Final Project Report.3

DAYANANDA SAGAR COLLEGE OF ENGINEERING
(An Autonomous Institute Affiliated To Visvesvaraya Technological University, Approved By AICTE &
UGC, Accredited By NAAC With 'A' Grade And ISO 9001-2015 Certified Institution)
DEPARTMENT OF AERONAUTICAL ENGINEERING

(Accredited by National Board of Accreditation, NBA)
A Project report on
“THERMAL MANAGEMENT SYSTEM FOR DRONE
BATTERIES”
(Sub Code: 18AE8ICPR2)
Submitted in Partial Fulfillment for the Award of the degree
BACHELOR OF ENGINEERING
IN
AERONAUTICAL ENGINEERING
Submitted by
AKSHAY O S 1DS18AE005
YASHWANTH M S 1DS18AE041
ANUSHGOWDA S 1DS18AE044
TULSANKAR ONKAR 1DS18AE059
Under the guidance of

Dr. SRIKANTH SALYAN
Assistant Professor
DEPARTMENT OF AERONAUTICAL ENGINEERING.
BENGALURU-560078
2021-2022
(An autonomous Institute affiliated to Visvesvaraya Technological University, approved by AICTE &
UGC, Accredited by NAAC with 'A' grade and ISO 9001-2015 Certified Institution)
DEPARTMENT OF AERONAUTICAL ENGINEERING

(Accredited by National Board of Accreditation, NBA)
CERTIFICATE
Certified that the mini project work entitled “THERMAL MANAGEMENT
SYSTEM FOR DRONE BATTERIES” carried out by Mr. AKSHAY O S
(1DS18AE005), Mr. YASHWANTH M S(1DS18AE041), Mr. ANUSH
GOWDA S(1DS18AE044), Mr. TULSANKAR ONKAR(1DS18AE059) in
partial fulfillment for the award of BACHELOR OF ENGINEERING IN
AERONAUTICAL ENGINEERING, during the academic year 2020-21. It is
certified that all corrections/suggestions indicated for internal assessment have
been incorporated in the report deposited in the departmental library. The mini
project report has been approved as it satisfies the academic requirements in
respect of mini project work prescribed for the said degree.
Signature of the Guide Signature of the HOD Signature of the Principal

(Dr. Srikanth Salyan) (Dr. Hareesha N G) (Dr. C P S Prakash)
Name of the examiners Signature

1)
2
DECLARATION
We, [MR. AKSHAY O S (1DS18AE0005), MR. YASHWANTH M S (1DS18AE041), MR.

ANUSHGOWDA S (1DS18AE044), MR. TULSANKAR ONKAR (1DS18AE059)] hereby
declare that, this dissertation work entitled “THERMAL MANAGEMENT SYSTEM FOR
DRONE BATTERIES” has been carried out by us under the guidance of DR. SRIKANTH
SALYAN, Assistant Professor, Department of Aeronautical Engineering, in partial fulfillment
of the requirement of the degree BACHELOR OF ENGINEERING IN AERONAUTICAL
ENGINEERING.
Place: Bangalore AKSHAY O S 1DS18AE005

