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Thermal Management of a Lithium-Ion Battery Module

using a Thermoelectric Cooler with Stirling Engine Heat
Pump

by:

Adan, John Vincent D.

Gruta, Joshua Roberto A.

A Thesis Proposal Report Submitted to the School of EECE 

in Partial Fulfilment of the Requirements for the Degree 

Bachelor of Science in 

Electrical Engineering 

Mapúa University 
 July 2021

Chapter 1

INTRODUCTION

Global industrialization has resulted in rising greenhouse gas emissions and a

nonrenewable energy scarcity, both of which are major issues for the entire society. In

addition, the climate change produced by greenhouse gas emissions has a significant impact

on environmental sustainability [1]. To solve these environmental challenges, electric

vehicles (EVs) and hybrid electric vehicles (HEVs) are being developed as green-powered

and environmentally-friendly cars in comparison to traditional diesel locomotives [2]. These

EVs are powered by lithium-ion batteries. This type of battery offers numerous advantages,

including high power and energy density, longer lifetime, and low self-discharge. Lithium-

ion batteries are significant for the future of the electric vehicles and energy storage stations

sectors [3]. However, despite of these advantages, lithium-ion batteries overheat during their

actual operation which creates difficulties for their implementation in EVs and HEVs. This

heat came from its electrochemical reaction. Specifically, lithium-ion battery modules create

a hazard when it is under a high-temperature environment during its discharging and

overcharging states. These overheating can lead to disasters including fire and explosion

accident if it is not properly managed [4]. With this, thermal management of battery module

is necessary for its application. Thermoelectric cooler is considered as a technique for battery

module cooling. This is because they are lighter in weight and does not operate on a highly

flammable fluid. Additionally, they operate at no moving parts, and it is more compact as

compared to vapor compression. However, despite those advantages, its main disadvantage is
its low energy efficiency. Unlike thermoelectric cooler, the traditional vapor compression

technology has advantages in terms of size, weight, power consumption, and cost. Vapor

compression is more efficient and effective in providing cooling at below ambient

temperature cooling [5]. Therefore, a heat-dissipation mechanism must be applied to

thermoelectric cooler to optimize its advantages [6].

The study in [7] experimented the use of a thermoelectric cooler to investigate the

thermal management of a lithium-ion battery module. The proponents of this research used a

model by having a real-time feedback of a temperature of the battery module. In addition, the

study in [7] shows that a lower maximum temperature can be achieved by using

thermoelectric cooling (TEC) compared to natural convection (NC) cooling and forced

convection (FC) cooling. Furthermore, the study also shows that a better cooling mechanism

can be achieved by coupling the thermoelectric cooling with forced convection cooling

(TEC+FC). It is documented in [8] that thermoelectric coolers that cool batteries comprises

of a cooling module, a radiator, a pump, and a cooling fan. There are numerous studies that

uses TEC’s for cooling, and it is being cooled down by an electric fan or the use of natural

convection. In a study from [9], they used TEC, and fan in order to optimize the efficiency of

CMP or chip multiprocessor systems. In [10], it is discussed that TEC were used for

temperature control for IGBTs. This is done because traditional heat sinks are bulky, and it

reduces the cooling efficiency as compared to alternative cooling techniques such as active

cooling where it uses TEC.

Despite the increase in performance in of the thermoelectric cooling with forced

convection cooling (TEC+FC) in achieving a lower maximum temperature, as shown in [7],

one of its disadvantages is the decrease in the coefficient of performance due to additional
electrical power needed in forced convection cooling (fan). To increase the coefficient of

performance of the thermoelectric cooling, the group proposed a method of forced cooling

the TEC without the need for additional electrical energy by using a Stirling heat pump.

The objective of the study is to create and test a thermal management system for

lithium-ion battery module using a thermoelectric cooler with Stirling engine heat pump.

Specifically, it aims (1) to construct and test the different discharge rates of batteries with

natural convection cooling, forced convection cooling, thermoelectric cooling and

thermoelectric cooling with forced convection cooling; (2) to construct and test the different

discharge rates of batteries with thermoelectric cooling coupled with Stirling engine heat

pump; (3) to test and measure the coefficient of performance and the energy usage of

different cooling mechanism as stated in objectives (1) and (2); and (4) to test the

performance of the TEC+SE thermal battery management for various charge-discharge

cycles.

