ABSTRACT

In modern day applications the storing of electricity is crucial, in order

to store electricity battery is essential. Lithium ion Battery pack when kept in

isolation or a closed compact space, as in power plants or electrical vehicles

tend to heat up drastically resulting in depreciation of efficiency as well as

lifetime of the battery. The temperature of the battery mainly depends on two

factors. The factor that responsible for the heat generation in the battery are

charging and discharging of the battery. This heat dissipated by the battery

during charging and the discharging condition is controlled by Cooling fan air

cooling system. The air is Cooling faned by the motor connected to the battery

system which used to Cooling fan the air around the battery layer externally.

The battery's optimal operating temperature varies between 25 ° C and

30 ° C. Battery thermal management system that keeps the battery temperature

within the desired range will significantly improve the power consumption and

enhance both the charge storing capacity and battery life.

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 TABLE OF CONTENTS

CHAPTER NO. TITLE PAGE NO

ABSTRACT vi
LIST OF FIGURES ix

1 INTRODUCTION 1

1.1 Current Scenario 1

1.2 Battery System 3
1.3 Role of Battery System 3
1.4 Battery Issues 4
1.5 Battery Thermal Management System 5
1.6 Overview Of The Project 6
2 LITERATURE REVIEW 7
2.1 Introduction 7
2.2 Design and Modeling of Battery Cooling 8
2.3 Cooling System of Battery using Heatpipe 8
2.4 Battery Cell Arrangement Heat Transfer 9
2.5 State of Charge Estimation Methods 9
2.6 State of Health Monitoring Method 10
2.7 Battery Useful Life Estimation 11
3 METHODOLOGY 12
3.1 Proposed System 12
3.2 Working Operation 13
3.3 Battery Management System 16
3.4 Mathematical Conditions 20
3.5 Battery Thermal Model 22
4 SIMULATION AND RESULTS 27
4.1 Simulation Model of Proposed System 27

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5 HARDWARE IMPLEMENTATION 29
5.1 Hardware Description 29
5.1.1 Arduino Controller 30
5.1.2 Current Sensor 31
5.1.3 Temperature Sensor 33
5.1.4 Motor Cooling fan 34
5.2 Experimental Output 35
6 CONCLUSION 37
REFERENCE 38
APPENDIX-I 40
APPENDIX-II 42
PROGRAMME OUTCOMES 43
PLAGIARISM REPORT 47
CONFERENCE DETAILS 48
JOURNAL PUBLICATION DETAILS 49

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 LIST OF FIGURES
Fig.NO TITLE PAGE NO
1 Power Generation 1
2 Renewable Energy Scenario 2
3 BTMS Block Diagram 13
4 Flow Chart 14
5 Battery Thermal Model 22
6 Lead Acid Battery 23
7 Simulation Model 27
8 Simulation Model Result 28
9 Hardware Block 29
10 Arduino Mega 30
11 Principle of Direct Sensing 31
12 Principle of Indirect Sensing 31
13 Open loop Hall Effect Technology 32
14 Closed loop Hall Effect Technology 32
15 Temperature Sensor 33
16 Experimental Output 35
17 Output Waveform 36

iv
 CHAPTER 1
INTRODUCTION
Generation of energy extends from standard sources, as an example, coal,
hydro, evaporated gasoline, oil, lignite and nuclear energy to affordable non-
conventional sources, as an example, wind, daylight based mostly, and home &
agricultural wastages. Generally in India there are two main contribution of
electricity production are in the operation which are known as the thermal
power plant and hydro-electric power plant which contribute the major
electricity production.

1.1 CURRENT SCENARIO

India is that the world's third largest producer and third largest client of
electricity. The national electrical grid in Bharat has associate put in capability
of 368.79 GW as of thirty one December 2019. Renewable power plants, that
additionally embody giant electricity plants, represent thirty four.86% of India's
total put in capability. In 2018-19 total electricity generation (utilities and non-
utilities) within the country was one, 547 TWh. The gross electricity
consumption in 2018-19 was one, 181 kWh per capita. In 2015-16, electrical
energy consumption in agriculture was recorded as being the best (17.89%)
worldwide [1].

Fig 1: Power Generation

1
 In above fig.1, it shows generation of electricity by various types of power
plant. It is observed that most of the electricity comes from fossil fuels
particularly coal which responsible for 61% of the total electricity generation
which is followed by hydro-electric power plant contributes of 14% of the
electricity generation and also renewable energy resources which contribute
same as hydro-electric power plant.

During the financial year 2018-19, the utility energy accessibility was
one,267.5 billion KWh, a brief fall relative to necessities of seven.07 billion
KWh (-0.6%). Peak load met was one hundred seventy five,528 MW, 1,494
MW (-0.8%) below necessities. within the 2019 Load Generation Balance
report, India's Central Electricity Authority anticipated energy surplus and peak
surplus to be five.8% and 8.4%, severally, for the 2019–20 financial year.
Power would be created offered to few states expected to face shortages from
states with a surplus, through regional transmission links. From year 2015
onward, power generation in Asian country has been less of a retardant than
power distribution.

Fig 2: Renewable Energy Scenario

From the above fig.2, which shows the renewable energy scenario in
India. In India the renewable energy resources contributes about 14% of the
electricity production out of which wind energy dominates about 65% of the
2
production followed by the solar power plant which is about 20% of the
generation and the rest is occupied by various energy resources.
1.2 BATTERY SYSTEM
Battery is the combination of one or many cells which used for
transferring the flow of electrons between the cathode and anode. Battery
consists of two terminals which is classified into cathode a positive terminal and
anode which is a negative terminal. The electrodes are immersed in an
electrolyte. The chemical reactions take place inside the system which is known
as redox reaction[2]. Whenever an external load is connected to the battery the
energy flows which is in DC form.
The battery is of basically classified into two main types. They are
rechargeable and non-rechargeable Lithium ion Battery pack. There are many
types of Lithium ion Battery pack which are used for various applications some
of them are lead-acid battery, lithium-ion battery, nickel-cadmium, fuel cells[3].
Generally rechargeable Lithium ion Battery pack are extensively used which are
lead-acid and lithium-ion battery. Lithium-ion battery have good charge storing
capability, however lead-acid Lithium ion Battery pack are cheaper. Hence the
lead-acid Lithium ion Battery pack are used widely. Battery plays a major role
in the DC system and also in various power systems, electric vehicles, power
station etc.
1.3 ROLE OF BATTERY SYSTEM
Lithium ion Battery pack are generally used in many applications where
energy storage is required right from large power stations to inverter backup in
home. It is one of the simplest forms for storing charges. DC current does
generated can be easily converted into AC. In power station the Lithium ion
Battery pack are used to store the excess power which is generated or used as a
buffer in order to supply power to the grid. This type of system is basically used
in thermal, nuclear and hydro-electric power plant.

3
 Besides these, battery plays a vital role in renewable energy system like
solar energy and wind power plant where the energy is accumulated in battery
packs as soon as the energy is generated. It also acts as a charge storing device
in which the power can be transferred from one to another system. This can be
thus connected as grid connected or stand-alone power generation. In order to
supply or transfer the power to the grid line the appropriate voltage and the
frequency level should be changed which can be easily done by DC system.
Apart from these the battery plays major role in HVDC transmission.

1.4 BATTERY ISSUES

Lithium ion Battery pack generate heat during charge−discharge cycling

and this must be dissipated to the environment to stop the battery temperature
from rising continuously. A Battery management System is any electronic
system that manages a rechargeable battery (cell or battery pack), such as by
protecting the battery from operating outside its area, watching its state,
scheming secondary knowledge, news that knowledge, dominant its
atmosphere, authenticating it and / or leveling it. Within the case of discharging,
the full energy within the system is fixed and also the temperature rise is going
to be limited by the available energy. However, this may still cause very high
localized temperatures even in low power Lithium ion Battery pack.
Battery technology has been started altogether electric vehicles so on
regulate pollution and to reduce the worth of fuel consumption. During this
paper, the battery is monitored and it's controlled using cooling methods[4].

This battery is been monitored by Arduino microcontroller and so the

temperature is noted every single time. This thermal management of the battery
is extremely useful within the modern world so on watch the health and
temperature level of the battery which helps to increase the lifetime of the
battery system.

4
1.5 BATTERY THERMAL MANAGEMENT SYSTEM
The most use of the BTMS is employed to take care of the temperature
level of the battery. The specified temperature of the battery ranges between
25°C and 35°C. During the charging and discharging time, the battery may
produce enormous heat within the system. So as to regulate the warmth
produced by the battery the cooling system is utilized to regulate the warmth at
its desired operating range. This BTMS used for balancing the various cooling
and heating circuits within the battery pack to fulfill the performance
requirements.
This heat liberated by the battery is controlled mainly by the cooling tubes.
This cooling tube is get connected to the battery which accustomed reduce the
warmth level of the battery. This BTMS is employed to take care of the thermal
level of the battery. During the charging and discharging of the battery the
temperature of the battery varies and exceeds the fixed value.
The conventional conduction of the battery temperature ranges from 25°C
and 35°C. When the warmth is dissipated from the battery this accustomed
increase the temperature level of the battery at the time the cooling system starts
to figure.
The air coolant has indirect battery contact and is a method to get rid of
the warmth generated from the battery during operation[5]. Forced heat removal
aided by air from the condenser side of the thermoelectric air casing is achieved.
Specific tests are performed on virtual electric vehicle battery systems.
Experimental results show a positive cooling effect with a decent amount of
warmth dissipation.