Date: 12 July, 2022 YASHWANTH M S 1DS18AE041
i
ACKNOWLEDGEMENT
We, would like to express our gratitude towards our professors who have helped us
throughout the project. We are grateful to our project guide, Dr. SRIKANTH SAYLAN whose
continuous assistance, motivation and direction helped us complete our project.
We are grateful to project coordinator, Dr. SRIKANTH SAYLAN whose
encouragement and validation helped us improve.
We would express our gratitude towards Dr. HAREESHA N G [HOD], Dr. KISHORE
BRAHMA, Dr. RAMASESHAN SATAGOPAN and Dr. PRATHIK S JAIN whose
guidance and valuable inputs helped us improve our presentation skills.
It is with great pleasure, we extend our gratitude and thanks to Dr. C P S PRAKASH,
Principal, Dayananda Sagar College of Engineering, for his encouragement throughout the
project.
AKSHAY O S 1DS18AE005
YASHWANTH M S 1DS18AE041
ii
ABSTRACT
One of the biggest challenges we face in flying drones is patience. The endurance of an
Invisible Air Vehicle can be described as the sum of the time a drone can land a plane. With
an electric aircraft with a fixed wing or quadrotor this is directly related to the capacity of the
battery and the current output of the engine to keep the aircraft in the air. This is for a variety
of reasons. One of the major causes is battery damage. Generally, we use Li-po batteries on the
drone. The life cycle of these batteries decreases with increasing temperature which results in
a decrease in performance during flight which reduces the endurance of the unmanned aircraft.
Both high and low battery life cycles.
The main objective of this project is to design a li-po battery temperature control system
to reduce the temperature and find the best way to extend battery life significantly. A few test
planes are being developed to obtain a heat management design.
iii
TABLE OF CONTENTS
DECLARATION................................................................................................................... i
ACKNOWLEDGEMENT ...................................................................................................ii
ABSTRACT ........................................................................................................................ iii
LIST Of FIGURES ........................................................................................................... vi
LIST OF TABLES ........................................................................................................... viii
LIST OF ABRIVATIONS............................................................................................... viii
CHAPTER 1 ............................................................................................................................. 1
INTRODUCTION ................................................................................................................. 1
1.1 DRONE ................................................................................................................... 1
1.1 LITHUM ION BATTERIES ................................................................................... 2
CHAPTER 2 ............................................................................................................................. 4
LITERATURE REVIEW ...................................................................................................... 4
CHAPTER 3 ............................................................................................................................. 7
PROBLEM STATEMENT AND OBJECTIVE .................................................................... 7
3.1 PROBLEM STATEMENT .......................................................................................... 7
3.2 OBJECTIVE ................................................................................................................ 7
3.3 PROPOSED METHODOLOGY ................................................................................. 8
3.4 ORGANIZATION OF THE THESIS .......................................................................... 8
CHAPTER 4 ............................................................................................................................. 9
DESIGN OF THERMAL MANAGEMENT SYSTEM ........................................................ 9
4.1 HEAT GENERATION IN BATTERY ....................................................................... 9
4.2 MICRO HEAT PIPE ARRAY [MHPA] ................................................................... 13
4.3 WORKING OF PELTIER MODULE ....................................................................... 19
4.4 PELTIER COOLING WITH SEMICONDUCTORS ............................................... 20
iv
CHAPTER 5 ........................................................................................................................... 23
ANALYSIS AND COMPONENTS .................................................................................... 23
5.1 ANALYSIS ................................................................................................................ 23
5.2 COMPONENTS ........................................................................................................ 25
CHAPTER 6 ........................................................................................................................... 33
EXPERIMENTAL INVESTIGATION ............................................................................... 33
6.1 TABLE TOP METHOD PRACTICAL ANALYSIS ................................................ 33
6.2 EXPERIMENT USING PELTIER MODULE .......................................................... 37
CHAPTER 7 ........................................................................................................................... 42
RESULTS AND FUTURE SCOPE..................................................................................... 42
7.1 RESULTS AND CONCLUSION .............................................................................. 42
7.2 FUTURE SCOPE....................................................................................................... 43
REFERENCES....................................................................................................................... 44
v
LIST Of FIGURES
Figure 1.1 UAV ........................................................................................................................ 1
Figure 1.2 Temperature vs Life cycles ..................................................................................... 2
Figure 1.3 Capacity fade vs Time ............................................................................................. 3
Figure 2. 1 Voltage vs Capacity for different temperature ........................................................ 4

Figure 2. 2 Capacity vs Lifecycles ............................................................................................. 4
Figure 4. 1 MHPA.................................................................................................................... 13
Figure 4. 2 Micro heat pipe array............................................................................................. 14
Figure 4. 3 Working of MHPA ................................................................................................ 15
Figure 4. 4 MHPA assembly on battery................................................................................... 15
Figure 4. 5 Isometric View of MHPA ..................................................................................... 15
Figure 4. 6 Front view of MHPA ............................................................................................. 15
Figure 4. 7 2D drawing of MHPA .......................................................................................... 15
Figure 4. 8 Peltier Effect .......................................................................................................... 19
Figure 4. 9 voltage v/s Temperature (Performance Graph) ..................................................... 19
Figure 4. 10 Peltier cooling by couple of N&P ...................................................................... 20
Figure 4. 11 Peltier cooling by multiple pallets ....................................................................... 20
Figure 4. 12 Inside of Peltier module....................................................................................... 21
Figure 5. 1 Isometric view of thermal analysis ........................................................................ 23