Different sectors such as industrial sector, agricultural sector, energy sector, and

consumer electronics need an efficient active cooling system for its operation. TEC,

considering its advantages to vapor-compressor systems such as no moving parts involved,

current-controlled, flexibility, and environment friendly, can be the solution to this demand.

Thus, using an efficient heat-dissipation mechanism such as the Stirling engine to solve the

low efficiency problem of TEC will make it suitable for a radically better active cooling

system. Lastly, optimizing the thermal management of the Lithium-ion batteries will

facilitates its application for the EVs. From this, it can help to accelerate the advent of

sustainable transportation.
 The researchers will only used 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.
 Chapter 2

REVIEW OF RELATED LITERATURE

2.1 Stirling Engine

2.1.1 Stirling Cycle

Stirling cycle is one of the cycles that employs a regenerator. Regenerator is any

substance that takes energy from one part of the cycle to the other. Regenerator has an

efficiency of 100% and it transfers heat from process 4-1 to process 2-3. As shown in Figure

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].
 Figure 2.1 Stirling Cycle

2.1.2 Working Principle of Stirling Engine

The combustion in Stirling engine takes place externally that is why it is also called

external fuel engine. It is one of the fundamental types of external-combustion engine which

can work with different heat sources. It was invented by Robert Stirling in 1800’s. As shown

in the Stirling cycle, it operates in an externally reversible process since it involves

isothermal heat addition and isothermal heat rejection. Also, it can be observed that it

operates in a closed regenerative cycle. Thus, it offers a theoretical high efficiency with

reduced emission since combustion takes place externally. The operating principle of Stirling

Engine is shown in Figure 2. The first step takes place in the process 3 which is isothermal

expansion. Heat addition occurs in the left cylinder (hot cylinder) that takes place in constant

temperature, while the right cylinder (cold cylinder) is fixed at the bottom dead center. The

next step is the process 4 which is a constant volume process. The hot cylinder is at top dead

center and is starting to come down, while the cold cylinder is at the bottom dead center and

starting to come up. The pistons will move in the same rate. The heat flow is now be

deposited from hot cylinder to regenerator. For the process 1, it is an isothermal compression

process wherein the hot cylinder will be fixed at bottom dead center, and the cold is at top

dead center and is starting to come down. In this process, the heat is rejected isothermally.

Lastly, process 2 is a constant volume process wherein the gas comes out of regenerator. The

hot cylinder will start to come up, while the hot cylinder starts moves down, wherein they

move at the same rate [12].

 Figure 2.2 Operating Principle of Stirling Engine

2.1.3 Types of Stirling Engine

Stirling engines have three types according to the arrangement of the two pistons:

alpha, beta, and gamma types. An Alpha-Stirling configuration, shown in Figure 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].
 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 4. The purpose of the displacer is to shuttle the working gas

within the cylinder, which causes the movement of power pistons [14].

Figure 2.4 Beta-Type Stirling Engine

 Lastly, the gamma-type Stirling engine, shown in Figure 5, works by using the

temperature difference between two metal plates as. When the bottom plate is heated, the top

plate will be relatively colder. With this, a temperature difference exists between two plates.

As the displacer moves upward and downward, the working gas within the cylinder is in

contact with either the hot or cold plate. When the air is in contact with the hot plate, the

temperature f the working gas increases, which also increases its volume, thus forcing the

power piston to move upwards. On the other hand, if the working gas is in contact with the

cold plate, the volume decreases which creates a partial vacuum within the cylinder. Since

the pressure outside the cylinder is higher, then the power piston is forced to move

downwards. Gamma-type Stirling engine has a relative larger heat transfer area, and it can

works on low temperature difference between plates [15].

 Figure 2.5 Gamma-Type Stirling Engine

2.2 Thermoelectric Cooler

2.2.1 Working Principle of Thermoelectric Cooler

Thermoelectric coolers work by utilizing the Peltier effect. It has two sides, and when a DC

current flows through the TEC device, the heat is transfer from one side to another, which

results to one side having lower temperature and the other having higher temperature. For its

cooling system, heat sink is attached to the high-temperature side of the TEC device so that

the low-temperature side continue to go below room temperature [16].