5
1.6 OVERVIEW OF THE REPORT
Due to increase in temperature of the battery system it used to dissipate
heat and various methods are employed in order to control the battery
temperature. The various types of cooling system involved to control the battery
temperature are active and passive cooling system, air cooling system etc. In
this project Cooling air cooling system is employed in which the air is
transferred through a tube around the surface of the battery.

Chapter 2: The various literature works and reference which are related
to the battery thermal management system on electric vehicles.
Chapter3: The detailed description of methodologies used in the project
is explained. The basic concepts of mathematical modeling of a battery
calculation.
Chapter 4: SIMULINK block diagram and results are analyzed and
explained.
Chapter 5: Describes the hardware components that are implemented in
our project and also the results obtained using the hardware.
Chapter 6: Conclusion of the project and its future scope.

6
 CHAPTER 2
LITERATURE SURVEY

There are has been major contribution around the battery system
construction and develop cooling system for the battery system. The battery
thermal management system deals with the continuous monitoring of the
Charge, Health and thermal model of the battery system. Cooling system for the
battery is the major role in order to reduce the temperature level of the battery
and helps to run in its operating range. In this battery thermal management
system the major emphasis is given to the air cooling, passive and active
cooling system and the observation made from this project allow us to develop
efficient cooling system for the battery.

2.1 INTRODUCTION

For battery packs it's important to manage the pack to stay within the
desired temperature range for optimum performance and life, and also to scale
back uneven distribution of temperature throughout a pack which might cause
reduced performance. Importantly, the attainment of even temperature
distributions through the battery pack eliminates potential hazards associated
with uncontrolled temperature build-up (‘thermal runaway’). Thermal
management systems using active cooling (forced circulation of air or air) are
proposed and simulated for lead-acid Lithium ion Battery pack in electric
vehicle applications. Air convection (natural or forced) fairly often is
insufficient for effective chilling from Lithium ion Battery pack under abuse
conditions leading often to non- uniform temperature distributions within
battery packs. Air cooling of battery packs is an efficient method for dissipation
or addition of heat. However, it’s desirable to stay the cooling air cut loose the
battery than for tiny battery packs, cooling by air might not actually be possible.

7
2.2 DESIGN AND MODELING SYSTEM OF BATTERY COOLING
Gi-Heon Kim stated in battery thermal management system design and
modeling, the battery thermal control is important in reaching performance and
extended lifetime of Lithium ion Battery pack in electric powered and hybrid
vehicles below actual using conditions. Appropriate modeling for predicting
thermal behavior of battery systems in cars allows to form selections for
advanced layout and shortens the event method. From this paper, we verified the
impact of cooling strategies with air and every direct and oblique air cooling.
The simplicity of an air battery cooling system could be a bonus over a air
cooling system[6]. Additionally to lower heat switch coefficient, the
disadvantage of air cooling is that the little warmth capability of air makes it
hard to accomplish temperature uniformity inside a cellular or between cells in a
very module.

2.3 COOLING SYSTEM FOR BATTERY USING HEAT PIPES

Joshua Smith proposed in battery thermal management system for electric
vehicle using heat pipes, warmth pipe based thermal management system has
been proposed for excessive electricity Lithium ion Battery pack for electric
powered automobiles. The proposed device consisted of heat pipe cooling tube
to extract warmness from person prismatic cells, a faraway heat pipe module to
shipping warmth as much as 300mm distance, and air bloodless plates to expend
heat from warmth pipe device to ambient air.

The battery thermal management gadget become capable of dissipate

400W per module at the same time as maintaining the mobile temperature
beneath the fifty five °C restrict, with a chilly plate coolant(Cooling air)inlet
temperature of 25°C and waft fee of 1 lit/min. The temperature among the
prismatic cells of module become maintained within ± five °C the usage of
phase thermal uniformity characteristic of heat pipes[7].

8
2.4 BATTERY CELL ARRANGEMENT AND DESIGNING OF AIR
COOLING SYSTEM

Park S, D Jung stated, computationally economical numerical models of

battery cooling systems area unit developed and therefore the effects of the
battery cell arrangement and therefore the heat transfer air (HTF) kind on the
cooling performance and therefore the parasitic power consumption of the
system area unit investigated. A one-dimensional heat conductivity model of a
cylindrical battery cell is developed employing a finite distinction technique for
the cell temperature prediction and battery module model is developed to
predict the cell to cell temperature variation and therefore the power
consumption of the systems counting on the look of battery module and in
operation conditions.

The analysis of the battery thermal management system (BTMS) style by

victimization the numerical model is conducted for air and air kind BTMSs.
From the numerical analysis, it's found that a large battery module with a little
cell to cell gap is fascinating for the air kind BTMS whereas a slim battery
module with a little gap is fascinating for a air kind BTMS[8]. The results
conjointly show that the air kind BTMS consumes rather more power compared
with the air kind BTMS particularly for prime heat load condition. However,
underneath low heat load conditions, the facility consumption of the air kind
BTMS is appropriate considering its benefits over the air kind BTMS.

2.5 STATE OF CHARGE ESTIMATION IN BATTERY

R Xiong, J Cao, Q Yu proposed, Battery technology is that the bottleneck
of the electrical vehicles (EVs). it's necessary, each in theory and exercise, to try
to analysis on the modeling and state estimation of Lithium ion Battery pack,
that is important to optimizing energy management, extending the life cycle,
reducing price, and safeguarding the safe application of Lithium ion Battery
pack in EVs. However, the Lithium ion Battery pack, with robust time-variables
9
and nonlinear characteristics, are more influenced by

10
such random factors like driving masses, operational conditions, within the
application of EVs. The period, correct estimation of their state is difficult. The
classification of the estimation methodologies for estimating state-of-charge
(SoC) of battery focusing with the estimation method/algorithm, advantages,
drawbacks, and estimation error are consistently and severally mentioned.
Particularly for the battery packs existing of the inevitable inconsistency in cell
capability, resistance and voltage, the advanced characterizing compound
choice, and bias correction-based methodology has been delineate and
mentioned.
The review also gives some major feedback factors that are indispensable
for correct estimation of battery SoC; it'll be useful for guaranteeing the SoC
estimation accuracy. It’ll be terribly useful for selecting associate applicable
methodology to develop a reliable and safe battery management system and
energy management strategy of the EVs. Finally, the paper additionally
highlights variety of key factors and challenges, and presents the potential
recommendations for the event of next generation of good SoC estimation and
battery management systems for electrical vehicles and battery energy storage
system[9].
2.6 STATE OF HEALTH MONITORING METHOD IN BATTERY
L Li, J Tian proposed, to ensure the driving safety and avoid potential
failures for electrical vehicles, evaluating the health state of the battery properly
is of great importance. This study aims to function a helpful support for
researchers and practitioners by consistently reviewing the offered literature on
state of health estimation strategies. These strategies is divided into 2 types:
experimental and model-based estimation strategies. Experimental strategies
square measure conducted during a laboratory setting to investigate battery
aging method and supply theoretical support for model-based strategies. A
battery model, model-based estimation strategies establish the parameters, that
have sure relationships with battery aging level, to understand state of health

11
estimation[10]. On the idea of reading intensive literature, strategies for
deciding the health state of the battery square measure explained during a
deeper method, whereas their corresponding strengths and weaknesses of those
strategies square measure analyzed during this paper. At the tip of the paper,
conclusions for these strategies and prospects for the event trend of health state
estimation square measure created.
2.7 ESTIMATION AND CALCULATION OF REMAINING USEFUL
LIFE FOR BATTERY
M S H Lipu stated the Electric vehicles (EVs) became more and more
widespread thanks to zero carbon emission, reduction of fuel reserve, snug and
light-weight transport. However, EVs using lithium-ion battery face difficulties
in terms of predicting correct health and remaining helpful life states thanks to
varied internal and external factors. Currently, only a few papers square
measure self-addressed to summarize the state of health (SOH) and remaining
helpful life (RUL) estimation approaches. during this regard, the goal of this
paper is to comprehensively review the various estimation models to predict so,
and RUL in an exceedingly comparative manner. The results determine the
classifications, characteristics and analysis processes with benefits and
downsides for heat unit applications. The review additionally investigates the
problems and challenges with doable solutions. Moreover, the review provides
some selective proposals for the additional technological development of so,
and RUL estimation for lithium-ion Lithium ion Battery pack[11]. All the
highlights insight this review can hopefully cause the increasing efforts towards
the event of the advanced so and RUL ways for future heat unit uses.