Figure 5. 2 Temperature variation at 27 °C ............................................................................. 24
Figure 5. 5 Values from eCalc software .................................................................................. 25
Figure 5. 6 MOTOR ................................................................................................................. 26
Figure 5. 7 kk 2.1.5 Board ....................................................................................................... 27
Figure 5. 8 BATTERY ............................................................................................................. 28
Figure 5. 9 ESC ........................................................................................................................ 28
Figure 5. 10 PROPELLERS .................................................................................................... 29
Figure 5. 11 Battery cell........................................................................................................... 29
Figure 5. 12 Arduino ports ....................................................................................................... 29
vi
Figure 5. 13 Relay .................................................................................................................. 31
Figure 5. 14 Cooling Fan ........................................................................................................ 32
Figure 6. 1 Body frame ........................................................................................................... 33

Figure 6. 2 Table top setup ..................................................................................................... 33
Figure 6. 3 Experiment conduction ......................................................................................... 34
Figure 6. 4 ARDUINO UNO board ........................................................................................ 34
Figure 6. 5 Arduino IDE code................................................................................................. 35
Figure 6. 6 Results from Arduino IDE.................................................................................... 35
Figure 6. 7 Experimental setup of Heat Pipe Array ................................................................ 36
Figure 6. 10 Experimental setup of Peltier Module ................................................................ 38
Figure 6. 11 Results from Arduino IDE.................................................................................. 38
Figure 6. 12 Results form Arduino IDE.................................................................................. 39
Figure 6. 13 Arduino and relay connections ........................................................................... 39
Figure 6. 14 Battery pack ........................................................................................................ 39
Figure 6. 15 Battery Degradation............................................................................................ 40
Figure 6. 16 Experimental setup ............................................................................................. 41
Figure 7. 1 Discharge Time v/s Number of cycles .................................................................. 42

Figure 7. 2 Voltage capacity v/s No. of cycles ........................................................................ 42
vii
LIST OF TABLES
Table 5.2.1 Motor specification .............................................................................................. 25

Table 5.2.2 Microcontroller specification ............................................................................... 26
Table 5.2.3 Battery specification ............................................................................................ 27
Table 5.2.4 ESC specification ................................................................................................. 28
Table 5.2.5 Propeller specifications ........................................................................................ 29
Table 5.2.6 Arduino nano specifications ................................................................................ 30
Table 5.2.7 Relay specifications ............................................................................................. 32
Table 5.2.8 Cooling Fan.......................................................................................................... 32
Table 6.1 Theoretical Battery Degradation Percentage ....................................................... 40
LIST OF ABRIVATIONS
GPS - Global Positioning System

CCW - Counter-clockwise
ESC - Electronic Speed Control
MHPA - Micro-Heat Pipe Array
TMS - Thermal Management System
UAV - Unmanned Aerial Vehicles
viii
THERMAL MANAGEMENT SYSTEM FOR DRONE BATTERIES 2021-22
CHAPTER 1
INTRODUCTION
Figure 1.1 : UAV
1.1 DRONE
Drone is an unmanned aircraft. In essence, a drone is a remote-controlled flying robot that
automatically uses software-based flight systems in its embedded, integrated in-board sensors
and global positioning system (GPS)as shown in Figure 1.1.
A quadcopter is a simple flying machine also known as a quadrotor with four arms, each
with its own propeller engine. In a quadcopter, two rotors rotate opposite the clock (CCW)
while the other two rotate clockwise (CW). Speaking of aerodynamically, unstable quadcopters
need a flight controller to send information to vehicles through their electronic speed control
(ESC) to perform the desired movement. From transportation to agriculture to security,
unmanned aerial vehicles and IoT are often part of the same conversation. They contribute to
universal connectivity and collaboration.
Dept. Of Aeronautical Engineering, DSCE 1

