient
temperature cooling [5]. Therefore, a heat-dissipation mechanism must be applied to
thermoelectric cooler to optimize its advantages [6].
The study in [7] experimented the use of a thermoelectric cooler to investigate the
thermal management of a lithium-ion battery module. The proponents of this research used a
model by having a real-time feedback of a temperature of the battery module. In addition, the
study in [7] shows that a lower maximum temperature can be achieved by using
thermoelectric cooling (TEC) compared to natural convection (NC) cooling and forced
convection (FC) cooling. Furthermore, the study also shows that a better cooling mechanism
can be achieved by coupling the thermoelectric cooling with forced convection cooling
(TEC+FC). It is documented in [8] that thermoelectric coolers that cool batteries comprises
of a cooling module, a radiator, a pump, and a cooling fan. There are numerous studies that
uses TEC’s for cooling, and it is being cooled down by an electric fan or the use of natural
convection. In a study from [9], they used TEC, and fan in order to optimize the efficiency of
CMP or chip multiprocessor systems. In [10], it is discussed that TEC were used for
temperature control for IGBTs. This is done because traditional heat sinks are bulky, and it
reduces the cooling efficiency as compared to alternative cooling techniques such as active
cooling where it uses TEC.
Despite the increase in performance in of the thermoelectric cooling with forced
convection cooling (TEC+FC) in achieving a lower maximum temperature, as shown in [7],
one of its disadvantages is the additional electrical power needed in forced convection
cooling (fan). To make a better thermal management for lithium-ion battery with less power
2
consumption, the group proposed a method of forced cooling the TEC without the need for
additional electrical energy by using a Stirling heat pump.
The main objective of the study is to create and test a thermal management system
for lithium-ion battery module using a thermoelectric cooler with Stirling engine heat pump.
Specifically, it aims (1) to construct and test the different discharge rates of batteries with
natural convection cooling, forced convection cooling, thermoelectric cooling and
thermoelectric cooling with forced convection cooling; (2) to construct and test the different
discharge rates of batteries with thermoelectric cooling coupled with Stirling engine heat
pump; (3) To test and measure the power consumption of different cooling mechanism as
stated in objectives (1) and (2); and (4) to apply statistical treatment to analyze the power
consumption of thermoelectric cooling with forced convection cooling, and thermoelectric
cooling coupled with Stirling engine heat pump.
Different sectors such as industrial sector, agricultural sector, energy sector, and
consumer electronics need an efficient active cooling system for its operation. TEC,
considering its advantages to vapor-compressor systems such as no moving parts involved,
current-controlled, flexibility, and environment friendly, can be the solution to this demand.
Thus, using an efficient heat-dissipation mechanism such as the Stirling engine to solve the
low efficiency problem of TEC will make it suitable for a radically better active cooling
system. Lastly, optimizing the thermal management of the Lithium-ion batteries will
facilitates its application for the EVs. From this, it can help to accelerate the advent of
sustainable transportation.
The researchers will only use natural convection, forced convection, thermoelectric
cooling, Stirling engine, and their various combinations as cooling mechanisms for the
3
battery module. In addition, the researchers will only use Lithium-ion batteries for creating
the battery module. Lastly, Parameters will be measured and recorded using a data-logger.
4
Chapter 2: REVIEW OF RELATED LITERATURE
REVIEW OF RELATED LITERATURE
2.1 Stirling Engine
2.1.1 Stirling Cycle
Stirling cycle is one of the cycles that employs a regenerator. Regenerator is any
substance that takes energy from one part of the cycle to the other. Regenerator has an
efficiency of 100% and it transfers heat from process 4-1 to process 2-3. As shown in Figure
2.1, Stirling cycle consists of four processes that are all reversible. Process 2-3 is an isometric
or constant volume heating process wherein the gas receives energy from the regenerator.
Process 3-4 is an isothermal expansion wherein the gas receives an external thermal source
while increasing the volume. With this, the pressure decreases in this process. Process 4-1 is
an isometric cooling process wherein the gas transfer energy to the regenerator. Lastly,
process 1-2 is an isothermal compression wherein the gas gives off heat to an external object.
In this process, the pressure of the gas increases thus decreasing its volume [11].
5
Figure 2.1 Stirling Cycle
2.1.2 Working Principle of Stirling Engine
The combustion in Stirling engine takes place externally that is why it is also called
external fuel engine. It is one of the fundamental types of external-combustion engine which
can work with different heat sources. It was invented by Robert Stirling in 1800’s. As shown
in the Stirling cycle, it operates in an externally reversible process since it involves
isothermal heat addition and isothermal heat rejection. Also, it can be observed that it
operates in a closed regenerative cycle. Thus, it offers a theoretical high efficiency with
reduced emission since combustion takes place externally. The operating principle of Stirling
Engine is shown in Figure 2.2. The first step takes place in the process 3 which is isothermal
expansion. Heat addition occurs in the left cylinder (hot cylinder) that takes place in constant
temperature, while the right cylinder (cold cylinder) is fixed at the bottom dead center. The
next step is the process 4 which is a constant volume process. The hot cylinder is at top dead
center and is starting to come down, while the cold cylinder is at the bottom dead center and
starting to come up. The pistons will move in the same rate. The heat flow is now be
deposited from hot cylinder to regenerator. For the process 1, it is an isothermal compression
process wherein the hot cylinder will be fixed at bottom dead center, and the cold is at top
dead center and is starting to come down. In this process, the heat is rejected isothermally.
Lastly, process 2 is a constant volume process wherein the gas comes out of regenerator. The
hot cylinder will start to come up, while the hot cylinder starts moves down, wherein they
move at the same rate [12].
6
Figure 2.2 Operating Principle of Stirling Engine
2.1.3 Types of Stirling Engine
Stirling engines have three types according to the arrangement of the two pistons:
alpha, beta, and gamma types. An Alpha-Stirling configuration, shown in Figure 2.3, has two
mechanically linked power pistons, which means that it has a higher power-to-weight ratio
than the beta and gamma type. These two pistons are located with their respective cylinder in
which it determines the compression and expansion of the free spaces. The hot piston is 90
degrees ahead of the cold piston. In these two spaces, the working gas flows alternately from
the cooler, a regenerator, and a heater which gives the revolution of the flywheel [13].
7
Figure 2.3 Alpha-Type Stirling Engine
The second type is the Beta-type Stirling engine. Like alpha, beta-type Stirling
engine has a hot side and cold side. Unlike alpha, it only has one cylinder, but it has a
displacer, as shown in Figure 2.4. The purpose of the displacer is to shuttle the working gas
within the cylinder, which causes the movement of power pistons [14].
8
Figure 2.4 Beta-Type Stirling Engine
Lastly, the gamma-type Stirling engine, shown in Figure 2.5, works by using the
temperature difference between two metal plates as. When the bottom plate is heated, the top
plate will be relatively colder. With this, a temperature difference exists between two plates.
As the displacer moves upward and downward, the working gas within the cylinder is in
contact with either the hot or cold plate. When the air is in contact with the hot plate, the
temperature f the working gas increases, which also increases its volume, thus forcing the
power piston to move upwards. On the other hand, if the working gas is in contact with the
cold plate, the volume decreases which creates a partial vacuum within the cylinder. Since
the pressure outside the cylinder is higher, then the power piston is forced to move
downwards. Gamma-type Stirling engine has a relative larger heat transfer area, and it can
works on low temperature difference between plates [15].
9
Figure 2.5 Gamma-Type Stirling Engine
2.2 Thermoelectric Cooler
2.2.1 Working Principle of Thermoelectric Cooler
Thermoelectric coolers work by utilizing the Peltier effect. It has two sides, and when a DC
current flows through the TEC device, the heat is transfer from one side to another, which
results to one side having lower temperature and the other having higher temperature. For its
cooling system, heat sink is attached to the high-temperature side of the TEC device so that
the low-temperature side continue to go below room temperature [16].
10
Figure 2.6 TEC Module
The TEC module has P-type and N-type semiconductors, connecting bridges
(usually a copper strips), and two ceramic substrate casing. These two semiconductors are
placed thermally parallel and electrically series to each other using the connecting bridges
and are compressed between two layers of ceramic substrate. When DC voltage is applied
across this loop composed of junctions of the semiconductors, the current that flows from n-
type semiconductor to p-type semiconductor leads to a drop in temperature in those
junctions, therefore it is the cold side wherein heat is absorbed in this side. On the other end,
the current that flows from p-type semiconductor to the n-type semiconductor leads to a
11
temperature rises in those junctions, therefore it is the hot side wherein the heat is released
from this side [17]. The design of TEC module is shown in Figure 2.6.
2.3 Heat Sink
Heat sinks are components of an electronic device where it acts as a thermal device
and as a heat exchanger, where the heat sink absorbs heat energy from electronic devices and
then transfers that heat through the process of conduction to another medium. The medium to
be transferred on may be air, or any phase change material (PCM).
2.3.1 Pin fin heat sinks
There are different types of heat sinks. These are the cylindrical pin fin, square pin
fin, and the bonded fin type. These are the most used heat sinks. Pin fin heat sinks have a
different from other heat sinks because they have pins that are extended from the base. The
pins of this heat sink are of many shapes ranging from elliptical, cylindrical, and square
shapes. The pin fin type heat sink is more efficient than those of bonded fin type heat sinks
because pin type allows coolant to flow properly on all parts of the surface. Figure 2.7 shows
a pin fin type heat sink. [19]
12
Figure 2.7 Pin Fin type heat sink
In the event of using fluid medium as a coolant, they perform in an optimal way
when they are placed in a tilted position because this position allows the fluid to flow through
the heat sink easier. These heat sinks are best used on spotlights and shot lights because of its
adjustable features. Also, the number of pins, the efficiency of the heat sink increases
because it allows more coolant through the heat sink. However, despite this cheap type of
heat sink, it has a disadvantage of being able to use it where the surface is in direct contact
with the coolant nearby [20]. It is also mentioned in [21] that it can dissipate larger amounts
of heat per unit mass as compared to plate-fin heat sinks.
2.3.2 Bonded fin type heat sinks
From [20], bonded fin type heat sinks are a type of heat sink that is made out of
aluminum or copper plate, that is then combined with a heat sink with grooves. This can be
seen in Figure 2.8. An advantage of bonded fin type heat sinks is that various materials can
be used for the plate and the fins of the heat sink. The heat dissipation of this type is also
good however, its disadvantage is its less surface area for its cooling property. Lastly, this
type is more costly as compared to pin fin type heat sinks.
13
Figure 2.8 Bonded Fin type heat sink
Construction of bonded fin heat sinks are made by having the individual fins to be
set inside a slotted base by utilizing a high-quality epoxy glue with powdered aluminum.
This is done to increase the thermal conductivity of the heat sink. This type of heat sink is
used with copper bases and copper fins that are made by having it soldered or brazed [21].
2.3.3 Plate-Fin type heat sink
A plate fin type heat sink is a type of heat sink that is made from three components.
These are the two pin plates, and the side bar. They are made of metal fins that are in
between by two flat metal plates that are called baffles. The basic unit of a plate fin heat sink
is made by placing a seal on the ends where this is going to be the fluid flow. This can be
seen in Figure 2.9. [22]
Figure 2.9 The Plate bundle unit structure of a plate fin radiator.
14
2.4 Passive Cooling System
Passive cooling system is a way of inexpensive way of cooling in a home or any
electronic devices. Passive cooling uses the principle of natural conduction, convection, and
radiation to cool the electronic device component. An example of passive cooling is the use
of large heat sinks with wide fin-to-fin spacing. This type of cooling is used by electronic
devices such as television sets, and any pole- or strand mounted telecommunication boxes.
The primary mode of heat transfer that is being used for a passive cooling system is with the
use of conduction, and radiation. This is done to maximize the thermal transport, and to have
a higher level of natural convection. There are different ways on cooling electrical devices,
these are the passive cooling techniques, and active cooling techniques. Passive cooling
techniques are known to have limited cooling capabilities as compared to active cooling
techniques, but they are cheaper and is more practical to use, with minimum investment,
where the benefits of active cooling techniques will be nullified by the energy wasted during
the cooling operation of an active cooling technique [23].
There are studies that utilizes passive cooling systems on devices. An example of
this is the study mentioned in [24] where they used a passive cooling system to enhance the
energy conversion efficiency of a thermo-electric generator. In this study, the proponents
recovered the wasted heat from a cement rotary kiln. They used a TEG with a high load
power. From their study in [24], the setup is shown in Figure 2.10. This shows the schematic
diagram of the heat sink cooling system. The heat sink system is shown in Figure 2.11, it
consists of a cooling plate, with pin fins, and a fane. The TEG in Figure 2.12, the pin fins