12
 CHAPTER 3
METHODOLOGY
At much lower mass flow rates air cooling will achieve better heat
transfer. For situations where large heat loads or high power densities need to be
dissipated, and air will need a very high flow rate, a air cooled system is usually
used. Piped air refrigeration systems provide better thermal battery management
because they are better at conducting heat away from Lithium ion Battery pack
than air-cooling systems. One drawback is the system's limited supply of air
compared to the essentially limitless amount of air which can flow through a
battery.
3.1 PROPOSED SYSTEM
The main method used in the battery thermal management system is used to
reduce and decrease the temperature level of the battery using air cooled tube
connected across the battery. This air cooled tube is wounded around the battery
and a normal DC motor Cooling fan is used to transfer the air from one to
another end of the battery. The battery is allowed to work under the normal
conduction at normal temperature range. When the temperature is increased
during the charging and the discharging period the heat level of the battery rises.
This heat dissipated by the battery is used to affect the life health of the battery.
Under the normal conduction period, the battery is used to work at a
normal temperature zone. When there is a sudden increase in the temperature
the indication alert will be displayed. The temperature is monitored by using
THERMISTOR temperature sensor. This THERMISTOR sensor and battery is
readily paired with the Arduino microcontroller. At the time of the overheated
period the cooling system comes into operation. This Cooling fan used to
transfer the cooling air around the battery system and it used to reduce the
temperature of the battery.

13
3.2 WORKING OPERATION

From fig.3, the battery monitoring system which is used to denote the
battery health of the system. This is used to have continuous monitoring method
in order to check the battery level, health, charge, temperature of the battery
system. This BTMS is used to maintain the thermal state of the battery by using
temperature sensor.

The THERMISTOR Thermistor is used to detect the temperature range of

the battery. The normal operation of the battery ranges from 20°C and to
35°C.When the temperature of the battery exceeds the determined level the
motor Cooling fan which is connected with the battery system comes to
operation.

The 12V DC motor Cooling fan is used in the battery cooling system in
order to transfer the air from one end to the other end of the cooling tube. The
tube is

14
 This THERMISTOR Thermistor and the motor Cooling fan is connected
with the battery and the operation of the cooling system comes to working with
the help of the Arduino microcontroller. This THERMISTOR and motor
Cooling fan is interfaced with the Arduino and the appropriate program is used
to run the operation of the cooling system.

This Battery thermal management system is used to monitor the continuous

working of the battery and the values are stored in the device. In this cooling
system the battery are allowed to work under the normal operating condition.
This battery is connected with the loads in order to charge and drain the battery
level. The battery is used dissipate heat when the temperature exceeds the
operating battery temperature range. The two Cooling fans are used in the
cooling system in order to transfer the air from one end to another end and
another Cooling fan is used in order to outlet the Cooling air to the container.

From above fig.4, the cooling system is connected with the two end of the
battery when the temperature exceeds the fixed range the sensor used to indicate
the alert. Then the cooling system comes under operation which used to transfer
the air flow around the battery system. When the temperature reach back to the
normal operating condition the motor Cooling fan which is connected to the
battery will get turned off automatically. The temperature and Cooling air
position sensor is placed in order to indicate the temperature and Cooling air
level of the cooling system.

The motor Cooling fan act as the major component in the battery
management system. This used to transfer the air flow rate according to the
temperature range of the battery. This motor Cooling fan is connected to tube
which is attached to the cooling tube of metal in order to achieve more cooling
rate. This metal plate will act as a conductor and produce more cooling for
better performance. This cooling system is achieved through the motor Cooling
fan which used to regulate the
15
Cooling air flow at higher rate in addition to the temperature range of the battery.

16
 These metal plates are connected around the battery system accustomed
protect the battery from the damage in transferring the air through pipes.
Because the Cooling air is employed as air when there's an overheat the cooling
is employed for the one battery and another battery is allowed to work in a very
normal range with none use of the cooling system. The Arduino microcontroller
is employed to store the programming value within the memory which is
employed to work the temperature and motor Cooling fan which is connected
with the microcontroller.
This Arduino incorporates several ports during which the temperature
and also the motor Cooling fan program are attached to the respective port to
regulate the Cooling air flow through the battery system. The motor Cooling fan
is connected to both the top of the battery which won’t to transfer the air around
the battery to scale back the upper-temperature level of the battery which
continuously operates with the load connected to that. The load which is
connected to the battery during which the cooling system is attached to that
won’t to acquire all the voltage produced by the battery and also the battery is
allowed to empty the costs.
3.3 BATTERY MANAGEMENT SYSTEM
The aim of the Battery Thermal Management System is to keep up the
battery pack at an optimum average temperature of between 25 ° C and 40 ° C
(70 F to 120 F) within the surrounding environment and to reduce the
temperature difference within the cells. The battery functions best at
temperatures between 25° C and 35 ° C (70–95 F), which is truly difficult or
expensive to sustain during regular vehicle activity over the wide selection of
environmental conditions. Battery pack effectively cooling and heating could be
a challenge because of cost, strength, and weight and volume constraints.
Advanced refrigeration systems are required to get rid of heat from the energy
storage system and to keep up cell temperature.

17
 A battery management System is any electronic system that manages a
chargeable battery (cell or battery pack), like by protective the battery from in
operation outside its safe in operation space, monitoring its state, calculating
secondary data, reporting that data, controlling its environment, authenticating it
and / or balancing it.

A battery pack built together with a battery management system with an

external communication data bus is also a wise battery pack. BMS means
Battery Management Systems for the utility or plant engineer who is answerable
for standby power whose battery is that the last line of defense against an
influence outage or telecommunications network failure.

These systems include not only battery monitoring and safety but also
methods of keeping the battery able to provide full power when needed and
methods of prolonging its life and it's known that the specified operating
temperature for many Li-ion Lithium ion Battery pack is 20ºC to 30°C,
although ambient temperatures can vary from-50°C to 50°C.

When designing battery pack should be compact, lightweight, have low

cost manufacture and maintenance, and, have easy accessibility for maintenance.
The management system should have low parasitic power, allow the pack to
work under a good range of climate. Less temperature uniformity outcomes
within the speedy decay of the cycle existence of the battery percent. Even
worse, the non- uniform temperature distribution can also aggravate the
unbalanced discharging phenomenon and reduces the available power for the
battery packs.

For a BTMS, dissipation of the inner heat of the kids by using advanced
warmness transfer is insufficient. a mixture of an appropriate cooling strategy,
the percent’s structure, and also the charge of rate/discharge is required to style

18
an acceptable BTMS for unique packs. Numerous techniques were proposed in
preceding research to enhance the cooling overall performance.

For air or air cooling, for instance, increasing the coolant pace or the scale
of cooling structure may additionally benefit the common temperature and
temperature uniformity. Extent, leading to a bigger energy consumption of the
BTMS. There had been no uniform standards created to measure
cooling/heating designs, and few researchers have tested the functions of varied
cooling/heating strategies and determined the situations that they are
appropriate. Previous reviews have analyzed BTMS well.

This have a look at pursuits to enhance and appearance to destiny

tendencies based at the most recent studies. Specifically, an overview of the
electrical and thermal traits of lithium-ion Lithium ion Battery pack is provided.
The warmth technology function of Lithium ion Battery pack are summarized,
the cooling performances of varied thermal management strategies are analyzed.

Unique optimization strategies are summarized and compared, an of

overview of the control techniques for BTMSs is obtainable, the importance of
the manage strategies for BTMSs are mentioned, and using the BTMS
residences as assessment criteria to determine whether or not the layout BTMS
is acceptable is obtainable. Electrode substances and dimensions of Lithium ion
Battery pack decide their homes.
This BTMS is used to study the temperature level of the battery system
which is used to manage the heat, temperature of the battery and with the help
of the cooling system combined with the battery used to reduce the temperature
and it also used to liberate the heat from the battery pack. This type of air
cooling system and cooling tube is very efficient and cost efficient manner in
comparison With the passive cooling and air cooling system. The temperature
of the battery is noted with the help of THERMISTOR Thermistor configured
with the Arduino microcontroller.
19
 This thermal management of the battery is used to keep the battery
health at the operating range in the vehicle. The temperature range of the battery
is been monitored and it is managed by the cooling system. The heat produced
by the battery or the change in the temperature range of the battery which is
been identified and it will be reduced by the cooling system. This cooling
system consists of cooling tube connected over the battery which reduces the
temperature of the battery. Cooling tube is used to remove excessive heat
generated by the battery pack during the operation of an electric vehicle.

The battery monitoring system which is used to denote the battery health
of the system. This is used to have continuous monitoring method in order to
check the battery level, health, charge, temperature of the battery system. This
BTMS is used to maintain the thermal state of the battery by using temperature
sensor. At much lower mass flow rates, air cooling will achieve better heat
transfer.

As the thickness of a cooling tube reduces, the spectrum of substances

and production strategies to be had is limited, making the producing method
greater complex and luxurious.