1.1 LITHUM ION BATTERIES

The battery technology most commonly used in non-human systems is based on lithium,
as it has higher power than older nickel-based technology to provide the most useful power per
unit of weight. The two most popular lithium chemicals are lithium polymer (LiPo) and lithium
ion. Most of the batteries used in standard high-speed aerial photographs are medium-sized
drone batteries, after all, referring to large drone camera devices. Aerial photography like this
uses a medium-sized drone battery. It needs a powerful battery for both light and size.
Therefore, most of them are used in lithium batteries in soft-pack polymer. Most high-speed
aerial stunt images use four-winged drones. Because during aerial photography, drone speed
has the effect of accelerating faster and smoother aerial photography. In the case of sensitivity
and shooting at a sharp angle at high speeds, under the operation of the first impression, the
critical operational aspect is very large. Capturing aerial photography like this requires a lot of
drone batteries. High C-rate output, smooth output, high volume, low volume, light weight,
stable output temperature, etc., are very important.
Lithium-ion batteries, with high power (up to 705Wh / 1000cm³) and high density (up to
10,000W / L), show high capacity and excellent performance, which is why they are widely
used in radio and aircraft controls, mobile phones, electric vehicles, computers portable and
other widely used electronic products. Temperature, as an important factor, greatly affects the
performance of lithium-ion batteries and limits the use of lithium-ion batteries. In this review,
we discuss the effects of heat on lithium-ion batteries at both low and high temperatures.
Figure 1.2 Temperature vs Life cycles

The battery will have the best performance at high temperatures, but at the expense of a
shorter life cycle if the exposure is maintained for a long time. As shown in Figure.1.2 the
degradation is highly dependent on temperatures, with a slight degradation of about 25 ° C,
i.e., an increase when stored or used above or below 25 ° C.
High charging levels and high temperatures accelerate volume loss. Carbon anode
produces heat when used. Good internal ventilation may increase temperatures. Loss rates vary
in temperature: 6% loss at 0 ° C, 20% at 25 ° C, and 35% at 40 ° C. On the other side of the
spectrum, at low temperatures, the volume drops rapidly in temperature. For example, a battery
will usually deliver at -18 ° C only 50% of its capacity at 27 ° C. This is because low
temperatures affect the electrochemical reaction of the battery. Although the battery capacity
at high temperatures is high, the battery life is shortened as shown in Figure 1.3.
There are two types of losses in LiPo batteries.
CAPACITY LOSS
➢Reduced range
➢Reduced charge rate (replenish 80% of certified range)
RESISTANCE RISE
➢Increased heat generation
➢Increased energy consumption

➢Reduced power output
➢Reduced charge rate (Regeneration or fast charge)

➢Reduced charging efficiency
Figure 1.3 : Capacity fade vs Time

CHAPTER 2
LITERATURE REVIEW
• Shuai, et al.[1]- we studied Temperature, as a critical factor, significantly impacts on the
performance of lithium-ion batteries and also limits the application of lithium-ion batteries.
Accurate measurement of temperature inside lithium-ion batteries and understanding the
temperature effects are important for the proper battery management. They found the effects
of temperature to lithium-ion batteries at both low and high temperature ranges. This review
overviews recent development in both the understanding of the temperature effects and the
temperature monitoring, and discusses the challenges and possible future directions in
achieving optimum battery performance.
• Arnaud Girin [2]- we studied and design battery cooling systems and the importance of
thermal management were understood. This also gives idea of how voltage value varies with
temperatures of a Li-ion battery. Figure.2.1&2.2
Figure 2. 1 Voltage vs Capacity for different temperature
Figure 2. 2 Capacity vs Lifecycles