heat sinks in Figure 2.13, and Figure 2.14 for the cooling fan. From their experiment, it was
found that the passive cooling system increases the efficiency of the TEG when it was
15
compared to an active cooling system using a closed water cooling. Lastly, the experimenters
did an economical analysis and a payback period for both of these systems, and it was shown
that the passive cooling system is more economical than when a closed-cooling system was
used.
Figure 2.10 Schematic Diagram of a passive cooling system rig
Figure 2.11 Heat Sink System
16
Figure 2.12 18W TEG Module by TEGpro
Figure 2.13 18W Pin Fin heat sink
Figure 2.14 Cooling Fan
In [25], desiccants were used as a passive cooling technique on PV modules. In the
study, it was mentioned that as the temperature of the PV device increases, the overall PV
conversion efficiency decreases. Hence, there was a need for a cooling system to operate
normally. Figure 2.15 shows the demonstration of using desiccants for a passive cooling
system of PV modules. This material on the PV module starts the adsorption of water from
17
the air during nighttime when the temperature of the PV module is cool, and the relative
humidity in the surroundings is high. Afterwards, the adsorbed water eventually evaporates
when the PV module gets heat up during the day. When it evaporates, it takes the excess heat
in the PV module, and therefore cools the Photovoltaic module.
Figure 2.15 Illustration of the utilization of desiccants as a passive cooling technique on PV
modules
There are different designs on constructing passive cooling systems. From [26], they
used a design of experiment approach to determine whether among the two different designs
of novel passive fin heat sinks – lapping fins (Figure 2.16a) and longitudinal fins (Figure
2.16b) design are the most optimal design parameters in terms of the variables - fin height,
18
fin pitch, fin thickness, the number of fins, and the tilt angle. Based from this configurations,
and the experiments conducted, it was concluded that the lapping fin configuration has the
best performance in passive cooling as compared to longitudinal configuration.
Figure 2.16 Diagram of (a) PV module with a lapping fin configuration, and (b) a PV
module with a longitudinal fin configuration
2.5 Active Cooling System
Since the conventional passive cooling systems are not powerful enough to adapt to
the contemporary electronic devices, a demand for active cooling systems has increased in
the recent years. The active cooling system absorbs thermal energy from the surface to be
cooled and pumps it out using an energy conversion mechanism. Active cooling systems can
be realized by applying TEC to the existing passive cooling system, which are heatsink and
fan [27].
19
There are many knowledge outputs that utilized the use of TEC in active cooling
systems. In [18], TEC modules are used to create an air conditioner. The researcher used
aluminum for casing, Peltier modules, heat sink, and blower. These TEC modules air
conditioner can replace the traditional vapor compressor in cars which beneficial since it can
reduce the total weight of the vehicle. In relation with this, in [28], TEC was used as an air
conditioner for safety and long-term function of intelligent electronic devices inside the
control cabinet. The schematic diagram of this arrangement is shown in Figure 2.17. From
this, it was found out that the air conditioning of the control cabinet is greatly improved
while reducing its working time.
Figure 2.17 Outdoor Control Cabinet with TEC Air Conditioner
In [29], TEC modules were used for cooling the vaccine refrigeration. This is
significant because the refrigeration of vaccines requires continuous production of electrical
energy. Thus, it can help in rural zones where there is no access of electricity. Photovoltaic
20
energy is used to charge the batteries which are connected to the TEC modules for
refrigeration, as shown in Figure 2.18.
Figure 2.18 Refrigeration System for Vaccines Using TEC Modules.
To make a convenient TEC air conditioner, AL-Khalidy et al. [30] have paired it
with Internet of things and makes it an intelligent system. The prototype that they have
created is shown in Figure 2.19. For the intelligent system, they used PI controller and fuzzy
controller. These controllers are used to adjust the temperatures of the TEC modules with
respect to the ambient temperature. In addition, they used Arduino Nano and Wi-Fi to apply
these intelligent controllers via IoT. Overall, they concluded that TEC Air conditioner is
more Eco-friendly that its vapor compressor counterparts, but it still has lower efficacy.
21
Figure 2.19 Intelligent TEC Air Conditioning System
In addition, TEC modules are not only used as a replacement for traditional air
conditioner, but it can also be used for water heating system. As demonstrated in [31], Peltier
22
effect is used for cooling purpose which aims to replace the existing HVAC system. In
addition, the heat released from the hot side of the TEC module was optimized for the
purpose of water heating. Thus, in a system, TEC module was used for air conditioning and
water heating applications.
Lastly, In [5], the cooling performance between passive systems (heat pipe) and
active systems (thermoelectric cooling, and vapor compressor) for electronics cooling have
been compared. It was found out in this study that the passive system improved the COP of
TEC by 42%. In addition, they concluded that the passive system is better for the cooling of
relatively larger devices at higher temperatures, while two-stage Thermoelectric system is
better for the cooling at lower temperatures.
23
Figure 2.20 Schematic of the thermal management of battery module using TEC
2.6 Thermal Management of Lithium-Ion Batteries
In [32], the use of heat pipe as thermal management for Lithium-ion batteries is
investigated. Specifically, the performance of a pack with two batteries equipped with a heat
pipe is experimentally investigated. The tests are performed with different ambient
temperature using a chamber that have an ability to control the temperature. It was found out
that the decrease in the thermal resistance of the heat pipe moderated the temperature rise of
the surface temperature of the batteries. In addition, the use of heat pipe leads to a more
stable temperature with lower fluctuations during consecutive battery cycles.
The study in [33] numerically investigates the effectiveness of air cooled battery for
the heat removal during the discharge process in the battery module. The performance is
evaluated at different number of cells in the battery. It was found out that the cooling
efficiency of aire and the number of cells is negatively correlated.
Lastly, in [7], an experimental setup was made for the cooling of Lithium-Ion
battery module using TEC. In this, thermoelectric generator (TEG) was faired with forced
convection (fan) for the thermal management of the battery. The schematic was shown in
Figure 2.20. Also, they compare the cooling performance of the TEG cooling, natural
convection cooling, and force convection. It was found out that Teg cooling systems shown
better performance compared to other two systems in managing the temperatures of the
battery module. However, it also has the highest energy waste compared to two systems.
Thus, considering the energy consumption and optimization of the thermal management
performance, the best choice is the coupled TEG system and the forced convection. In
24
addition, the study in [7] shows that a lower maximum temperature can be achieved by using
(TEC+FC).
2.7 C-rates of Batteries
Discharge current is commonly represented as a C-rate in battery description to
normalize with respect to the battery capacity, which varies greatly amongst batteries.
Therefore, a C-rate is a measurement of how quickly a battery is depleted in comparison to
its maximum capacity. A 1C rate indicates that the discharge current will completely drain
the battery in one hour. If the battery capacity is 100 Ah, then the discharge current will be
100 A if the C-rate is 1 [34].
25
Chapter 3: Thermal Management of a Lithium-Ion Battery Module using a Thermoelectric Cooler with Stirling Engine Heat Pump
Thermal Management of a Lithium-Ion Battery Module using a Thermoelectric Cooler
with Stirling Engine Heat Pump
3.1 Abstract
Electric Vehicles are being used as an alternative to traditional locomotives to solve
environmental challenges. EVs are powered by lithium-ion batteries. This type of battery
offers numerous advantages, including high power and energy density, longer lifetime, and
low self-discharge. However, despite of these advantages, lithium-ion batteries overheat
during their actual operation which creates difficulties for their implementation in EVs and
26
HEVs. In this study, a Stirling engine (SE) paired with thermoelectric cooler (TEC) was
designed and used as a cooling mechanism for the battery thermal management system. It
was found out that the paired SE and TEC provides better cooling than natural convection
(NC), force convection (FC), and Thermoelectric cooler (TEC) at all discharge rates 1C,
1.5C, 2C and 2.5C. However, FC paired with TEC is still the best cooling system since the
battery module has lower maximum temperature at all discharge rates when it was used as
the cooling mechanism than when SE paired with TEC was used. Despite of this, power
consumption measurement reveals that SE paired with TEC consumes significantly less
power than FC paired with TEC.
Keywords: thermoelectric cooling; Stirling engine; lithium battery
3.2 Introduction
Global industrialization has resulted in rising greenhouse gas emissions and a
nonrenewable energy scarcity, both of which are major issues for the entire society. In
addition, the climate change produced by greenhouse gas emissions has a significant impact
on environmental sustainability [1]. To solve these environmental challenges, electric
vehicles (EVs) and hybrid electric vehicles (HEVs) are being developed as green-powered
and environmentally-friendly cars in comparison to traditional diesel locomotives [2]. These
EVs are powered by lithium-ion batteries. This type of battery offers numerous advantages,
including high power and energy density, longer lifetime, and low self-discharge. Lithium-
ion batteries are significant for the future of the electric vehicles and energy storage stations
sectors [3]. However, despite of these advantages, lithium-ion batteries overheat during their
27
actual operation which creates difficulties for their implementation in EVs and HEVs.
Theseheat came from its electrochemical reaction. Specifically, lithium-ion battery modules
create a hazard when it is under a high-temperature environment during its discharging and
overcharging states. These overheating can leads to disasters including fire and explosion
accident if it is not properly managed [4]. With this, thermal management of battery module
is necessary for its application. Thermoelectric cooler is considered as a technique for battery
module cooling. This is because they are lighter in weight and does not operate on a highly
flammable fluid. Additionally, they operate at no moving parts, and it is more compact as
compared to vapor compression. However, despite those advantages, its main disadvantage is
its low energy efficiency. Unlike thermoelectric cooler, the traditional vapor compression
technology has advantages in terms of size, weight, power consumption, and cost. Vapor
compression is more efficient and effective in providing cooling at below ambient
temperature cooling [5]. Therefore, a heat-dissipation mechanism must be applied to
thermoelectric cooler to optimize its advantages [6].
The study in [7] experimented the use of a thermoelectric cooler to investigate the
thermal management of a lithium-ion battery module. The proponents of this research used a
model by having a real-time feedback of a temperature of the battery module. In addition, the
study in [7] shows that a lower maximum temperature can be achieved by using
(TEC+FC). It is documented in [8] that thermoelectric coolers that cool batteries comprises
of a cooling module, a radiator, a pump, and a cooling fan. There are numerous studies that
28
uses TEC’s for cooling, and it is being cooled down by an electric fan or the use of natural
convection. In a study from [9], they used TEC, and fan in order to optimize the efficiency of
CMP or chip multiprocessor systems. In [10], it is discussed that TEC were used for
temperature control for IGBTs. This is done because traditional heat sinks are bulky, and it
reduces the cooling efficiency as compared to alternative cooling techniques such as active
cooling where it uses TEC.
Despite the increase in performance in of the thermoelectric cooling with forced
convection cooling (TEC+FC) in achieving a lower maximum temperature, as shown in [7],
one of its disadvantages is the additional electrical power needed in forced convection
cooling (fan). To make a better thermal management for lithium-ion battery with less power
consumption, the group proposed a method of forced cooling the TEC without the need for
additional electrical energy by using a Stirling heat pump.
The main objective of the study is to create and test a thermal management system
for lithium-ion battery module using a thermoelectric cooler with Stirling engine heat pump.
Specifically, it aims (1) to construct and test the different discharge rates of batteries with
natural convection cooling, forced convection cooling, thermoelectric cooling and
thermoelectric cooling with forced convection cooling; (2) to construct and test the different
discharge rates of batteries with thermoelectric cooling coupled with Stirling engine heat
pump; (3) To test and measure the power consumption of different cooling mechanism as
stated in objectives (1) and (2); and (4) to apply statistical treatment to analyze the power
cooling coupled with Stirling engine heat pump.
29
Different sectors such as industrial sector, agricultural sector, energy sector, and
consumer electronics need an efficient active cooling system for its operation. TEC,
considering its advantages to vapor-compressor systems such as no moving parts involved,
current-controlled, flexibility, and environment friendly, can be the solution to this demand.
Thus, using an efficient heat-dissipation mechanism such as the Stirling engine to solve the
low efficiency problem of TEC will make it suitable for a radically better active cooling
system. Lastly, optimizing the thermal management of the Lithium-ion batteries will
facilitates its application for the EVs. From this, it can help to accelerate the advent of
sustainable transportation.
The researchers will only use natural convection, forced convection, thermoelectric
cooling, Stirling engine, and their various combination as cooling mechanism for battery
module. In addition, the researchers will only used Lithium-ion battery for creating the
battery module. Lastly, Parameters will be measured and recorded using a data-logger.
3.3 Conceptual Framework
Input Process Output