To save you thermal runaway from going on and keep a favorable

working performance, serial measurements have to be made to chill/warmness
Lithium ion Battery pack correctly, and designing the thermal route to expel the
combustion of electrolyte faraway from adjoining cells. There are 3 important
sorts of warmness transmission styles, warmness conduction, warmness
convection, and radiation, which determine the Cooling/heating overall
performance.

20
3.4 MATHEMATICAL CONDITIONS

Coulomb Counting Method:

The coulomb enumeration technique, additionally called ampere hour

enumeration and current integration, is that the commonest technique for
scheming the SOC. This technique employs battery current readings
mathematically integrated over the usage amount to calculate SOC values
given by
1
𝑆𝑂𝐶 = 𝑆𝑂𝐶(𝑡 )+ 𝑡 +𝜏 (𝐼 −
𝐼 )𝑑𝑡 (1)
0
0
𝐶𝑟` ∫𝑡 𝑏 𝑙𝑜𝑠𝑠
0

Where SOC (t0) is that the initial SOC, Crated is that the rated capability, I b is
that the battery current, and Iloss is that the current consumed by the loss
reactions.

The releasable capability (Crelease), of associate operational battery

is that the free capability once it's fully discharged. Accordingly, the SOC
is outlined because the share of their leasable capability relative to the
battery rated capability (Cr), given by the manufacturer..

SOC= Crelease/Cr 100% (2)

A fully charged battery has the supreme releasable capability (Cmax),

which might vary from the rated capability. In general, Cmax is to some
extent completely different from metal for a new used battery and can
decline with the used time. It may be used for evaluating the SOH of
electric battery.

SOH = Cmax/Cr * 100% (3)

When a battery is discharging, the depth of discharge (D) can be

expressed as the percentage of the capacity that has been discharged relative
to Cr,

D =Crelease/Cr * 100% (4)

20
Where Crelease is the capacity discharged by any amount of current. With a
measured charging and discharging current(Ib),the difference of the D in an
operating period(Ʈ)can be calculated by
𝑡0+𝜏 (𝑡)𝑑𝑡
− ∫𝑡0 𝐼𝑏
∆𝐷 = 100% (5)
𝐶𝑟

Where Ib is taken as positive when charging and negative when discharging. As

time elapsed, the D is accumulated.

D(t)= D(t0) + ∆D (6)

To improve the accuracy of estimation, the operating efficiency denoted as ŋ is

considered and the D expression becomes,

D(t)= D(t0) + η∆D (7)

with ŋ equal to ŋcx during charging stage and equal to ŋdx during
discharging stage. Without considering the operative potency and also the
battery aging, the SOC will be expressed as

SOC(t)=100%–D(t) (8)

The battery gives maximum performance when operated at a higher

temperature. However, this comes at a cost, providing low efficiency and lower
lifespan of the battery. If operated at a low temperature, the required amount of
current would not be generated. Thus for improved battery life and efficiency,
an appropriate Battery Thermal Management System (BTMS) must be used.
Fig.4 below shows the battery performance as a function of temperature and
normalized value. The region where the battery life and capacity meet is the
region where the battery operates efficiently. This temperature is between 23-25
degrees Celsius.

21
 Full Discharge Time=7.5AH / ((Total amps of all light bulbs being
used/0.85)^1.2)
Eventually, the cycle of converting the DC to the AC power is approximately 85
% effective, so your light bulb amps must be divided into 0.85 to obtain the
correct amp from your battery. This equation deals with the amount of ampere
hour of load and the battery.
From this we can able to calculate the discharging time of the load in
connection with the battery. There is no need to full discharge the battery 50%
of the charge or ampere can discharged and the battery is set to charge again
with the charging circuit.
3.5 BATTERY THERMAL MODEL

Fig 5: Battery thermal model

From above fig.5, During charge-discharge cycling, Lithium ion Battery

pack generate heat and this must be dissipated into the environment so that the
battery temperature does not increase continuously. Either charged or
discharged, the operation of any battery produces heat because of the I 2R losses
as current flows through the battery's internal resistance. This is also called
Joule Heating.
 An original battery pack with an external communication data bus and
electric battery management system is made. BMS stands for the battery
management systems for an influence station or plant engineer whose battery is
that the last line of protection from equipment failure or the failure of the
telecommunication network.

The total energy within the device is set in the case of discharge and the
temperature increase will be limited by the available energy. But, even in low-
power Lithium ion Battery pack this can still trigger very high localized
temperatures. The temperature results predicted by the single thermal battery
model which implies that the model of heat generation and the assumptions
were reasonable. A methodology has been proposed for designing and
optimizing the battery with help of the cooling tube by using the motor Cooling

fan.

Fig 6: Lead Acid battery

A battery is a tool which, by an electrochemical reaction, converts the

chemical energy stored in its active material into electrical energy. From above
fig.6, the Lead acid Battery (LAB) active substances include the terminal plates
of lead oxide (PbO2) and lead (Pb) and a sulphuric acid solution (H 2SO4).
Currently the number of electric devices in the modern car is constantly
increasing and, therefore, there will be a need for greater power from the
battery, which, if not controlled, can quickly and suddenly cause battery failure.
 Before layout an energy storage gadget, it should be noted that the electric
characteristics of the battery, such as modern, voltage, and potential, and
thermal traits, consisting of battery performance whilst operating at special
ambient temperature. This segment specializes in the electrical and thermal
characteristics of Lithium ion Battery pack. The theoretical version and
simulation for thermal traits of Lithium ion Battery pack or packs are
summarized. Battery electrical performance is associated with fee/discharge
price, ambient temperature and SOH, that’s shown absolutely in available
capability, operating voltage platform and internal resistance.

First with a growing of battery discharge rate, working voltage platform of

Lithium ion Battery pack turns into decrease and shorter, lesser electricity
released before it meets the reduce-off voltage, and the equal internal resistance
turns into smaller.

Second, reducing the ambient temperature can lower the working voltage
platform of Lithium ion Battery pack. The critical cause is that the electro-
chemical parameters of battery are converting with its states and the operating
condition.

There are 4 methods to gather battery internal resistance: voltage-

contemporary (V-I) traits, resistance via over-capacity, swiftly intermittent
fee/discharge and AC impedance spectroscopy. Equivalent internal resistance of
battery may be measured with the aid of the Galvanostatic Intermittent Titration
Technique (GITT).

The battery is positioned right into a climatic chamber to manipulate its

ambient temperature, and price or discharge for short pulse separated by
relaxation periods. The voltage difference of battery at beginning and finishing
of the relaxation length, which may be seen as unique voltage consumed
through internal resistance include ohmic resistance and polarization resistance.
The approach based on over-capability resistance is on the whole to calculate
Lithium ion Battery pack warmness era performance. As discussed above, Lithium
ion Battery pack’ equivalent
inner resistance is suffering from SOC, SOH and ambient temperature.
In addition, electro-chemical impedance spectroscopy (EIS) is likewise
stricken by these elements. All of these characteristics should be considered to
estimate battery state or acquisition battery warmness technology performance.
Temperature has a splendid impact on a battery. Generally, a higher temperature
can accelerate the chemical reaction.

However, in line with the thermal characteristics of precise Lithium ion

Battery pack, charging/discharging for Lithium ion Battery pack in greater cost
ambient contributes to the procedure of electro-chemical response; any
excessively excessive or low temperature may also encourage undesired side
reaction or structure harm.

Battery thermal conduct remains complicated, battery, as an example,

equal internal resistance will increase with the lower of ambient temperature or
the growth of discharging period time, which means that the irreversible heat of
battery is changing with ambient temperature and the discharge process.

Furthermore, the entropy changes of battery show off amazing difference

at distinct SOC states. Moreover, the share of entropic-warmness couldn't be not
noted at low price/discharge rate and which can be dwindled with the growth of
rate/discharge fee. What’s more, before designing a green BTMS, it's far
important to acquire two essential parameters of Lithium ion Battery pack:
warmness ability and thermal conductivity.

Several factors have an effect on this parameters: For Lithium ion Battery
pack, the thermal conductivity increases with the electrode and separator
infiltrated through electrolyte and then the warmth conductivity coefficient are
growing; In-aircraft has a bigger thermal conductivity than thru-aircraft due to
the high fee of modern collector and thermal transport is restricted by means of
the interface thermal resistance.
 In addition, the thickness of Lithium ion Battery pack electrode additionally
have an effect on Lithium ion Battery pack warmness ability and thermal
conductivity. In ambient temperature, Lithium ion Battery pack heat capacity is
expanded linearity with temperature, while the thermal conductivity decrease at
over-lower or over-higher ambient temperature and after numerous instances
cycle at high ambient temperature, Lithium ion Battery pack thermal
conductivity of decreases as nicely, that is because of fuel generated by
electrolytes deposition and aspect reactions inside the battery.