• Shayok, et al.[3]- we have learned that there have been attempts to use hydrogen fuel cell
onboard drones. Fuel cell stacks and fuel tank assemblies can have high strength to weight.
Therefore, they can enable long-distance drone aircraft, but fuel cell stacks and associated
systems, are generally more expensive. Therefore, this work proposes the use of the novel stack
of electric hydride fuel containing metal hydride as a power source located on the drone. The
main advantage of this is that the fuel sticks can be used to cool the batteries, and the negative
effect is that this slightly reduces the load on the internal Li-ion battery and provides a slight
increase during flight. This work presents the results of experimental studies showing the main
effect (i.e., lower battery temperature) and the second side effect (i.e., a slight increase in flight
time) obtained using a fuel cell stack. In this work, the metal hydride fuel stick power hydrogen
fuel cell is used in conjunction with the Li-ion onboard a drone battery.
• Xin, et al.[4]- we have learned that the effects of Li-ion battery pack packets confirmed the
efficiency of the MHPA-based cooling system [Micro-Heat Pipe Array] by lowering the battery
pack temperature by 1C and reducing the temperature difference within the battery packs. and
cells during operation. Test and calculation results revealed improved stability and battery
safety during the charge-discharge cycle. This MHPA novel based on cooling system has
features of energy efficiency, simplification and coherence. Based on test data, heat production
and dissipation of the Li-ion battery pack are analyzed.
• Yanjun, et al.[5]- we studied that they found out that the cooling relies on internal heat pipe
and convective cooling of UAV [Unmanned Aerial Vehicle] body, so that the heat generated
by the battery can reach exterior cooling through a dedicated thermal path., and they tried
designing it.
• Feng, et al.[6]- we studied that they studied LiB and found out that the increasing degradation
rate of the maximum charge storage of LiB during cycling at elevated temperature is found to
relate mainly to the degradations at the electrodes and that the degradation of LCO cathode is
larger than graphite anode at elevated temperature.
• K. Domke, et al.[7]- we have learned that the emerging hot barrier limits the continuous
operation and development of parts in their modern form. Cooling systems (natural or forced
forms, including water cooling systems) sometimes fail to reach the required level. The paper

discusses the concept where the performance of standard cooling systems is supported by the
installation of Peltier materials. Heat flow analysis is introduced into systems consisting of: an
electronic element - a Peltier element - radiator, complemented by a study of cooling efficiency
and components that assist the process of designing such integrated systems.
• Mohit Thakkar, el al.[8]- we studied that there are three types of thermoelectric effect: The
Seebeck effect, the Peltier effect, the Thomson effect. From these three effects, Peltier cooler
works on the Peltier effect; which states that when voltage is applied across two junctions of
dissimilar electrical conductors, heat is absorbed from one junction and heat is rejected at
another junction.

CHAPTER 3
PROBLEM STATEMENT AND OBJECTIVE
3.1 PROBLEM STATEMENT
➢ A battery will have a better performance at an elevated temperature, but at the cost of a
shortened lifecycle if the exposure is maintained over a long period of time.
➢ Battery degradation occurs during discharging and charging.
➢ Poor internal ventilation may increase temperatures. Loss rates vary by temperature:
6% loss at 0 °C, 20% at 25 °C, and 35% at 40 °C.
➢ Battery capacity is reduced by 50% at 30°C but battery life increases by about 60%.
Battery life is reduced at higher temperatures – for every 8.3°C over 25°C, battery life
is cut in half.
➢ This Battery degradation increases both the number of batteries we use and also effects
the endurance of the drone.
3.2 OBJECTIVE
Design of battery thermal management system for drones.
To increase the battery life cycle of a lithium-ion battery by 30%. (The life cycles of
both lithium ion and lithium polymer battery is 300 cycles).
To maintain battery storage capacity at 70% by decreasing battery degradation by 15%.
Thermal analysis of a battery model using analysis software.
Practical analysis (Table top method).
Estimation of battery life before and after thermal.

3.3 PROPOSED METHODOLOGY
➢ Identification of problem : Understanding the problem and the cause of problem is

the first step.
➢ Research phase : Detailed literature review is necessary in order to understand the

working of lithium batteries and its behavior with changes in temperature and present
methods used to overcome this problem
➢ Design of battery thermal management system
➢ Thermal analysis : From the temperature results obtained the analysis is carried in
ansys for those temperatures to obtain variation in temperature in the heat pipe.
➢ Comparison of available methods for temperature management : The two methods

are compared to check which method provides better results.
➢ Fabrication of the battery thermal management system and a drone
➢ Testing : To get practical results test flights are conducted
➢ Optimizing THERMAL MANAGEMENT system for better results : Optimizing the

design to increase the effectiveness.
3.4 ORGANIZATION OF THE THESIS
The thesis is classified into multiple chapters. Each chapter talks about different section
of the thesis work. Chapter 2 explains the initial literature review conducted and theoretical
concept learnt in the initial phase of the work. Chapter 3 explains problem statement, proposed
methodology and objective. Chapter 4 presents the Design of thermal management system the
theoretical heat calculation and working of MHPA. It also explains about experimental design
for MHPA and also about peltier module and its working. Chapter 5 explains about analysis
part for micro heat pipe array and talks about the avionics selected for the quadcopter. Chapter
6 talks about the table top analysis and its results. Chapter 7 emphasis on result obtained and
concludes the project.