Electrical parameters Peltier effect in the TEC. Temperature of the
from the power Heat dissipation for the battery module for each
source. battery module. cooling systems.
Discharge of the Electrical parameters
batteries in the such as voltage, current,
module. power, and energy
consumption for each
cooling systems.
30
Figure 3.1 Conceptual Framework of the Cooling Systems
The figure above shows the conceptual framework of the study. This framework
shows the inputs, together with the process that will be done by the system, and the outputs
that were measured. In the input, these include the electrical parameters such as currents and
voltages, and the discharge of the batteries in the module. For the process, these include the
Peltier effect in the thermoelectric cooler, and the function of the cooling systems for the
battery module. Lastly, regarding the output, these includes the temperature of the battery
module, and the electrical parameters such as the voltage, current, and power consumption
for each cooling system.
3.4 Design of the System
The design of the system is shown at Figure 3.2. The battery module is composed of
three batteries connected in series. The voltage rating and energy capacity of each battery is
3.7V and 2200 mAh, respectively. The chamber used in each prototype has a volume of 5L.
DC electronic load is used to discharge the batteries under constant-current condition.
Specifically, the researchers set the mode such that the current that the batteries produce will
have a discharge rate of 1C, 1.5C, 2C, and 2.5C. When the current in DC electronic load is
not constant anymore, then the researchers will stop the experiment since it implies that the
batteries have very small charges.
The open-source Arduino Software (IDE) was used to encode the program to be used
by the researchers. The first program consists of measuring the temperature of the system.
31
The next program measured the voltage, current, and the power of the system. The
parameters measured by the sensors were logged using a data logger in the Arduino using a
personal computer.
To measure the temperature of the battery, Arduino Uno and DS18B20 temperature
sensors were used. The temperature of the battery every three seconds was logged. For each
discharge rate, the battery was run until the constant-current condition was not met anymore.
This is indicated by the DC electronic load used in the laboratory.
To measure the power of the system, Arduino Uno and Adafruit INA219 Sensor were
used. Every two seconds, the voltage, current, and power consumption were logged. Each
cooling system ran for 30 minutes.
32
Figure 3.2 Design of the system
33
3.5 Research Flow Chart
Figure 3.3 Research Flowchart
The figure above shows the research flowchart for this study. The first part would be
the design of the cooling systems for the thermal management of the battery module. Then,
these designs will be implemented to make prototypes. Then, DC voltage will be applied to
each cooling system to run the battery at a different discharge rate, and to produce a Peltier
34
effect on the cooling systems that use the TEC module. Lastly, the temperature of the battery
module, and the voltage, current, and power for each cooling system at different discharge
rates are logged.
3.6 Theoretical Background
The TEC module has P-type and N-type semiconductors, connecting bridges
(usually copper strips), and two ceramic substrate casing. These two semiconductors are
placed thermally parallel and electrically series to each other using the connecting bridges
and are compressed between two layers of ceramic substrate. When DC voltage is applied
across this loop composed of junctions of the semiconductors, the current that flows from n-
type semiconductor to p-type semiconductor leads to a drop in temperature in those
junctions, therefore it is the cold side wherein heat is absorbed in this side. On the other end,
the current that flows from p-type semiconductor to the n-type semiconductor leads to a
temperature rise in those junctions, therefore it is the hot side wherein the heat is released
from this side [14].
Discharge current is commonly represented as a C-rate in battery description to
normalize with respect to the battery capacity, which varies greatly amongst batteries.
Therefore, a C-rate is a measurement of how quickly a battery is depleted in comparison to
its maximum capacity. A 1C rate indicates that the discharge current will completely drain
the battery in one hour. If the battery capacity is 100 Ah, then the discharge current will be
100 A if the C-rate is 1 [34].
35
3.7 List of Materials
Materials Quantity Price (PhP)
TEC1-127-06 4 480
Arduino Uno 1 415
Adafruit INA219 Current 1 196
Sensor
Mini SD card module 1 100
DS18B20 Temperature 1 112
sensor
Connecting wires 1 pack 50
Breadboard 1 550
Heatsink Electric Fan 1 200
Stirling Engine Fan 1 2000
Coleman Personal Cooler 1 1350
Heat Sink 4 560
18650 Lithium-ion battery 3 433
Total 6446
Table 3.1 List of Materials
The specification of the TEC module TEC1-127-06 is obtained in [6].
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TEC Module: Model TEC1-127-06
Pmax 60 W Dimensions
Imax 6A Width 40 mm
Vmax 15.4 V Length 40 mm
Tmax 90 ̊C Thickness 3.5 mm
Number of 127
Thermocouple
Seebeck Coefficient (S) 0.01229 V/k
Module Thermal 0.1815 W/k
Conductance (K)
Module Resistance (R) 4Ω
Table 3.2 TEC Module Used for The Experiment
37
3.9 Objective (1)
3.9 Objective (1): To construct and test the different discharge rates of batteries with natural
convection cooling, forced convection cooling, thermoelectric cooling, and thermoelectric
cooling with forced convection cooling.
In this objective, the researchers aim to create a thermal management system for
lithium-ion battery using natural convection (N-C), forced convection (F-C), thermoelectric
cooling (TEC), and thermoelectric cooling paired with forced convection (TEC+F-C). The
schematic diagrams for each cooling systems are shown in Figure 3.3 to Figure 3.6. Then,
these cooling systems will be run, and the corresponding temperatures of the battery module
are logged for different discharge rates, as shown in Table 4.1 to Table 4.4. Then, the graphs
for the temperatures variations of each cooling systems as time changes are made for each
discharge cycle. Finally, since there is no active cooling used in NC, then the temperature of
the battery module in NC served as the benchmark temperature for this study.
38
Figure 3.4 Schematic Diagram for using Natural Convection (N-C) for Thermal
Management of the Battery Module
39
Figure 3.5 Schematic Diagram for using Forced Convection (F-C) for Thermal Management
of the Battery Module
Figure 3.6 Schematic Diagram for using Thermoelectric Cooling (TEC) for Thermal
Management of the Battery Module
40
Figure 3.7 Schematic Diagram for using Thermoelectric Cooling (TEC) with Forced
Convection (F-C) for Thermal Management of the Battery Module
3.10 Objective (2)
3.10 Objective (2): To construct and test the different discharge rates of batteries with
thermoelectric cooling coupled with Stirling engine heat pump.
In this objective, the researchers aim to create a thermal management system for
lithium-ion battery using thermoelectric cooling coupled with Stirling engine heat pump
(TEC+SE). The schematic diagram for the cooling system is shown in Figure 3.7. Then, the
cooling system will be run, and the corresponding temperatures of the battery module are
41
logged for different discharge rates, as shown in Table 4.5. Then, the graphs for the
temperatures variations of each cooling systems as time changes are made for each discharge
cycle. Finally, the temperature of the battery module when TEC+SE is used will be compared
to that in objective (1). Specifically, it can be shown that the battery module is cooled if the
temperature in TEC+SE is less than that in NC.
42
Figure 3.8 Schematic Diagram for using Thermoelectric Cooling (TEC) paired with Stirling
Engine (SE) for Thermal Management of the Battery Module