The performance, life and value of any heat unit is powerfully suffering
from its battery pack. Operating temperature of the battery is critical to its
performance and influences the availability of discharge power (for start-up and
acceleration), energy, and charge acceptance during energy recovery from
regenerative braking. These affect vehicle drive-ability and driving range.
Higher operative temperature is answerable for degrading the battery life.
Therefore, ideally, Lithium ion Battery pack should operate within an optimum
temperature range for the best performance and life.

The desired operating temperature depends on electrochemistry, for a LAB

it is 25°C to 45°C. However, since AN energy unit can operate in a very a lot of
wider temperature vary (icy winters up to hot summers), so a sensible Battery
observance System plays crucial role and should be designed to take into
account temperature effects while SOC estimation and charging process.
 CHAPTER 4
SIMULATION AND RESULTS

The simulation is executed using MATLAB in order to compare the

performance and efficiency of the two Lithium ion Battery pack. The
proposed system is simulated by using the MATLAB/Simulink which is
shown in the Fig 7.
4.1 SIMULATION MODEL OF PROPOSED SYSTEM

Fig 7: Simulation Model of Proposed System.

From fig.7, it is assumed the Cooling air is transferred from a reservoir

through motor Cooling fan whose set point is controlled as per the temperature
of the battery. The temperature and the current value of the battery are read. For
the closed loop motor drive we are using the speed and current as input. The
temperature is set at 32ºC at which the Cooling fan operate at moderate speed
and when the temperature goes beyond 35ºC the motor Cooling fan operates at
full speed.
 The Cooling air discharged flows to the other reservoir. The scope outputs
are battery, current, temperature of the battery and Cooling fan power. Displays
the outline of the project undertaken for MATLAB / SIMULINK. Here, the
motor is used as a load, and Cooling air is circulated through a controlled
Cooling fan that varies the flow rate according to the battery temperature
increase. The result of the simulation is shown in Fig.8

The simulation model shown in fig.8, shows the difference of speed of the
motor and the temperature range of the battery system. This used to reduce the
sudden increase of battery temperature and it makes to operate back to the
normal operating condition. This is used to reduce the sudden rise in battery
temperature and makes it operate back in normal operating conditions. The
Cooling fan only operates when the battery temperature exceeds the prescribed
value. The Cooling fan and the speed of the motor varies according to the
variation in the temperature of the battery where the temperature increase the
motor speed also increase and it decreases the heat dissipated during the
charging and discharging of the battery.

Fig 8: Simulation model result

 CHAPTER 5

HARDWARE IMPLEMENTATION

The battery cooling system is proposed here comprises of two battery one with
cooling system and another without cooling system. The temperature of the two
battery is compared using THERMISTOR Thermistor which is interfaced with
Arduino and gives appropriate command to the cooling system and variation
can be observed through display.

Fig 9: Hardware Block

5.1 HARDWARE DESCRIPTIONS

The various components area used in this battery thermal management
system. They are as follows:
 Battery -12V, 7.5Ah
 Arduino Mega
 Peltier plate– Hall Effect Sensor
 Thermistor – THERMISTOR
 Motor Cooling fan - 12V DC
5.1.1 ARDUINO CONTROLLER:

The Mega is a microcontroller board supports ATmega328P shown in

Fig.10. It's fourteen digital input/output pins (of that half dozen will be used as
PWM outputs), half dozen analog inputs, a sixteen MHz quartz, a USB
association. The Arduino is a microcontroller which is used as a interfacing
device in order to display the required output on the display.The board can treat
an external supply from 6 to twenty volts. If equipped but 7V, however, the 5V
pin could provide but five volts and therefore the board may become unstable.
The normal operating range is 7 to 12 volts.

COMMUNICATION

The Mega incorporates a number of facilities for communicating with a

computer, another Mega board, or other microcontrollers. The ATmega328
provides UART TTL (5V) serial communication, which is obtainable on digital
pins 0 (RX) and 1 (TX)[12]. An ATmega16U2 on the board channels this serial
communication over USB and appears as a virtual com port to software on the
pc. The 16 U 2 firmware uses the quality USB COM drivers, and no external
driver is required.

Fig 10: Arduino Mega

5.1.2 PELTIER PLATE

The Peltier Effect

Thermoelectric coolers operate according to the Peltier effect. The effect
creates a temperature difference by transferring heat between two electrical
junctions. A voltage is applied across joined conductors to create an electric
current. When the current flows through the junctions of the two conductors,
heat is removed at one junction and cooling occurs. Heat is deposited at the
other junction.

The main application of the Peltier effect is cooling. However the Peltier
effect can also be used for heating or control of temperature. In every case, a
DC voltage is required.

Elements of a Thermoelectric Cooler

Thermoelectric coolers from II-VI act as a solid-state heat pump. Each
features an array of alternating n- and p- type semiconductors. The
semiconductors of different type have complementary Peltier coefficients. The
array of elements is soldered between two ceramic plates, electrically in series
and thermally in parallel. Solid solutions of bismuth telluride, antimony
telluride, and bismuth selenide are the preferred materials for Peltier effect
devices because they provide the best performance from 180 to 400 K and can
be made both n-type and p-type. The cooling effect of any unit using
thermoelectric coolers is proportional to the number of coolers used. Typically
multiple thermoelectric coolers are connected side by side and then placed
between two metal plates. II-VI features three different types of thermoelectric
coolers including: Thermocyclers, Single Stage, and Multi-Stage.
 Heat Absorption
Cooling occurs when a current passes through one or more pairs of
elements from n- to p-type; there is a decrease in temperature at the junction
(“cold side”), resulting in the absorption of heat from the environment. The heat
is carried along the elements by electron transport and released on the opposite
(“hot”) side as the electrons move from a high- to low-energy state.

The Peltier heat absorption is given by Q = P (Peltier Coefficient) I

(current) t (time). A single stage thermoelectric cooler can produce a maximum
temperature difference of about 70 degrees Celsius. However, II-VI’s Triton
ICE Thermoelectric Cooler will chill electronics as much as 2 degrees Celsius
below current market offerings.
Benefits

Thermoelectric coolers offer a myriad of benefits when traditional cooling

methods are unsuited. Additionally, thermoelectric coolers are environmentally
safer than other cooling units in the market. Some benefits of using
thermoelectric cooling in electronic devices.
 TEMPERATURE SENSOR

The THERMISTOR collection is precision IC temperature sensors,

whose output voltage is linearly proportional to the temperature. The
THERMISTOR as a result has an advantage over linear temperature sensors
calibrated in ° Kelvin, because the user isn’t required to subtract a massive
constant.

The THERMISTOR does now not require any outside calibration or trimming
to provide usual accuracies of±¼°C at room temperature and ±¾°C over a full -
55 to
+150°C temperature range. It's also simple and straight forward to convert the
output voltage to centigrade. The voltage input to THERMISTOR can range
from+ 4 Volts to 30 Volts. About 60 microamperes of current are consumed.

Fig 15: Temperature Sensor

From fig.15, the THERMISTOR can be used in two configurations of the
circuits. In the first configuration, the positive temperature can only be
measured from 2 degrees Celsius to150 degrees Celsius. We simply power
Thermistor in this first setup, and link the output directly to digital converters
analog[14].
In the second configuration, we can use all the sensor resources and measure
the temperature of the full range from -55 degrees Centigrade to 150 degrees
centigrade.

Table 1: THERMISTOR accuracy value

5.1.3 MOTOR COOLING FAN

A Cooling fan is mounted along the loop flowing from the coolant. The
Cooling fan used here is brushless general DC Cooling fan. The 12V DC motor
Cooling fan is used in the battery cooling system in order to transfer the air
from one end to the other end of the cooling tube[15]. The tube is connected
with the Cooling fan to transmit the air around the battery. This THERMISTOR
and motor Cooling fan is interfaced with the Arduino and the appropriate
program is used to run the operation of the cooling system.

The motor Cooling fan act as the major component in the battery
management system. This used to transfer the air flow rate according to the
temperature range of the battery. This motor Cooling fan is connected to tube
which is attached to the cooling tube of metal in order to achieve more cooling
rate. This metal plate will act as a conductor and produce more cooling for
better performance. This cooling system is achieved through the motor Cooling
fan which used to regulate the Cooling air flow at higher rate in addition to the
temperature range of the battery.
5.2 EXPERIMENTAL OUTPUT

Fig 16: Experimental Output

Fig.16, it shows the model of cooling system employed in the paper. The
system used here employs cooling by Cooling air. The Cooling air is allowed to
circulate through the battery pack. A Cooling fan is used to Cooling fan the
Cooling air from a reservoir to the surface of the battery, which cools the battery
with conduction of heat. The flow rate of the Cooling fan is adjusted directly
proportional to the heat generated.

