Final Paper Tabled
Final Paper Tabled
by:
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.
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
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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.
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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 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
Table 4.3. Exact Value of the Temperatures of N-C, F-C, TEC, and TEC + FC at Discharge
Rate of 2C................................................................................................................................56
Table 4.4. Exact Value of the Temperatures of N-C, F-C, TEC, and TEC + FC at Discharge
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
vi
LIST OF FIGURES
Figure 2.9 The Plate bundle unit structure of a plate fin radiator............................................14
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 2.20 Schematic of the thermal management of battery module using TEC.................23
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 4.7 Graph of temperature vs time of thermal management system of TEC at discharge
rate of 1.5C..............................................................................................................................54
viii
Figure 4.11 Graph of temperature vs time of thermal management system of TEC at
discharge rate of 2C.................................................................................................................59
Figure 4.17 Summary of the maximum temperature of NC, FC, TEC, and TEC + FC at
different discharge rates...........................................................................................................66
ix
Thermal Management of a Lithium-Ion
Battery Module using a Thermoelectric
Cooler with Stirling Engine Heat Pump
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,
xi
Fig. 2. Design of the System
xii
D. List of Materials Stirling Engine Fan 1 2000
(PhP)
Heat Sink 4 560
TEC1-127-06 4 480
18650 Lithium-ion battery 3 433
Total 6446
Sensor
E. Prototype Design
Mini SD card module 1 100
xiii
A. Temperature Measurement of the Battery
Module
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
TABLE III. Average Power Consumption TEC + FC and t Critical one-tail 1.69912703
TEC+SE
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.
xvi
APPENDICES
xvii
Chapter 1: INTRODUCTION
INTRODUCTION
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
vehicles (EVs) and hybrid electric vehicles (HEVs) are being developed as green-powered
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
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
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
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
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
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
Different sectors such as industrial sector, agricultural sector, energy sector, and
consumer electronics need an efficient active cooling system for its operation. TEC,
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
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
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
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
6
Figure 2.2 Operating Principle 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
9
Figure 2.5 Gamma-Type Stirling Engine
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
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-
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.
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
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
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
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
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].
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
Figure 2.9 The Plate bundle unit structure of a plate fin radiator.
14
2.4 Passive Cooling System
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
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
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.
16
Figure 2.12 18W TEG Module by TEGpro
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
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
Figure 2.16 Diagram of (a) PV module with a lapping fin configuration, and (b) a PV
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
In [29], TEC modules were used for cooling the vaccine refrigeration. This is
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
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
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
23
Figure 2.20 Schematic of the thermal management of battery module using TEC
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
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
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
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).
normalize with respect to the battery capacity, which varies greatly amongst batteries.
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
25
Chapter 3: Thermal Management of a Lithium-Ion Battery Module using a Thermoelectric Cooler with Stirling Engine Heat Pump
3.1 Abstract
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
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
3.2 Introduction
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
vehicles (EVs) and hybrid electric vehicles (HEVs) are being developed as green-powered
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
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
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
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
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
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
29
Different sectors such as industrial sector, agricultural sector, energy sector, and
consumer electronics need an efficient active cooling system for its operation. TEC,
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.
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
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.
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
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.
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
32
Figure 3.2 Design of the system
33
3.5 Research Flow Chart
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
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-
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
normalize with respect to the battery capacity, which varies greatly amongst batteries.
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
35
3.7 List of Materials
TEC1-127-06 4 480
Sensor
sensor
Breadboard 1 550
Total 6446
36
TEC Module: Model TEC1-127-06
Pmax 60 W Dimensions
Imax 6A Width 40 mm
Number of 127
Thermocouple
Conductance (K)
37
3.9 Objective (1)
3.9 Objective (1): To construct and test the different discharge rates of batteries with natural
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
39
Figure 3.5 Schematic Diagram for using Forced Convection (F-C) for Thermal Management
Figure 3.6 Schematic Diagram for using Thermoelectric Cooling (TEC) for Thermal
40
Figure 3.7 Schematic Diagram for using Thermoelectric Cooling (TEC) with Forced
3.10 Objective (2): To construct and test the different discharge rates of batteries with
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
42
Figure 3.8 Schematic Diagram for using Thermoelectric Cooling (TEC) paired with Stirling
3.11 Objective (3): To test and measure the power consumption of different cooling
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
In this objective, the researchers will apply statistical treatment to analyze the power
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
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
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
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
48
Figure 4.2 Graph of temperature vs time of thermal management system of FC at discharge
rate of 1C
49
Figure 4.3. Graph of temperature vs time of thermal management system of TEC at
discharge rate of 1C
50
Figure 4.4 Graph of temperature vs time of thermal management system of TEC + FC at
discharge rate of 1C
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
Table 4.2. Exact Value of the Temperatures of N-C, F-C, TEC, and TEC + FC at Discharge
Rate of 1.5C
52
Figure 4.5 Graph of temperature vs time of thermal management system of NC at discharge
rate of 1.5C
53
Figure 4.6 Graph of temperature vs time of thermal management system of FC at discharge
rate of 1.5C
54
Figure 4.7 Graph of temperature vs time of thermal management system of TEC at
discharge rate of 1.5C
55
Figure 4.8 Graph of temperature vs time of thermal management system of TEC + FC at
discharge rate of 1.5C
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
Table 4.3. Exact Value of the Temperatures of N-C, F-C, TEC, and TEC + FC at Discharge
Rate of 2C
57
Figure 4.9 Graph of temperature vs time of thermal management system of NC at discharge
rate of 2C
58
Figure 4.10 Graph of temperature vs time of thermal management system of FC at discharge
rate of 2C
59
Figure 4.11 Graph of temperature vs time of thermal management system of TEC at
discharge rate of 2C
60
Figure 4.12 Graph of temperature vs time of thermal management system of TEC + FC at
discharge rate of 2C
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
Table 4.4. Exact Value of the Temperatures of N-C, F-C, TEC, and TEC + FC at Discharge
Rate of 2.5C
62
Figure 4.13 Graph of temperature vs time of thermal management system of NC at
discharge rate of 2.5C
63
Figure 4.14 Graph of temperature vs time of thermal management system of FC at discharge
rate of 2.5C
64
Figure 4.15 Graph of temperature vs time of thermal management system of TEC at
discharge rate of 2.5C
65
Figure 4.16 Graph of temperature vs time of thermal management system of TEC + FC at
discharge rate of 2.5C
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,
From the table, the maximum temperature of the battery for each discharge rate was
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
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.
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
Table 4.6 Exact Values of the Maximum Temperatures of the thermal management systems
70
Figure 4.18. Graph of temperature vs time of thermal management system of TEC + SE at
discharge rate of 1C
71
Figure 4.19 Graph of temperature vs time of thermal management system of TEC + SE at
72
Figure 4.20. Graph of temperature vs time of thermal management system of TEC + SE at
discharge rate of 2C
73
Figure 4.21 Graph of temperature vs time of thermal management system of TEC + SE at
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.
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
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
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 + 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
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
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
82
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APPENDICES
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Power Measurement Program
88
Data logging of temperature results in Arduino
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