3.11 Objective (3)
3.11 Objective (3): To test and measure the power consumption of different cooling
mechanisms as stated in objectives (1) and (2).
In this objective, the researchers aim to measure the voltage, current, and power for
each cooling system as stated in objectives (1) and (2). These values are logged in Table 4.7
to Table 4.10
43
3.12 Objective (4)
3.12 Objective (4): To apply statistical treatment to analyze the power consumption of
thermoelectric cooling with forced convection cooling, and thermoelectric cooling coupled
with Stirling engine heat pump.
In this objective, the researchers will apply statistical treatment to analyze the power
cooling coupled with Stirling Engine heat pump.
The power consumption of the system will be analyzed by using t–test. T-test is a
statistical method that is used to determine whether there exists a significant difference
between the means among two groups that can be related in a certain way. T - test will be
conducted to analyze the average power consumption of TEC + SE and TEC + FC.
44
Chapter 4: Results and Discussion
Results and Discussion
Thermal Management of a Lithium-Ion Battery Module using a Thermoelectric Cooler
with Stirling Engine Heat Pump
4.1. Temperature measurement of Battery Module
Table 4.1 shows the tabulated data of the exact temperatures of four thermal
management systems at 1C. Figure 4.1, Figure 4.2, Figure 4.3, and Figure 4.4 shows the plot
of the temperature every minute. Table 4.2 shows the tabulated data of the exact temperatures
of four thermal management systems at 1.5C. Figure 4.5, Figure 4.6, Figure 4.7, and Figure
4.8 shows the plot of the temperature every minute. Table 4.3 shows the tabulated data of the
exact temperatures of four thermal management systems at 2C. Figure 4.9, Figure 4.10,
Figure 4.11, and Figure 4.12 shows the plot of the temperature every minute. Table 4.4
shows the tabulated data of the exact temperatures of four thermal management systems at
2.5C. Figure 4.13, Figure 4.14, Figure 4.15, and Figure 4.16 shows the plot of the
temperature every minute.
The maximum temperature of the battery with different cooling models at different
discharge rates were determined. NC has a maximum temperature of 44.19°C at 1C, 52.06°C
at 1.5C, 57.25°C at 2C, and 58.56°C at 2.5C. FC has a maximum temperature of 40.82°C,
47.31°C, 53.44°C, and 54.61°C for 1C, 1.5C, 2C, and 2.5C, respectively. For TEC, it has a
45
maximum temperature of 47.63°, 48.19°C, 50.32°C, 50.38°C, for discharge rates 1C, 1.5C,
2C, and 2.5C, respectively. Lastly, for TEC + FC, the maximum temperatures are 28.5°C,
34.38°C, 36.06°C, and 47.13°C, respectively. Fig. 19 visualizes the value of the maximum
temperature of the battery with N-C, F-C, TEC, and TEC + FC cooling models at different
discharge rates.
For 1C discharge rate, TEC had the highest maximum temperature, followed by
FC, NC and TEC + FC, respectively. In 1.5C, NC has the highest maximum temperature,
followed by TEC, FC, and TEC + FC, respectively. In 2C, NC has the highest maximum
temperature, followed by FC, TEC, and TEC + FC, respectively. Lastly, at 2.5C, NC has
the highest maximum temperature followed by FC, TEC, and TEC + FC, respectively.
For each cooling system, it was observed that the temperature of the batteries
increases continuously until it reaches the point of maximum temperature. After that point,
the temperature decreases until the constant-current mode shown in DC electronic load is
not satisfied. In addition, it was observed that at most of the discharge rates, FC, TEC, and
TEC+FC are better in cooling the batteries than NC. At all discharge rates, It was also
observed that TEC+FC presents the most effective cooling than NC, FC, and NC. This
finding may have happened because TEC+FC provides refrigeration to the adjacent
batteries. This finding is consistent in the study in [7].
Time Temperature (°C)