The battery is used to dissipate heat when the temperature exceeds the
operating battery temperature range. The two Cooling fans are used in the
cooling system to transfer the air from one end to another end and another
Cooling fan is used to outlet the Cooling air to the container. The motor Cooling
fan acts as a major component in the battery management system.
 This used to transfer the air flow rate according to the temperature range
of the battery. This motor, Cooling fan is connected to tube which is attached to
the cooling tube of metal to achieve more cooling rates. This metal tube will act
as a conductor and produce more cooling for better performance. This cooling
system is achieved through the motor Cooling fan which used to regulate the
Cooling air flow at a higher rate in addition to the temperature range of the
battery.
(Temperature in °c)

4 Ba
051 23 4 5 tte
( ry(
30 T wi
5 i th Fig 17: Output Waveform
ou
m t
3 e From
co the above fig.17, it shows the variation and comparison between the
0 i oli
normal n battery
ng and the battery with the cooling system. This graph waveform
2 sy
h
5 o the
shows st comparison between the temperature and the time limit for every
u e
2
hour.
0
r The m) temperature raise due to the over heat or due to the charging and
s Ba
discharging
1 ) tte of the battery and the cooling Cooling fan which is used to transmit
ry(
the5 air around
wi the battery and decreases the temperature. This shows the minor
1 th
variation
0 in the temperature.
co
oli
ng
sy
st
e
m)
 CHAPTER 6

CONCLUSION

A methodology has been proposed for designing and optimizing the battery
with help of the cooling tube by using the motor Cooling fan. The cooling tube
is employed in this system in order to reduce the temperature level of the battery
pack and heat exchanger is used to liberate the excess heat produced by the
battery. The approach of the surrogate model further improved the configuration
of the cooling layer.

By performing the tests it is observed that the battery temperature increases

gradually with time and from the system employed we can reduce the
temperature up to 4 degree Celsius. The battery provides 100 percent capability at
27 degree Celsius and only 50 percent at 18 degree Celsius and with increase of
temperature again the SOC of the battery starts to reduce. The health of the
battery increases by 20 to 25 percentage as compared to the usual battery
maintained at varying room temperature. By employing this method, it is
observed that the charge retaining capacity of the battery as well as the lifetime
of the battery is been increased without any compromise in battery current.
 REFERENCES

[1] Kumar, Alok, and Sushanta Chatterjee. "Electricity sector in India: policy
and regulation." OUP Catalogue (2018)..
[2] Bragard, Michael, Nils Soltau, Stephan Thomas, and Rik W. De Doncker.
"The balance of renewable sources and user demands in grids: Power electronics
for modular battery energy storage systems." IEEE Transactions on Power
Electronics 25, no. 12 (2010): 3049-3056.
[3] Anderson, Max D, Dodd S Corr. ""Battery energy storage technologies."
Proceedings of the IEEE 81, no. 3 (1993): 475-479.
[4] Temperature-dependence in battery management systems for electric
vehicles: challenges,criteria and solutions. Haakon Karlsen , Tao Dong and
Zhaochu Yang , Rui Carvalho Year:2019,Volume:7,Publisher:IEEE.
[5] Panchal, S.; Dincer, I.; Agelin-Chaab, M.; Fraser, R.; Fowler, M. Transient
electrochemical heat transfer modeling and experimental validation of a big
sized LiFePO4/graphite battery.Int.J.HeatMassTransf.2017,109,1239–1251.
[6] Kim, Gi-Heon, and Ahmad Pesaran. "Battery thermal management design
modeling." World Electric Vehicle Journal 1, no. 1 (2007): 126-133.
[7] Smith, Joshua, Randeep Singh, Michael Hinterberger, and Masataka
Mochizuki. "Battery thermal management system for electric vehicle using heat
pipes." International Journal of Thermal Sciences 134 (2018): 517-529.
[8] Park, Sungjin, and Dohoy Jung. "Battery cell arrangement and heat transfer
air effects on the parasitic power consumption and the cell temperature
distribution in a hybrid electric vehicle." Journal of Power Sources 227 (2013):
191-198.
[9] Xiong, Rui, Jiayi Cao, Quanqing Yu, Hongwen He, and Fengchun Sun.
"Critical review on the battery state of charge estimation methods for electric
vehicles." Ieee Access 6 (2017): 1832-1843.
[10] Xiong, Rui, Linlin Li, and Jinpeng Tian. "Towards a smarter battery
management system: A critical review on battery state of health monitoring
methods." Journal of Power Sources 405 (2018): 18-29.
[11] Lipu, MS Hossain, M. A. Hannan, Aini Hussain, M. M. Hoque, Pin J. Ker,
Mohamad Hanif Md Saad, and Afida Ayob. "A review of state of health and
remaining useful life estimation methods for lithium-ion battery in electric
vehicles: Challenges and recommendations." Journal of cleaner production 205
(2018): 115-133.
[12] Arduino, Store Arduino. "Arduino." Arduino LLC (2015).
[13] Sun, Y., J. Lin, D. Ma, Q. Zeng, and P. Schulze Lammers. "Measurement
of penetration force using a Hall-current-sensor." Soil and Tillage Research 92,
no. 1-2 (2007): 264-268.
[14] Poonam, Yusuf Mulge, and Yusuf Mulge. "Remote temperature
monitoring using THERMISTOR sensor and intimate android user via C2DM
service." International Journal of Computer Science and Mobile Computing 2,
no. 6 (2013): 32-36.
[15] Fujii, Tadaaki, Toshiro Yoda, and Eiichi Tomioka. "Power steering
apparatus with Cooling fan driven by pulse width modulated controlled,
brushless dc electric motor." U.S. Patent 5,829,547, issued November 3, 2018.
 APPENDIX I
ARDUINO PROGRAM

#include <AirCrystal.h>
const int rs = 12, en = 11, d4 = 5, d5 = 4, d6 = 3, d7 = 2;
AirCrystal lcd(rs, en, d4, d5, d6, d7);
float current = 0;
int temp=0;
float current1 = 0;
int temp1=0;
void setup()
{
lcd.begin(16, 2);
Serial.begin(9600);
pinMode(6,OUTPUT);
}
void loop()
{
String data="";
current = analogRead(A1)-432;
current=current*0.09l;
temp = analogRead(A3);
temp = (temp * 4.88);
temp = (temp/10);
current1 = analogRead(A2)-434;
current1=(current1*0.091)/2;
temp1 = analogRead(A0);
temp1 = (temp1 * 4.88);
temp1 = (temp1/10);
 lcd.setCursor(0, 0);
lcd.print("B-1 T:");
lcd.print(temp);
lcd.setCursor(9, 0);
lcd.print("A:");
lcd.print(current);
lcd.setCursor(0, 1);
lcd.print("B-2 T:");
lcd.print(temp1);
lcd.setCursor(9, 1);
lcd.print("A:");
lcd.print(current1);
if(temp>32)
{
analogWrite(6,200);
}
if(temp>35)
{
analogWrite(6,255);
}

data=String(temp)+"%"+String(current)+"@"+String(temp1)+"#"+String(curre
nt1)+"*";
Serial.println(data);
delay(1000);
}
 APPENDIX II

REVIEW PHOTOS
REVIEW 1

REVIEW 2
 Programme Outcomes

PO1-Engineering knowledge: Apply the knowledge of mathematics, science,

engineering fundamentals and engineering specialization to the solution of
complex engineering problems
PO2-Problem analysis: Identify, formulate, research literature, and analyze the
complex engineering problem reaching substantiated conclusion using first
principles of mathematics, natural sciences, and engineering sciences.
PO3-Design/Development of solutions: Design solutions for complex
engineering problems and design system components or processes that meet the
specified needs with appropriate consideration for the public health and safety,
and cultural, societal, and environmental considerations.
PO4-Conduct investigations of complex problems: Use research-based
knowledge and research methods including design of experiment, analysis and
interpretation of data, and synthesis of information to provide the valid
conclusions.
PO5-Modern tool usage: Create, select, and apply appropriate techniques,
resources, and modern engineering and IT tools including prediction and
modeling to complex engineering activities with an understanding of
limitations.
PO6-The engineer and society: Apply reasoning informed by the contextual
knowledge to assess societal, health, safety, legal and cultural issues and the
consequent responsibilities relevant to the professional engineering practice.
PO7-Environment and sustainability: Understand the impact of the
professional engineering solutions in societal and environmental context and
demonstrate the knowledge of, and need for sustainable development.
PO8-Ethics: Apply ethical principles and commit to professional ethics and
responsibilities and norms of engineering practice.
PO9-Individual and team work: Function effectively as an individual, and as
a member or leader in diverse teams, and in multidisciplinary setting.
PO10-Communication: Communicate effectively on complex engineering
activities with the engineering community and with society at large, such as,
being able to comprehend and write effective reports and design documentation,
make effective presentations, and give and receive clear instructions.
PO11-Project management and finance: Demonstrate knowledge and
understanding of the engineering and management principles and apply these
two one’s own work, as a member and leader in a team, to manage projects and
in multidisciplinary environments.
PO12-Life-long learning: Recognize the need for, and have the preparation
and ability to engage in independent and life-long learning in the broadest
context of technological change.
PROGRAMME SPECIFIC OUTCOMES
PSO1: Graduates are lifelong learners, competent with the changing technology
in electrical and electronics engineering.
PSO2: Graduates are resourceful to cater to the industrial needs of the nation in
the domain of electrical and electronics engineering.
Programme Outcomes attainment details
Contribution of Project work towards attainment of POs