Figure 2.6 TEC Module

 The TEC module has P-type and N-type semiconductors, connecting bridges

(usually a copper strips), and two ceramic substrate casing. These two semiconductors are

placed thermally parallel and electrically series to each other using the connecting bridges

and are compressed between two layers of ceramic substrate. When DC voltage is applied

across this loop composed of junctions of the semiconductors, the current that flows from n-

type semiconductor to p-type semiconductor leads to a drop in temperature in those

junctions, therefore it is the cold side wherein heat is absorbed in this side. On the other end,

the current that flows from p-type semiconductor to the n-type semiconductor leads to a

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 6.

2.2.2 Advantages of Thermoelectric Cooling

The first advantage of TEC module is that it has no moving part unlike the vapor

compressor. This lack of mechanical system leads to no noise, long life cycle, low

maintenance, and low instance of malfunction from fracture. The second advantage is that it

is current controlled therefore heat flow may be controlled by simply adjusting the applied

DC voltage. Other advantage is flexibility since it can be used with lesser space and is more

portable and compact that the conventional counterparts. Lastly, it does not use refrigerants

which makes it environment friendly since it has no ozone depletion potential [18].

2.2.3 Disadvantages of Thermoelectric Cooling

Its main disadvantage is that it has a low energy efficiency compared to a traditional

vapor compressor. In relation with this, it has high cost and has lower COP (coefficient of
performance) [18]. With this, based on its advantages, reducing its limitations, and increasing

its efficiency would contributes to the growth of the society.

2.2.4 Coefficient of Performance (COP) of Thermoelectric Cooler

The coefficient of performance (COP) is the thermal efficiency of the thermoelectric

system. In general, it can be calculated by finding the ratio of the thermal output power to

thermal input power. The higher the temperature difference, the lower the theoretical COP

[6].

(2.1)

Wherein QL is the cooling capacity, or the heat absorbed at the cold side and P is the

input power. Equation 2.2, Equation 2.3, and Equation 2.4 show the formula for QL, QH, and

P, respectively.

(2.2)

(2.3)

(2.4)
 Wherein QH is the heat absorbed at the hot side of the TEC, S is the Seebeck

coefficient of the TEC, I is the operating current, R is the electric resistance of the TEC, and

k is the thermal conductance of the TEC. Using Equation 2.1, Equation 2.2, and Equation

2.4, the final formula for the COP is defined which is shown below [6].

(2.5)

2.3 Heat Sink

Heat sinks are components of an electronic device where it acts as a thermal device

and as a heat exchanger, where the heat sink absorbs heat energy from electronic devices and

then transfers that heat through the process of conduction to another medium. The medium to

be transferred on may be air, or any phase change material (PCM).

2.3.1 Pin fin heat sinks

There are different types of heat sinks. These are the cylindrical pin fin, square pin

fin, and the bonded fin type. These are the most used heat sinks. Pin fin heat sinks have a

different from other heat sinks because they have pins that are extended from the base. The

pins of this heat sink are of many shapes ranging from elliptical, cylindrical, and square

shapes. The pin fin type heat sink is more efficient than those of bonded fin type heat sinks

because pin type allows coolant to flow properly on all parts of the surface. Figure 7 shows a

pin fin type heat sink. [19]

 Figure 2.7 Pin Fin type heat sink

In the event of using fluid medium as a coolant, they perform in an optimal way

when they are placed in a tilted position because this position allows the fluid to flow through

the heat sink easier. These heat sinks are best used on spotlights and shot lights because of its

adjustable features. Also, the number of pins, the efficiency of the heat sink increases

because it allows more coolant through the heat sink. However, despite this cheap type of

heat sink, it has a disadvantage of being able to use it where the surface is in direct contact

with the coolant nearby [20]. It is also mentioned in [21] that it can dissipate larger amounts

of heat per unit mass as compared to plate-fin heat sinks.

2.3.2 Bonded fin type heat sinks

From [20], bonded fin type heat sinks are a type of heat sink that is made out of

aluminum or copper plate, that is then combined with a heat sink with grooves. This can be

seen in Figure 8. An advantage of bonded fin type heat sinks is that various materials can be

used for the plate and the fins of the heat sink. The heat dissipation of this type is also good

however, its disadvantage is its less surface area for its cooling property. Lastly, this type is

more costly as compared to pin fin type heat sinks.

 Figure 2.8 Bonded Fin type heat sink

Construction of bonded fin heat sinks are made by having the individual fins to be

set inside a slotted base by utilizing a high-quality epoxy glue with powdered aluminum.