(Minutes) NC FC TEC TEC+FC
1 25.75 25.69 26.56 25.37
2 26.06 25.94 26.31 24.75
3 26.44 26.19 26.44 24.56
4 26.87 26.44 26.69 24.56
5 27.37 26.75 27.12 24.62
46
6 27.81 27 27.5 24.69
7 28.31 27.25 27.94 24.75
8 28.75 27.56 28.31 24.81
9 29.19 27.75 28.75 24.87
10 29.69 28 29.12 24.94
11 30.06 28.25 29.56 25
12 30.56 28.56 29.87 25.06
13 30.94 28.94 30.25 25.12
14 31.37 29.25 30.62 25.12
15 31.75 29.56 31 25.19
16 32.19 29.87 31.31 25.25
17 32.56 30.19 31.62 25.31
18 32.88 30.5 31.94 25.31
19 33.25 30.81 32.25 25.37
20 33.63 31.12 32.56 25.37
21 33.94 31.37 32.88 25.44
22 34.25 31.69 33.19 25.44
23 34.63 31.94 33.5 25.5
24 34.94 32.25 33.75 25.56
25 35.25 32.5 34.06 25.56
26 35.56 32.81 34.38 25.62
27 35.88 33.19 34.56 25.69
28 36.13 33.63 34.88 25.75
29 36.44 34.38 35.19 25.81
30 36.75 35.5 35.44 25.81
31 37.19 37.06 35.75 25.87
32 37.69 38.63 36 25.94
33 38.13 38.75 36.31 26
34 38.69 39.11 36.63 26.06
35 39.13 39.41 36.94 26.12
36 39.69 39.88 37.31 26.19
37 40.19 40.12 37.75 26.25
38 40.69 40.4 38.19 26.37
39 41.25 40.52 38.63 26.56
40 41.75 40.7 39.19 27
41 42.19 40.82 39.69 27.56
42 42.5 40.76 40.19 28.25
43 42.88 40.38 40.63 28.5
44 43.13 40.14 41.06 27.82
45 43.44 39.72 41.44 27.13
46 43.69 39.06 41.88
47 43.94 42.5
47
48 44.13 43.63
49 44.19 45.19
50 43.31 46.69
51 42.88 47.63
52 42.75 46.94
Table 4.1 Exact Value of the Temperatures of N-C, F-C, TEC, and TEC + FC at Discharge
Rate of 1C