PO1-Engineering knowledge: Apply the knowledge of mathematics, science,

engineering fundamentals and engineering specialization to the solution of
complex engineering problems
PO2-Problem analysis: Identify, formulate, research literature, and analyze the
complex engineering problem reaching substantiated conclusion using first
principles of mathematics, natural sciences, and engineering sciences.
PO3-Design/Development of solutions: Design solutions for complex
engineering problems and design system components or processes that meet the
specified needs with appropriate consideration for the public health and safety,
and cultural, societal, and environmental considerations.
PO4-Conduct investigations of complex problems: Use research-based
knowledge and research methods including design of experiment, analysis and
interpretation of data, and synthesis of information to provide the valid
conclusions.
PO5-Modern tool usage: Create, select, and apply appropriate techniques,
resources, and modern engineering and IT tools including prediction and
modeling to complex engineering activities with an understanding of
limitations.
PO9-Individual and team work: Function effectively as an individual, and as
a member or leader in diverse teams, and in multidisciplinary setting.
PO10-Communication: Communicate effectively on complex engineering
activities with the engineering community and with society at large, such as,
being able to comprehend and write effective reports and design documentation,
make effective presentations, and give and receive clear instructions.
PO11-Project management and finance: Demonstrate knowledge and
understanding of the engineering and management principles and apply these
two one’s own work, as a member and leader in a team, to manage projects and
in multidisciplinary environments.
PO12-Life-long learning: Recognize the need for, and have the preparation
and ability to engage in independent and life-long learning in the broadest
context of technological change.
PROGRAMME SPECIFIC OUTCOMES
PSO1: Graduates are lifelong learners, competent with the changing technology
in electrical and electronics engineering.
PSO2: Graduates are resourceful to cater to the industrial needs of the nation in
the domain of electrical and electronics engineering.

Project Associates

Sabari Kandappan S (16TUEE208)

Venkatakrishnan S (16TUEE248)

Vikram Sudhan V M (16TUEE253)