This is done to increase the thermal conductivity of the heat sink. This type of heat sink is

used with copper bases and copper fins that are made by having it soldered or brazed [21].

2.3.3 Plate-Fin type heat sink

A plate fin type heat sink is a type of heat sink that is made from three components.

These are the two pin plates, and the side bar. They are made of metal fins that are in

between by two flat metal plates that are called baffles. The basic unit of a plate fin heat sink

is made by placing a seal on the ends where this is going to be the fluid flow. This can be

seen in Figure 9. [22]

 Figure 2.9 The Plate bundle unit structure of a plate fin radiator.

2.4 Passive Cooling System

Passive cooling system is a way of inexpensive way of cooling in a home or any

electronic devices. Passive cooling uses the principle of natural conduction, convection, and

radiation to cool the electronic device component. An example of passive cooling is the use

of large heat sinks with wide fin-to-fin spacing. This type of cooling is used by electronic

devices such as television sets, and any pole- or strand mounted telecommunication boxes.

The primary mode of heat transfer that is being used for a passive cooling system is with the

use of conduction, and radiation. This is done to maximize the thermal transport, and to have

a higher level of natural convection. There are different ways on cooling electrical devices,

these are the passive cooling techniques, and active cooling techniques. Passive cooling

techniques are known to have limited cooling capabilities as compared to active cooling

techniques, but they are cheaper and is more practical to use, with minimum investment,

where the benefits of active cooling techniques will be nullified by the energy wasted during

the cooling operation of an active cooling technique [23].

 There are studies that utilizes passive cooling systems on devices. An example of

this is the study mentioned in [24] where they used a passive cooling system to enhance the

energy conversion efficiency of a thermo-electric generator. In this study, the proponents

recovered the wasted heat from a cement rotary kiln. They used a TEG with a high load

power. From their study in [24], the setup is shown in Figure 10. This shows the schematic

diagram of the heat sink cooling system. The heat sink system is shown in Figure 11, it

consists of a cooling plate, with pin fins, and a fane. The TEG in Figure 12, the pin fins heat

sinks in Figure 13, and Figure 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 compared to

an active cooling system using a closed water cooling. Lastly, the experimenters did an

economical analysis and a payback period for both of these systems, and it was shown that

the passive cooling system is more economical than when a closed-cooling system was used.

Figure 2.10 Schematic Diagram of a passive cooling system rig

 Figure 2.11 Heat Sink System

Figure 2.12 18W TEG Module by TEGpro

Figure 2.13 18W Pin Fin heat sink

 Figure 2.14 Cooling Fan

In [25], desiccants were used as a passive cooling technique on PV modules. In the

study, it was mentioned that as the temperature of the PV device increases, the overall PV

conversion efficiency decreases. Hence, there was a need for a cooling system to operate

normally. Figure 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

the air during nighttime when the temperature of the PV module is cool, and the relative

humidity in the surroundings is high. Afterwards, the adsorbed water eventually evaporates

when the PV module gets heat up during the day. When it evaporates, it takes the excess heat

in the PV module, and therefore cools the Photovoltaic module.

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

on PV modules

There are different designs on constructing passive cooling systems. From [26], they

used a design of experiment approach to determine whether among the two different designs

of novel passive fin heat sinks – lapping fins (Figure 16a) and longitudinal fins (Figure 16b)

design are the most optimal design parameters in terms of the variables - fin height, fin pitch,

fin thickness, the number of fins, and the tilt angle. Based from this configurations, and the

experiments conducted, it was concluded that the lapping fin configuration has the best

performance in passive cooling as compared to longitudinal configuration.

Figure 2.16 Diagram of (a) PV module with a lapping fin configuration, and (b) a PV

module with a longitudinal fin configuration

2.5 Active Cooling System

 Since the conventional passive cooling systems are not powerful enough to adapt to

the contemporary electronic devices, a demand for active cooling systems has increased in

the recent years. The active cooling system absorbs thermal energy from the surface to be

cooled and pumps it out using an energy conversion mechanism. Active cooling systems can

be realized by applying TEC to the existing passive cooling system, which are heatsink and

fan [27].

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 17. From this,

it was found out that the air conditioning of the control cabinet is greatly improved while

reducing its working time.