rate of 1C
48
rate of 1C
49
Figure 4.3. Graph of temperature vs time of thermal management system of TEC at
discharge rate of 1C
50

1 28.37 26.94 28.37 24.5
2 28.69 27.19 29.06 24.69
3 29.62 27.56 29.75 24.94
4 30.69 27.94 30.5 25.19
5 31.81 28.31 31.19 25.44
6 32.94 28.69 31.81 25.69
7 33.94 29 32.44 25.87
8 34.94 29.37 33 26
9 35.88 29.69 33.56 26.19
10 36.75 30 34.06 26.31
11 37.56 30.31 34.56 26.37
12 38.44 30.62 35 26.5
13 39.19 30.87 35.44 26.56
14 40.06 31.25 35.81 26.62
51
15 41.75 31.87 36.25 26.75
16 41.5 32.63 36.63 26.87
17 42.19 33.19 37 26.94
18 42.63 33.75 37.38 27.06
19 43.19 34.25 37.69 27.12
20 43.81 34.75 38.06 27.25
21 44.38 35.25 38.38 27.37
22 45.06 35.69 38.75 27.5
23 45.63 36.19 39.19 27.62
24 46.19 36.69 39.5 27.81
25 46.81 37.19 39.94 28.12
26 47.38 37.69 40.38 29
27 48.06 38.19 40.81 31.31
28 48.69 38.75 41.25 33.44
29 49.38 39.38 41.69 34.38
30 50.19 40.13 42.13 34.13
31 51.19 41.44 42.63 33.44
32 51.81 43.44 43.25 32.69
33 52.06 45.56 45.38 31.94
34 51.88 47.06 47.13 31.25
35 51.32 47.31 47.94
36 51.05 48.19
37 50.1 47.94
38 47.56
Rate of 1.5C
52
rate of 1.5C
53
rate of 1.5C
54
discharge rate of 1.5C
55

1 28.62 25.94 28.12 24.31
2 29.44 26.44 28.94 24.69
3 30.56 26.94 29.69 25.19
4 31.87 27.5 30.56 25.75
5 33.25 28.12 31.37 26.25
6 34.69 28.75 32.25 26.75
7 36 29.31 33.06 27.19
8 37.38 29.94 33.94 27.62
9 38.63 31.56 34.75 28
10 39.81 33.44 35.5 28.37
11 40.94 35.06 36.25 28.69
12 42.06 36.56 37 29.06
13 43.19 38.06 37.75 29.44
56
14 44.25 39.44 38.44 29.81
15 45.44 40.81 39.19 30.31
16 46.5 42.13 39.94 31.69
17 47.56 43.44 40.69 34.38
18 48.63 44.69 41.44 35.94
19 49.75 46 42.19 35.94
20 50.94 47.25 43.06 35.44
21 52.06 48.5 44.13 35.63
22 53.25 49.75 45.94 36
23 54.75 51 47.63 36.06
24 56 52.19 48.88 35.88
25 57.25 53.44 49.75 35.63
26 57.06 52.6 50.19 34.88
27 56.3 50.32 34
Rate of 2C
57
rate of 2C
58
rate of 2C
59
60

1 28.94 26 25.37 25.5
2 30.44 26.5 25.85 26.37
3 32.06 27.62 26.69 27.75
4 33.69 28.94 29.25 29.12
5 35.25 30.37 31.94 30.5
6 36.81 31.94 34.06 31.81
7 38.25 33.5 36.81 32.94
8 39.69 35.13 38.94 34.06
9 41.06 36.63 41.06 35.25
10 42.31 38.19 42.69 37.19
61
11 43.44 39.69 43.75 41.63
12 44.44 41.13 45 45.56
13 45.56 42.5 46.06 47.13
14 46.69 43.81 46.94 45.94
15 47.88 45.13 48 44.63
16 49.06 46.44 48.94 43.56
17 50.44 47.81 49.31 41.88
18 52.88 49.13 49.31 39.94
19 56.88 50.56 49.88 38.56
20 58.38 52.44 50.25 37.31
21 58.56 54.61 50.37 35.63
22 58.13 54.28 50.38 33.5
23 57.44 52.3 50.02 31.87
24 49.66
Rate of 2.5C
62
Figure 4.13 Graph of temperature vs time of thermal management system of NC at
63
rate of 2.5C
64
65
66
Figure 4.17 Summary of the maximum temperature of NC, FC, TEC, and TEC + FC at
different discharge rates.
67
4.2. Temperature Measurement for Thermoelectric Cooler combined with Stirling
Engine
Table 4.5 shows the exact values of the temperatures at different discharge rates of
1C, 1.5C, 2C, and 2.5C at TEC + SE configuration. The temperature versus time graph of
this configuration at discharge rates of 1C, 1.5C, 2C, and 2.5C can be seen at Figure 4.17,
Figure 4.18, Figure 4.19, and Figure 4.20, respectively.
From the table, the maximum temperature of the battery for each discharge rate was
determined. Specifically, TEC+SE has a maximum temperature of 30.06°C at 1C, 43.42°C at
1.5C, 45.06°C at 2C, and 48.50°C at 2.5C. Comparing it to the result in objective (1),
TEC+SE provides lower temperatures for all discharge rates than NC, FC, and TEC. On the
other hand, TEC+SE has higher maximum temperature than TEC+FC at all discharge rates.
Thus, TEC+FC still provides better cooling than all cooling systems including TEC+SE.
Despite of this, result shows that TEC+SE still cools the battery module since it has lower
maximum temperature than the benchmark NC for all discharge rates.
A summary shown in Table 4.6 shows the summary of the exact values of the
maximum temperature of NC, FC, TEC, TEC + FC, and TEC + SE.