Vishwanath S (16TUEE254)
PLAGIARISM REPORT
CONFERENCE DETAILS
JOURNAL PUBLICATION DETAILS
 Battery Thermal Management System
Venkatakrishnan S, Vikram Sudhan V.M, Sabari kandappan S, Vishwanath S, Saravanan S, Pandiyan P
Dept. of Electrical and Electronics engineering
Sri Krishna College of Technology
Coimbatore, India.
Email Id: svenkatkrishnan7@gmail.com, saravanan.s@skct.edu.in
Abstract – The condition of the temperature within the
atmosphere changes each day. The temperature of the
electrical vehicles changes with relation to the environment.
Battery plays a heavy and extremely important role in day-to-
day life. It’s been employed altogether electrical fields,
powerhouses, renewable sources and also in modern electric
vehicles. Battery technology has been started altogether
electric vehicles so on regulate pollution and to reduce the
worth of fuel consumption. During this paper, the battery is
monitored and it's controlled using cooling methods. This
battery is been monitored by Arduino microcontroller and so
the temperature is noted every single time. This thermal
management of the battery is extremely useful within the
modern world so on watch the health and temperature level of
the battery which helps to increase the lifetime of the battery
system. This battery temperature is controlled by appropriate
cooling methods so on reduce the temperature level of the
battery system.
Keywords—BTMS-Battery Thermal Management
systems,Battery Thermal Model,SoC-State of Charge,SoH-State of
Health,Charging and Discharging,Cooling System,Efficiency.
INTRODUCTION
The power is generated all told varieties of sources in our
surroundings. Within which it's mainly classified under two
main sources. They’re namely renewable and non-renewable
resources. This battery system has been employed in all parts
of the system. In renewable sources of energy, the battery
plays a significant role. The battery is incredibly essential all
told electrical and electronics fields. It plays an important role
in all told fields. This battery system is to be monitored
properly to safeguard the lifetime of the battery. During this
battery thermal management system the temperature
There are different types of Lithium ion Battery pack that
are employed in various fields like Lithium-ion [1], storage
battery, and fuel cells. These are the common sources that are
mostly employed in all electrical vehicles [2-4] electrical and
electronic appliances and even also in powerhouse and
industries. These several styles of battery that are employed in
the sphere may produce a better amount of temperature and
warmth from the battery system [5,6]. This heat is dissipated
from the outer expanse of the battery during the charging and
discharging
time of the battery. This results in reduction of life span of the
battery system [4,5].
This temperature rise within the battery system ends up in
heating. Temperature plays an important role in modern
electrical appliances and electric vehicles [6,7]. There should
be a correct regulation or appropriate travel of temperature
that's needed for the battery system to keep up the warmth and
temperature level. Normally the lead-acid accumulator [8] is
employed in household appliances as an uninterrupted power
supply (UPS). This irregular activity within the battery may
end in the first death rate of the battery.
The battery as various kinds of parameters that are to
monitored everywhere time. The parameters of the battery are
temperature, current, voltage, SOC (State Of Charge) [9,10],
health [11,12], battery percentage level, etc. These are the
foremost common parameters that ought to be monitored and
registered to keep up the battery thermal system.
The uniform temperature should be maintained to urge the
accurate current and voltage range. These Lithium ion Battery
pack are utilized in most of the ability plants which are
connected to the larger loads and also the voltage is going to
be produced in KV. That the amount of the temperature also
nearly be high compared with the voltage produced by the
battery. This battery can able to handle the large temperature
range which is of a high rating. This battery utilized in the EV
(electric vehicles) [13-15] and within the powerhouse which
must be monitored whenever.
This battery monitoring system is going to be helpful during
this kind of field to return over from great damage to the
system. The conventional accumulator temperature ranges
between 30◦C to 40◦C. during this experiment, when the
battery exceeds the determined temperature level the cooling
system is employed within the thermal system which
accustomed reduce the temperature level of the battery and it
helps the battery to work within the normal range.
There are various strategies utilized in the thermal
management of the battery system to scale back the
temperature level of the battery within which we used an easy,
efficient and also cost-effective kind of cooling system. We
used motor Cooling faning technology which accustomed
Cooling fan the air or air around the battery. This accustomed
transfers the air through the pipe by using the motor Cooling
fan within which the cooling metal plates are connected
around the battery which accustomed to prevent damages.
50
 These metal plates are connected around the battery system
accustomed protect the battery from the damage in
transferring the air through pipes. Because the Cooling air is
employed as air when there's an overheat dissipated by the
battery the air tube may get damages and destroy the circuit
which creates a good impact.
II. Thermal Management system
A. Battery thermal model
Fig 1: Battery thermal model
From Fig.1 we observe the variation of emf during charging
and discharging concerning time. During charge-discharge
cycling, Lithium ion Battery pack generate heat and this must
be dissipated into the environment so the battery temperature
doesn't increase continuously. Either charged or discharged,
the operation of any battery produces heat thanks to the I2R
losses as current flows through the battery's internal resistance.
This is often also called Joule Heating; this happens thanks to
the current flowing through the interior resistance of electric
battery. The reaction happening within the battery and its
internal resistance is depicted by Fig.2 of an accumulator. The
whole energy within the device is ready within the case of
discharge and also the temperature increase is going to be
limited by the available energy. But, even in low-power
Lithium ion Battery pack, this will still trigger very high
localized temperatures.
Fig 2: Lead Acid battery
A battery may be a tool that, by an electrochemical
reaction, converts the energy stored in its active material into
electricity. Accumulator (LAB) active substances include the
terminal plates of lead oxide (PbO2) and lead (Pb) and a
sulfuric acid solution (H2SO4). Currently, the amount of
electrical devices within the modern car is consistently
increasing and, therefore, there'll be a desire for greater power
from the battery, which, if not controlled, can quickly and
suddenly cause battery failure.
A Battery Management System is an electronic system that
manages the rechargeable battery (cell or battery pack), like
battery protection against the operation of a reliable battery,
monitoring the status of the battery, secondary data
calculation, reporting, environment control and/or balance. an
original battery pack with an external communication data bus
and electric battery management system is made. BMS stands
for the battery management systems for an influence station or
plant engineer whose battery is that the last line of protection
from equipment failure or the failure of the telecommunication
network.
B. Hardware design
Fig 3: Hardware setup
From Fig 3 it shows the hardware setup in which a 12V
battery is employed during this mode to point out the variation
and difference between the 2 lead-acid Lithium ion Battery
pack in a very separate graph or a waveform. During this paper
a standard 12V accumulator is employed for the setup and
cargo is given to the battery and also the battery is allowed to
charge and discharge which won’t to raise the temperature
level. This temperature is monitored by employing a
Thermistor and an Arduino microcontroller. The cooling is
employed for the one battery and another battery is allowed to
work in a very normal range with none use of the cooling
system.
The Arduino microcontroller is employed to store the
programming value within the memory which is employed to
work the temperature and motor Cooling fan which is
connected with the microcontroller. This Arduino incorporates
several ports during which the temperature and also the motor
Cooling fan program are attached to the respective port to
regulate the Cooling air flow through the battery system.
The motor Cooling fan is connected to both the top of the
battery
which won’t to transfer the air around the battery to scale
back the upper-temperature level of the battery which
continuously operates with the load connected to that. The
load which is connected to the battery during which the
cooling system is attached to that won’t to acquire all the
voltage produced by the battery and also the battery is allowed
to empty the costs.
When charging the temperature might vary additionally to
the conventional operation and again after the method during
which the load gets all the voltage and again the battery is
allowed to discharge. Therefore the while charging and
discharging the battery dissipates heat and temperature may
vary.
Battery and when the temperature reaches its maximum
level the indication is going to be displayed within the sensor
and automatically the motor Cooling fan starts immediately to
scale back the temperature and it transfers the air at a high rate
consistent with the battery temperature range. This efficient
cooling system will help to scale back the temperature level of
the battery system and operates in normal condition.
III. METHODOLOGY
At much lower mass flow rates, air cooling will achieve
better heat transfer. In cases where large heat loads or high
power densities need to be dissipated and air would require a
very high flow rate, a air-cooled system is generally used.
Piped air cooling systems have better thermal control of the
battery because it is easier to conduct heat away from Lithium
ion Battery pack than air-cooling systems. One drawback is the
system's limited supply of air compared to the essentially
unlimited amount of air that can flow through a battery.
This cooling plate is used to reduce the heat which occurs in
the battery system during charging and discharging and the
condenser which is connected with the battery is used to
liberate the heat outside the system. The air Cooling tube is
responsible for transmitting heat to the air used in a air cooling
system from surfaces with high heat charges. Such components
efficiency is vital to the overall effectiveness of the air device.
Cold plates provide localized cooling by moving heat from a
panel to a air flowing into a remote tank Cooling air exchanger
and dissipating in a secondary cooling system into either the
ambient or another air.
The 12V DC motor Cooling fan is used in the battery
cooling system to transfer the air from one end to the other end
of the cooling tube. The tube is connected with the Cooling
fan to transmit the air around the battery. This THERMISTOR
Thermistor and the motor Cooling fan are connected with the
battery and the operation of the cooling system comes to
working with the help of the Arduino microcontroller. This
THERMISTOR and the motor Cooling fan are interfaced with
the Arduino and the appropriate program is used to run the
operation of the cooling system.
This Battery thermal management system is used to monitor
the continuous working of the battery and the values are stored
in the device. In this cooling system, the battery is allowed to
work under normal operating conditions. This battery is
connected with the loads to charge and drain the battery level.
The battery is used to dissipate heat when the temperature
exceeds the operating battery temperature range. The two
Cooling fans are used in the cooling system to transfer the air
from one end to another end and another Cooling fan is used
to outlet the Cooling air to the container.
The motor Cooling fan acts as a major component in the
battery management system. This used to transfer the air flow
rate according to the temperature range of the battery. This
motor, Cooling fan is connected to tube which is attached to
the cooling plate of metal to achieve more cooling rates. This
metal plate will act as a conductor and produce more cooling
for better performance. This cooling system is achieved
through the motor Cooling fan which used to regulate the
Cooling air flow at a higher rate in addition to the temperature
range of the battery.
Full Discharge Time=7.5AH / ((Current flowing through the
bulb/0.85) ^1.2).
Eventually, the cycle of converting the DC to the AC power is
approximately 85% effective, so your lightbulb amps must be
divided into 0.85 to obtain the correct amp from our
Battery.
This equation deals with the amount of ampere hour of load
and the battery. From this we can able to calculate the
discharging time of the load in connection with the battery.
There is no need to full discharge the battery 50% of the
charge or ampere can discharged and the battery is set to
charge again with the charging circuit. There are various
methods to estimate the SOC of a battery.
Coulomb Counting Method
The coulomb counting strategy, otherwise called
ampere hour checking and current integration, is the most
widely recognized method for ascertaining the SOC. This
technique utilizes battery current readings numerically
coordinated over the use time frame to ascertain SOC
values given by
(1)
Where SOC(t0) is the underlying SOC, Cr is the
rated value, Ib is the battery current, and Iloss is the current
devoured by the misfortune responses.
The releasable limit (Crelease), of a working battery is the
discharged limit when it is totally released. In like manner, the
SOC is characterized as the level of the releasable limit
comparative with the battery rated value (Cr), given by the
maker.
SOC= (Crelease/Cr)* 100% (2)
A completely energized battery has the maximal
releasable limit (Cmax), which can be not quite the same
as the appraised limit.. In general, Cmax is to some extent
different from Cr for a newly used battery and will decline
with the used time. This equation can be used for
evaluating the SOH of a battery.
SOH =(Cmax/Cr )*100% (3)
At the point when a battery is releasing charge, the
profundity of release or depth of discharge (D) can be
communicated as the level of the limit that has been released
comparative with Cr,
D = (Crelease/Cr)* 100% (4)
Where Crelease is the limit released by any measure of
current. With a deliberate charging and releasing current
(Ib), the distinction of the D in a working period (Ʈ) can be Fig 4 Battery performance characteristics
determined by
In this particular value the battery is said to give its best
efficiency with better State of Health (SOH) and increased
(5) lifespan.
IV. RESULT
Where Ib is known to be battery current which is positive for
SIMULATION RESULT:
charging and negative for discharging. As time elapsed, the D
is accumulated.
D(t)= D(t0) + ∆D (6)
To improve the precision of estimation, the working
proficiency indicated as ŋ is considered and the D articulation
becomes,
D(t)= D(t0) + η∆D (7)
with ŋ equivalent to ŋc during charging stage and
equivalent to ŋd during releasing stage. Without considering
the working effectiveness and the battery maturing, the SOC
can be communicated as
SOC(t)= 100%– D(t) (8)
With respect to SOH, the Charge is estimated as
SOC(t)= SOH(t)– D(t) (9)
The battery gives maximum performance when operated at
a higher temperature. However, this comes at a cost, providing
low efficiency and lower lifespan of the battery. If operated at
a low temperature, the required amount of current would not
be generated. Thus for improved battery life and efficiency, an
appropriate Battery Thermal Management System (BTMS)
must be used. Fig.4 below shows the battery performance as a Fig 5 Battery Thermal management system simulation
function of temperature and normalized value. The region
where the battery life and capacity meet is the region where Fig.5 displays the outline of the project undertaken for
the battery operates efficiently. This temperature is between MATLAB / SIMULINK. Here, the motor is used as a load,
23-25 degrees Celsius. and Cooling air is circulated through a controlled Cooling fan
that varies the flow rate according to the battery temperature
increase. The results the simulation is shown in Fig.6.
 Fig 6 Simulink result fan is adjusted directly proportional to the heat generated.

The above Fig 6 output shows the motor speed variation, the
battery pack temperature variation and the power output of the
Cooling fan. This is used to reduce the sudden rise in battery
temperature and makes it operate back in normal operating
conditions. The Cooling fan only operates when the battery
temperature exceeds the prescribed value.

Fig 7 Model of cooling system employed

Fig.7 depicts the model of cooling system employed in the

paper. The system used here employs cooling by Cooling air.
The Cooling air is allowed to circulate through the battery
pack. A Cooling fan is used to Cooling fan the Cooling air
from a reservoir to the surface of the battery, which cools the
battery with conduction of heat. The flow rate of the Cooling
 Fig 8 Battery temperature
comparisons
From this experiment, we compare the difference in
temperature between two Lithium ion Battery pack, one with
a cooling system and therefore the other without it, and
estimate the battery temperature dependence. Fig.8 depicts
the diagram of battery temperature in degree and hourly time.
It’s said that the battery temperature gradually increases with
a continuing load step by step. The load used here could be a
two 9W DC bulb and both have an identical rating. When the
battery temperature rises above 32 degrees Celsius the
cooling system kicks in and brings it to an optimum
temperature of 25 degrees Celsius. This increases lifespan or
health status (SOH).
CONCLUSION
This paper proposed for designing and optimizing the battery
with the assistance of the cooling plate by using the motor
Cooling fan. The cooling plate is utilized during this system
to scale back the temperature level of the battery pack and
therefore the device is employed to liberate the surplus heat
produced by the battery. From this paper, the thermal
characteristic of the battery is observed and a comparative
analysis is performed. The approach of the surrogate model
further improved the configuration of the cooling layer. This
air- cooled plate is intended to scale back the surplus heat
generated by the battery pack during the operation of the
vehicle or during charging and discharging. This method of
controlling the warmth of the battery could be a very efficient
and affordable cost. Thus a cooling plate wont to circulate the
Cooling air which is involved with the outer expanse of the
battery, this cooling plate is Cooling faned with the assistance
of the motor which want to reduce the warmth transfer and
maintain the temperature range of the battery under normal
operation.
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