 Figure 2.17 Outdoor Control Cabinet with TEC Air Conditioner

In [29], TEC modules were used for cooling the vaccine refrigeration. This is

significant because the refrigeration of vaccines requires continuous production of electrical

energy. Thus, it can help in rural zones where there is no access of electricity. Photovoltaic

energy is used to charge the batteries which are connected to the TEC modules for

refrigeration, as shown in Figure 18.

Figure 2.18 Refrigeration System for Vaccines Using TEC Modules.

To make a convenient TEC air conditioner, AL-Khalidy et al. [30] have paired it

with Internet of things and makes it an intelligent system. The prototype that they have

created is shown in Figure 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.
 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

effect is used for cooling purpose which aims to replace the existing HVAC system. In

addition, the heat released from the hot side of the TEC module was optimized for the

purpose of water heating. Thus, in a system, TEC module was used for air conditioning and

water heating applications.

Lastly, In [5], the cooling performance between passive systems (heat pipe) and

active systems (thermoelectric cooling, and vapor compressor) for electronics cooling have

been compared. It was found out in this study that the passive system improved the COP of

TEC by 42%. In addition, they concluded that the passive system is better for the cooling of
relatively larger devices at higher temperatures, while two-stage Thermoelectric system is

better for the cooling at lower temperatures.

Figure 2.20 Schematic of the thermal management of battery module using TEC

2.6 Thermal Management of Lithium-Ion Batteries

In [32], the use of heat pipe as thermal management for Lithium-ion batteries is

investigated. Specifically, the performance of a pack with two batteries equipped with a heat

pipe is experimentally investigated. The tests are performed with different ambient

temperature using a chamber that have an ability to control the temperature. It was found out
that the decrease in the thermal resistance of the heat pipe moderated the temperature rise of

the surface temperature of the batteries. In addition, the use of heat pipe leads to a more

stable temperature with lower fluctuations during consecutive battery cycles.

The study in [33] numerically investigates the effectiveness of air cooled battery for

the heat removal during the discharge process in the battery module. The performance is

evaluated at different number of cells in the battery. It was found out that the cooling

efficiency of aire and the number of cells is negatively correlated.

Lastly, in [7], an experimental setup was made for the cooling of Lithium-Ion

battery module using TEC. In this, thermoelectric generator (TEG) was faired with forced

convection (fan) for the thermal management of the battery. The schematic was shown in

Figure 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

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).

2.7 C-rates of Batteries

 Discharge current is commonly represented as a C-rate in battery description to

normalize with respect to the battery capacity, which varies greatly amongst batteries.

Therefore, a C-rate is a measurement of how quickly a battery is depleted in comparison to

its maximum capacity. A 1C rate indicates that the discharge current will completely drain

the battery in one hour. If the battery capacity is 100 Ah, then the discharge current will be

100 A if the C-rate is 1 [34].

Chapter 3

Thermal Management of a Lithium-Ion Battery Module using a Thermoelectric Cooler

with Stirling Engine Heat Pump

3.1 Abstract

Electric Vehicles that are powered by Lithium-ion batteries have attracted attention

in the automotive industries in the recent years due its emission reduction. In this paper, the

researchers will create and test a thermal management system for lithium-ion battery module

using a thermoelectric cooler with Stirling engine heat pump. The researchers aims to: (1)

construct and test the different discharge rates of batteries with natural convection cooling,

forced convection cooling, thermoelectric cooling and thermoelectric cooling with forced

convection cooling; (2) construct and test the different discharge rates of batteries with

thermoelectric cooling coupled with Stirling engine heat pump; (3) test and measure the

coefficient of performance and the energy usage of different cooling mechanism as stated in

objectives (1) and (2); and (4) test the performance of the TEC+SE thermal battery

management for various charge-discharge cycles.

Keywords: Thermoelectric cooler, Lithium-ion Battery, Thermal Efficiency, Heat-

dissipation mechanisms, Stirling Engine, Forced Convection, Natural Convection

3.2 Introduction

Global industrialization has resulted in rising greenhouse gas emissions and a

nonrenewable energy scarcity, both of which are major issues for the entire society. In

addition, the climate change produced by greenhouse gas emissions has a significant impact

on environmental sustainability [1]. To solve these environmental challenges, electric

vehicles (EVs) and hybrid electric vehicles (HEVs) are being developed as green-powered

and environmentally-friendly cars in comparison to traditional diesel locomotives [2]. These