(Minutes) 1C 1.5C 2C 2.5C
1 24.62 24.5 25.56 26.25
2 23.94 24.31 26.12 26.94
3 23.69 24.56 26.94 27.69
4 23.62 24.94 27.69 28.5
5 23.75 25.37 28.5 29.31
6 24 25.87 29.12 30.12
7 24.31 26.31 29.87 30.81
8 24.56 26.69 30.62 31.44
68
9 24.94 27.12 31.19 32.06
10 25.19 27.5 31.69 32.56
11 25.44 27.87 32.25 33.06
12 25.69 28.19 32.81 33.56
13 25.94 28.5 33.25 34.13
14 26.12 28.81 33.81 34.63
15 26.37 29.12 34.31 35.13
16 26.56 29.44 34.81 35.69
17 26.69 29.69 35.44 36.5
18 26.87 30 36.25 38.63
19 27.06 30.37 38 42
20 27.25 30.69 40.63 44.88
21 27.37 31 43.06 46.31
22 27.5 31.37 44.88 47.13
23 27.62 31.81 44.19 48.19
24 27.81 32.19 48.44
25 27.94 32.63 48.14
26 28.06 33.06
27 28.19 33.75
28 28.31 35.31
29 28.44 38
30 28.62 41.13
31 28.69 43.12
32 28.87 43.36
33 29.06 43.3
34 29.25
35 29.5
36 29.75
37 30
38 29.88
39 29.7
40 29.63
41 29.5
42 29.31
43 29.07
44 28.94
45 28.7
46 28.4
Table 4.5. Exact Value of the Temperatures of TEC+SE at Different Discharge Rates
69
Rate 1C 1.5C 2C 2.5C
NC 44.19 52.06 57.25 58.56
FC 40.82 47.31 53.44 54.61
TEC 47.63 48.19 50.32 50.38
TEC+FC 28.5 34.38 36.06 47.13
TEC + SE 30.06 43.42 45.06 48.50
Table 4.6 Exact Values of the Maximum Temperatures of the thermal management systems
at different discharge rates
70
71
72
73
74
4.3. Power Consumption of Cooling Mechanisms
The researchers measured the power readings for thirty minutes of every cooling
system. Table 4.7 tabulates the data for FC cooling system electrical measurements. Table
4.8 shows the data of the electrical measurements using the TEC cooling system. Table 4.9
shows the electrical measurements of the combined TEC + FC cooling system. Lastly, Table
4.10 shows the electrical measurements for the TEC + SE cooling system.
Table 4.10 summarizes the average power consumed by the cooling mechanisms. FC
has an average power of 2.597 W, TEC has an average power of 19.428 W, TEC + FC has an
average power of 21.608 W, and TEC + SE has an average power of 20.213 W. TEC + FC
has the highest power consumption, followed by TEC + SE, TEC, and FC. TEC+FC have
higher power consumption than TEC+SE and TEC because of the addition of electric fan.
Time (Minutes) Voltage (V) Current (A) Power (W)

1 12.52 0.2669 3.348
2 12.52 0.2016 2.51
3 12.54 0.2405 3.008
4 12.45 0.2152 2.516
5 12.5 0.195 2.442
6 12.54 0.1912 2.392
7 12.58 0.2315 2.526
8 12.48 0.2383 2.824
9 12.49 0.2161 2.55
10 12.54 0.2042 2.334
11 12.53 0.1635 2.034
12 12.61 0.1923 2.65
13 12.54 0.1991 2.506
14 12.6 0.191 2.406
75
15 12.59 0.2008 2.428
16 12.61 0.1936 3.096
17 12.56 0.2022 2.546
18 12.6 0.1927 2.424
19 12.62 0.2266 2.504
20 12.6 0.1921 2.418
21 12.6 0.1953 2.444
22 12.61 0.1906 2.596
23 12.6 0.1983 2.488
24 12.57 0.2447 3.084
25 12.65 0.2308 2.52
26 12.61 0.1905 2.602
27 12.56 0.1944 2.448
28 12.61 0.1992 2.966
29 12.59 0.2299 2.886
30 12.59 0.1922 2.422

Average Power 2.597
Table 4.7 Exact Value of the Voltage, Current, Power for FC
Time Current Power

(Minutes) Voltage (V) (A) (W)
1 9.07 2.2942 20.244
2 9.09 2.1921 20.222
3 9.14 2.2701 20.196
4 9.12 2.1932 19.114
5 9 2.187 18.514
6 9.1 2.1571 19.226
7 9.15 2.1343 19.022
8 9.03 2.2228 19.746
9 9.11 2.2109 19.642
10 9.02 2.1282 19.51
11 9.09 2.1106 18.626
76
12 8.95 2.1606 18.528
13 9.23 2.1371 18.97
14 9.13 2.2365 20.074
15 9.1 2.2271 19.972
16 9.26 2.138 19.054
17 9.15 2.1604 19.262
18 9.16 2.2165 19.966
19 9.21 2.1313 18.976
20 9.22 2.149 19.36
21 9.2 2.2073 19.91
22 9.14 2.2139 19.9
23 9.26 2.2407 19.216
24 9.21 2.1486 20.028
25 9.22 2.1441 19.864
26 9.12 2.2164 19.904
27 8.96 2.174 19.218
28 9.03 2.1741 18.832
29 9.11 2.1378 18.892
30 9.14 2.2153 18.858

Average
Power 19.428
Table 4.8 Exact Value of the Voltage, Current, Power for TEC
Time Current
(Minutes) Voltage (V) (A) Power (W)
1 8.77 2.4147 19.93
2 8.88 2.3409 20.244
3 9 2.4259 21.24
4 9.23 2.4104 21.404
5 9.22 2.4412 21.902
6 9.16 2.4128 22.218
7 9.2 2.3906 21.22
8 9.12 2.4406 21.896
9 9.04 2.4167 21.66
10 9.25 2.4215 21.686
11 9.08 2.4688 21.99
77
12 9.17 2.4923 22.342
13 9.14 2.4104 21.424
14 9.11 2.4774 22.118
15 9.1 2.4401 21.526
16 9.19 2.4158 22.516
17 9.18 2.4111 22.312
18 9.23 2.4176 21.718
19 9.23 2.4681 21.562
20 9.11 2.4306 21.584
21 9.1 2.4611 21.936
22 9.07 2.4216 21.936
23 9.26 2.4343 21.804
24 9.17 2.4141 21.254
25 9.22 2.3945 21.254
26 9.13 2.4097 21.342
27 9.22 2.3982 21.372
28 9.24 2.4204 21.676
29 9.22 2.4804 21.346
30 9.23 2.4666 21.83