EVs are powered by lithium-ion batteries. This type of battery offers numerous advantages,
including high power and energy density, longer lifetime, and low self-discharge. Lithium-

ion batteries are significant for the future of the electric vehicles and energy storage stations

sectors [3]. However, despite of these advantages, lithium-ion batteries overheat during their

actual operation which creates difficulties for their implementation in EVs and HEVs. These

heat came from its electrochemical reaction. Specifically, lithium-ion battery modules create

a hazard when it is under a high-temperature environment during its discharging and

overcharging states. These overheating can leads to disasters including fire and explosion

accident if it is not properly managed [4]. With this, thermal management of battery module

is necessary for its application. Thermoelectric cooler is considered as a technique for battery

module cooling. This is because they are lighter in weight and does not operate on a highly

flammable fluid. Additionally, they operate at no moving parts, and it is more compact as

compared to vapor compression. However, despite those advantages, its main disadvantage is

its low energy efficiency. Unlike thermoelectric cooler, the traditional vapor compression

technology has advantages in terms of size, weight, power consumption, and cost. Vapor

compression is more efficient and effective in providing cooling at below ambient

temperature cooling [5]. Therefore, a heat-dissipation mechanism must be applied to

thermoelectric cooler to optimize its advantages [6].

The study in [7] experimented the use of a thermoelectric cooler to investigate the

thermal management of a lithium-ion battery module. The proponents of this research used a

model by having a real-time feedback of a temperature of the battery module. In addition, the

study in [7] shows that a lower maximum temperature can be achieved by using

thermoelectric cooling (TEC) compared to natural convection (NC) cooling and forced

convection (FC) cooling. Furthermore, the study also shows that a better cooling mechanism
can be achieved by coupling the thermoelectric cooling with forced convection cooling

(TEC+FC). It is documented in [8] that thermoelectric coolers that cool batteries comprises

of a cooling module, a radiator, a pump, and a cooling fan. There are numerous studies that

uses TEC’s for cooling, and it is being cooled down by an electric fan or the use of natural

convection. In a study from [9], they used TEC, and fan in order to optimize the efficiency of

CMP or chip multiprocessor systems. In [10], it is discussed that TEC were used for

temperature control for IGBTs. This is done because traditional heat sinks are bulky, and it

reduces the cooling efficiency as compared to alternative cooling techniques such as active

cooling where it uses TEC.

Despite the increase in performance in of the thermoelectric cooling with forced

convection cooling (TEC+FC) in achieving a lower maximum temperature, as shown in [7],

one of its disadvantages is the decrease in the coefficient of performance due to additional

electrical power needed in forced convection cooling (fan). To increase the coefficient of

performance of the thermoelectric cooling, the group proposed a method of forced cooling

the TEC without the need for additional electrical energy by using a Stirling heat pump.

The objective of the study is to create and test a thermal management system for

lithium-ion battery module using a thermoelectric cooler with Stirling engine heat pump.

Specifically, it aims (1) to construct and test the different discharge rates of batteries with

natural convection cooling, forced convection cooling, thermoelectric cooling and

thermoelectric cooling with forced convection cooling; (2) to construct and test the different

discharge rates of batteries with thermoelectric cooling coupled with Stirling engine heat

pump; (3) to test and measure the coefficient of performance and the energy usage of

different cooling mechanism as stated in objectives (1) and (2); and (4) to test the
performance of the TEC+SE thermal battery management for various charge-discharge

cycles.

Different sectors such as industrial sector, agricultural sector, energy sector, and

consumer electronics need an efficient active cooling system for its operation. TEC,

considering its advantages to vapor-compressor systems such as no moving parts involved,

current-controlled, flexibility, and environment friendly, can be the solution to this demand.

Thus, using an efficient heat-dissipation mechanism such as the Stirling engine to solve the

low efficiency problem of TEC will make it suitable for a radically better active cooling

system. Lastly, optimizing the thermal management of the Lithium-ion batteries will

facilitates its application for the EVs. From this, it can help to accelerate the advent of

sustainable transportation.

The researchers will only used natural convection, forced convection, thermoelectric

cooling, Stirling engine, and their various combination as cooling mechanism for battery

module. In addition, the researchers will only used Lithium-ion battery for creating the

battery module. Lastly, Parameters will be measured and recorded using a data-logger.

3.3 Conceptual Framework

Input Process Output

Electrical parameters Peltier effect in the TEC. Temperature of the
from the power Heat dissipation for the battery module for each
source. battery module. cooling systems.
Discharge of the Electrical parameters
batteries in the such as voltage, current,
module. power, and energy
consumption for each
cooling systems.
 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, power, and energy

consumption for each cooling systems.

3.4 Research Flow Chart

Figure 3.2 Research Flowchart
 The figure above shows the research flowchart for this study. The first part would be

the design of the cooling systems for the thermal management of the battery module. Then,

these designs will be implemented to make prototypes. Then, DC voltage will be applied to

each cooling systems to run the battery at different discharge rate, and to produce a Peltier

effect on the cooling systems that uses TEC module. Lastly, the temperature, and the voltage,

current, power, and energy consumption for each cooling systems at different discharge rate

are logged.

3.5 Theoretical Background

The TEC module has P-type and N-type semiconductors, connecting bridges

(usually copper strips), and two ceramic substrate casing. These two semiconductors are

placed thermally parallel and electrically series to each other using the connecting bridges

and are compressed between two layers of ceramic substrate. When DC voltage is applied

across this loop composed of junctions of the semiconductors, the current that flows from n-

type semiconductor to p-type semiconductor leads to a drop in temperature in those

junctions, therefore it is the cold side wherein heat is absorbed in this side. On the other end,

the current that flows from p-type semiconductor to the n-type semiconductor leads to a

temperature rise in those junctions, therefore it is the hot side wherein the heat is released

from this side [14].

The coefficient of performance (COP) is the thermal efficiency of the thermoelectric

system. In general, it can be calculated by finding the ratio of the thermal output power to

thermal input power. The higher the temperature difference, the lower the theoretical COP.

The final formula for COP of TEC is shown below [16].

 (3.1)

Wherein I is the current through the module. R is the module resistance, S is the

Seebeck coefficient, k is the module thermal conductance, TH is the hot side temperature, and

TC is the cold side temperature.

Discharge current is commonly represented as a C-rate in battery description to

normalize with respect to the battery capacity, which varies greatly amongst batteries.

Therefore, a C-rate is a measurement of how quickly a battery is depleted in comparison to

its maximum capacity. A 1C rate indicates that the discharge current will completely drain

the battery in one hour. If the battery capacity is 100 Ah, then the discharge current will be

100 A if the C-rate is 1 [34].

3.6 List of Materials

Materials Quantity Price (PhP)

TEC1-127-06L 4 480

Arduino Uno 1 415

DS3231 Real Time Clock 1 125

Mini SD card module 1 100

LM35 Temperature sensor 1 85

Connecting wires 1 pack 50

 Breadboard 1 550

Heatsink Electric Fan 1 200

Stirling Engine Fan 1 2000

Coleman Personal Cooler 1 1350

Heat Sink 4 560

18650 Lithium-ion battery 9 360

Total 6275

Table 3.1 List of Materials

The specification of the TEC module TEC1-127-06L is obtained in [6].

TEC Module: Model TEC1-127-06L

Pmax 60 W Dimensions

Imax 6A Width 40 mm

Vmax 15.4 V Length 40 mm

Tmax 90 ̊C Thickness 3.5 mm

Number of 127

Thermocouple

Seebeck Coefficient (S) 0.01229 V/k

 Module Thermal 0.1815 W/k

Conductance (K)

Module Resistance (R) 4Ω

Table 3.2 TEC Module Used for The Experiment

3.7 Objective (1): To construct and test the different discharge rates of batteries with natural

convection cooling, forced convection cooling, thermoelectric cooling, and thermoelectric

cooling with forced convection cooling.

In this objective, the researchers aim to create a thermal management system for

lithium-ion battery using natural convection (N-C), forced convection (F-C), thermoelectric

cooling (TEC), and thermoelectric cooling paired with forced convection (TEC+F-C). The

schematic diagrams for each cooling systems are shown in Figure 3.3 to Figure 3.6. Then,
these cooling systems will be run for 60 minutes, and their corresponding temperatures are

logged for different discharge rates, as shown in Table 3.3 to Table 3.6. Then, the graphs for

the temperatures variations of each cooling systems as time changes are made for each

discharge cycle.