Average
Power 21.608
Table 4.9 Exact Value of the Voltage, Current, Power for TEC + FC
Time Current
(Minutes) Voltage (V) (A) Power (W)
1 9.27 2.3351 20.952
2 9.25 2.2129 20.432
3 9.15 2.2267 20.484
4 9.21 2.2097 19.7
5 9.35 2.1817 19.76
6 9.21 2.2249 19.916
7 9.36 2.2556 20.578
8 9.32 2.1728 20.442
9 9.4 2.1755 19.986
10 9.35 2.2714 19.956
11 9.29 2.2161 20.622
12 9.38 2.1426 20.468
78
13 9.44 2.1626 19.654
14 9.46 2.1772 20.936
15 9.51 2.2669 20.182
16 9.5 2.246 19.904
17 9.46 2.1687 20.126
18 9.38 2.2129 20.464
19 9.42 2.1599 20.244
20 9.48 2.1922 20.356
21 9.45 2.156 20.134
22 9.49 2.2325 20.176
23 9.38 2.1812 20.248
24 9.46 2.1591 19.668
25 9.36 2.1953 20.228
26 9.4 2.2048 20.15
27 9.46 2.1499 19.648
28 9.33 2.1752 20.038
29 9.37 2.1839 20.316
30 9.33 2.1658 20.614

Average
Power 20.213
Table 4.10 Exact Value of the Voltage, Current, Power for TEC + SE
Cooling
Mechanism Power (W)
FC 2.597
TEC 19.428
TEC + FC 21.608
TEC + SE 20.213
Table 4.11 Summary of average power measured of cooling mechanisms
4.4. Statistical Test
T-Test was conducted to analyze the average power consumption of TEC+SE and
TEC+FC. The alpha was set to 0.05. Table 4.11 shows the results gathered from t-test paired
79
two samples for means analysis. The t-statistic value is 10.82943, while the t-critical value is
2.04523. Since t-statistic is greater than t-critical value, then the null hypothesis is rejected.
With this, it means that there is a significant difference between the power consumption of
TEC+SE and TEC+FC.
TEC + FC TEC+SE
Mean 21.6080667 20.2127333
Variance 0.29749944 0.12464151
Observations 30 30
Pearson
Correlation -0.19708112
Hypothesize
d Mean
Difference 0
df 29
t Stat 10.8294271
P(T<=t) one-
tail 5.25E-12
t Critical
one-tail 1.69912703
P(T<=t) two-
tail 1.05E-11
t Critical
two-tail 2.04522964
Table 4.12 Tabulated Results of Statistical analysis
80
Chapter 5: Conclusion
Conclusion
In this study, Stirling engine heat pump paired with thermoelectric cooler (TEC+SE)
was used for the thermal management of a lithium-ion battery module. The maximum
temperature rise within the battery module at various battery discharge rates using TEC+SE
were investigated and compared to NC, FC, TEC, and TEC+FC. And the power consumption
of TEC+SE was measured, and compared to TEC+FC using t-test paired two sample for
means analysis.
For all of the discharge rates, the maximum temperature of the battery module is the
lowest when TEC+FC is used followed by TEC+SE. It means that TEC+FC is better in
cooling the battery than TEC+SE. The main reason for this is that TEC+FC provides better
refrigerating capacity than TEC+SE which decreases the temperature of the battery module.
Still, TEC+SE provides better cooling than NC, FC, and TEC at all of the discharge rates.
The average power consumption of TEC+FC is 21.6081 W which is 6.9% higher than
TEC+SE which consumes an average power of 20.2127 W. This difference is further confirm
by using t-test, which shows that there is indeed a significant difference between the power
consumption of TEC+FC and TEC+SE. So overall, TEC+FC provides excellent cooling than
TEC+SE, but TEC+SE consumes less power than TEC+FC.
81
Chapter 6: Recommendation
Recommendation
For further application, one might consider integrating generator to Stirling engine
and TEC while they are being used as a cooling mechanism for battery module to further
optimize the power consumption of the cooling system.
82
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APPENDICES
Temperature Measurement Program
86
87
Power Measurement Program
88
Data logging of temperature results in Arduino
89
90

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TITLE PAGE

Thermal Management of a Lithium-Ion Battery Module

Adan, John Vincent D.

A Thesis Report Submitted to the School of Electrical, Electronics, and

Bachelor of Science in

Engr. Jesus M. Martinez Jr.

Table 3.1 List of Materials.......................................................................................................36

Table 3.2 TEC Module Used for The Experiment..................................................................36

Table 4.11 Summary of average power measured of cooling mechanisms............................78

Table 4.12 Tabulated Results of Statistical analysis...............................................................79

Figure 2.1 Stirling Cycle............................................................................................................6

Figure 2.2 Operating Principle of Stirling Engine.....................................................................7

Figure 2.3 Alpha-Type Stirling Engine.....................................................................................8

Figure 2.4 Beta-Type Stirling Engine........................................................................................9

Figure 2.5 Gamma-Type Stirling Engine................................................................................10

Figure 2.6 TEC Module...........................................................................................................11

Figure 2.7 Pin Fin type heat sink.............................................................................................12

Figure 2.8 Bonded Fin type heat sink......................................................................................14

Figure 2.10 Schematic Diagram of a passive cooling system rig............................................16

Figure 2.11 Heat Sink System.................................................................................................16

Figure 2.12 18W TEG Module by TEGpro.............................................................................17

Figure 2.13 18W Pin Fin heat sink..........................................................................................17

Figure 2.14 Cooling Fan..........................................................................................................17

Figure 2.15 Illustration of the utilization of desiccants as a passive cooling technique on PV

Figure 2.17 Outdoor Control Cabinet with TEC Air Conditioner...........................................20

Figure 2.18 Refrigeration System for Vaccines Using TEC Modules....................................21

Figure 2.19 Intelligent TEC Air Conditioning System............................................................22

Figure 3.1 Conceptual Framework of the Cooling Systems....................................................30

Figure 3.2 Design of the system..............................................................................................32

Figure 4.1 Graph of temperature vs time of thermal management system of NC at discharge

Figure 4.2 Graph of temperature vs time of thermal management system of FC at discharge

Figure 4.3. Graph of temperature vs time of thermal management system of TEC at

Figure 4.4 Graph of temperature vs time of thermal management system of TEC + FC at

Figure 4.5 Graph of temperature vs time of thermal management system of NC at discharge

Figure 4.6 Graph of temperature vs time of thermal management system of FC at discharge

Figure 4.8 Graph of temperature vs time of thermal management system of TEC + FC at

Figure 4.9 Graph of temperature vs time of thermal management system of NC at discharge

Figure 4.10 Graph of temperature vs time of thermal management system of FC at discharge

Figure 4.12 Graph of temperature vs time of thermal management system of TEC + FC at

Figure 4.13 Graph of temperature vs time of thermal management system of NC at discharge

Figure 4.14 Graph of temperature vs time of thermal management system of FC at discharge

Figure 4.15 Graph of temperature vs time of thermal management system of TEC at

Figure 4.16 Graph of temperature vs time of thermal management system of TEC + FC at

Figure 4.18. Graph of temperature vs time of thermal management system of TEC + SE at

Figure 4.19 Graph of temperature vs time of thermal management system of TEC + SE at

Figure 4.20. Graph of temperature vs time of thermal management system of TEC + SE at

Figure 4.21 Graph of temperature vs time of thermal management system of TEC + SE at

Jesus Martinez Jr.

John Vincent Adan School of Electrical, Electronics

current, and power consumption for each cooling

C. Research Flow Chart

Fig. 3.Research Flowchart

The figure above shows the research

TABLE I. List of Materials

Coleman Personal Cooler 1 1350

Arduino Uno 1 415

Adafruit INA219 Current 1 196

The researchers designed a thermal

Heatsink Electric Fan 1 200

The maximum temperatures of the battery

TABLE II. Exact Value of the maximum temperatures of TEC +

Rate 1C 1.5C 2C 2.5C

TEC+FC 28.5 34.38 36.06 47.13