Figure 3.3 Schematic Diagram for using Natural Convection (N-C) for Thermal

Management of the Battery Module

Figure 3.4 Schematic Diagram for using Forced Convection (F-C) for Thermal

Management of the Battery Module

 Figure 3.5 Schematic Diagram for using Thermoelectric Cooling (TEC) for

Thermal Management of the Battery Module

Figure 3.5 Schematic Diagram for using Thermoelectric Cooling (TEC) with

Forced Convection (F-C) for Thermal Management of the Battery Module

 Time N-C F-C TEC TEC+F-C

(Minutes) (Temperature) (Temperature) (Temperature) (Temperature)

60

Table 3.3 Exact Value of the Temperatures of N-C, F-C, TEC, and TEC+F-C at Discharge

Rate of 1C

Time N-C F-C TEC TEC+F-C

(Minutes) (Temperature) (Temperature) (Temperature) (Temperature)

2
 :

60

Table 3.4 Exact Value of the Temperatures of N-C, F-C, TEC, and TEC+F-C at Discharge

Rate of 1.5C

Time N-C F-C TEC TEC+F-C

(Minutes) (Temperature) (Temperature) (Temperature) (Temperature)

60

Table 3.5 Exact Value of the Temperatures of N-C, F-C, TEC, and TEC+F-C at Discharge

Rate of 2C

Time N-C F-C TEC TEC+F-C

 (Minutes) (Temperature) (Temperature) (Temperature) (Temperature)

60

Table 3.6 Exact Value of the Temperatures of N-C, F-C, TEC, and TEC+F-C at Discharge

Rate of 2.5C

3.8 Objective (2): To construct and test the different discharge rates of batteries with

thermoelectric cooling coupled with Stirling engine heat pump.

In this objective, the researchers aim to create a thermal management system for

lithium-ion battery using thermoelectric cooling coupled with Stirling engine heat pump

(TEC+SE). The schematic diagram for the cooling system is shown in Figure 3.7. Then, the

cooling system will be run for 60 minutes, and the corresponding temperatures are logged for

different discharge rates, as shown in Table 3.7. Then, the graphs for the temperatures

variations of each cooling systems as time changes are made for each discharge cycle.
 Figure 3.7 Schematic Diagram for using Thermoelectric Cooling (TEC) paired with

Stirling Engine (SE) for Thermal Management of the Battery Module

Time 1C 1.5C 2C 2.5C

 (Minutes) (Temperature) (Temperature) (Temperature) (Temperature)

60

Table 3.7 Exact Value of the Temperatures of TEC+SE at Different Discharge Rates

3.9 Objective (3): To test and measure the coefficient of performance and the energy usage

of different cooling mechanism as stated in objectives (1) and (2).

In this objective, the researchers aim to measure the voltage, current, power, and

energy consumption for each cooling systems stated in objectives (1) and (2). These values

are logged in Table 3.8 to Table 3.12. Then, the graphs for the voltage, current, power, and

energy variations of each cooling systems as time changes are made. .Also, given these

consumptions, the summary of COP for each cooling systems will be computed and listed in

Table 3.13.
 Time Voltage Current Power Energy

(Minutes)

60

Table 3.8 Exact Value of the Voltage, Current, Power, and Energy Consumption for N-C

Time Voltage Current Power Energy

(Minutes)

2
 :

60

Table 3.9 Exact Value of the Voltage, Current, Power, and Energy Consumption for F-C

Time Voltage Current Power Energy

(Minutes)

60

Table 3.10 Exact Value of the Voltage, Current, Power, and Energy Consumption for TEC
 Time Voltage Current Power Energy

(Minutes)

60

Table 3.11 Exact Value of the Voltage, Current, Power, and Energy Consumption for

TEC+FC

Time Voltage Current Power Energy

(Minutes)

2
 :

60

Table 3.12 Exact Value of the Voltage, Current, Power, and Energy Consumption for

TEC+SE

N-C F-C TEC TEC+F-C TEC+SE

COP

Table 3.13 Summary of Coefficient of Performance (COP) for Each Cooling Systems

3.10 Objective (4): To test the performance of the TEC+SE thermal battery management for

various charge-discharge cycles.

In this objective, the researchers aim to measure the maximum temperature, and

total voltage, current, power, and energy consumption of TEC+SE for each discharge rate.

These values are logged in Table 3.14. Then, the graphs for each parameters for different

discharge cycle are made.

Discharge Maximum Voltage Current Power Energy

Rate Temperature

1C

1.5C

2C

2.5C

Table 3.14 Maximum Temperature, and Total Voltage, Current, Power, and Energy

Consumption of TEC+SE for Various Discharge Rates

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