CHAPTER 4
DESIGN OF THERMAL MANAGEMENT SYSTEM

4.1 HEAT GENERATION IN BATTERY
Generating internal heat during cell or battery operation is an important concern for the
battery engineer. If the cells or batteries are too hot, they may explode or explode. And Lithium
and Lithium-ion batteries / cells can burn when broken, creating an additional safety hazard.
To ensure safe operation throughout the intended range of operation of a cell or battery, it is
important for the battery engineer to understand the basics of internal heat production and to
be able to calculate the expected adiabatic temperature rise of a cell or battery under any
operating conditions. The purpose of this article is to provide an overview of the basics and the
basics of arithmetic. Once the amount of heat generated and the adiabatic temperature rise of a
cell / battery have been determined, methods can be developed and used to dissipate heat and
keep operating temperatures safe. This is the essence of a safe cell / battery design, especially
if a high level of charging or discharge is required.
4.1.1 SOURCES OF HEAT GENERATION IN A BATTERY

There are two main sources of internal heat production for electrochemical cells and
batteries during their operation:
● Heat resulting from electrochemical reactions
● Heat from polarization
In subsequent discussions, batteries are described as composed of multiple electrochemical
cells. Thus, the cell is the building block.
The cell is also a business in which thermodynamic principles apply. Therefore, the
output of the basic figures will focus on each cell, recognizing that the amount and rate of heat
production or absorption calculated can ultimately be easily measured in multi-cell batteries.
4.1.2 HEAT GENERATED BY THE ELECTROCHEMICAL

REACTIONS
The electrochemical reaction of a cell may alter the temperature or absorb heat
depending on the exothermic or endothermic. This heat is the result of an entropy change that
occurs during the reaction period. The amount and rate of temperature / absorption fluctuations
can be calculated from thermodynamic principles, as follows.

The magnitude of the electrical activity found in a cell is equal to the free energy of the
electrochemical reaction in regenerative EMF. Free energy, in turn, is given in the following
equation (1).
ΔGro = ΔHro - TΔSro ……………………………………………. (1)
there
ΔGro = General free electrochemical reaction (J / mol or cal / mol)
ΔHro = General enthalpy electrochemical reaction (J / mol or cal / mol)
T = Temperature (oK)
ΔSro = Normal entropy change of electrochemical reaction (J / mol oK or cal / mol oK)
TΔSro is a measure of energy that is not available as an electrical activity and is perceived as
modified or absorbed heat, depending on the method and thermodynamics of the
electrochemical reaction involved.
This heat is often called Entropic or heat reaction. Entropic temperatures are altered or absorbed
by each mole of the reactant cell in the EMF reversible states as shown in equation (2)
Qr = TΔSro = ΔHro - ΔGro ……….………………………….……. (2)
there
Qr = Entropic temperature produced or absorbed per reactant mol by electrochemical reaction
to reverse EMF (J / mol or Cal / mol)
The regenerative EMF (Eo) of an electrochemical cell is related to its free energy as shown in
equation (3):
ΔGro (J / mol) = -nFEo ………………………………………. (3)
there
Eo = Reversible EMF (Open Circuit Potential) electrochemical cell (V)
n = Number of measurements per mol of reactant involved in electrochemical reaction
F = Fixed Faraday (96,485 coulomb / eq)
The negative sign in Equation (3) indicates the fact that (ΔGro) is negative in the automatic
response, such as electrochemical cell extraction.
Differentiating Equation (1) with respect to (T) yields:
(dΔGro/dT)P = -ΔSro …………………………………………..(4)
Differentiating Equation (3) with respect to (T) yields:
(dΔGro / dT)P = -nF(dEo/dT)P ……………………………....……….(5)
Equating Equations (4) and (5) yields a relationship for (ΔSro) in terms of (Eo):
ΔSro (J/mol oK)= -(dΔGro/dT)P = -[ -nF(dEo/dT)p] = nF(dEo/dT)p …………...……..(6)

Equation (6) now allows (ΔHro) to be defined in terms of (Eo).

ΔHro (J/mol) = ΔGro + TΔSro = -nFEo + nFT(dEo/dT)P ………………………..…….(7)
The total quantity of Entropic heat (Qr) evolved or absorbed by the cell reaction is now given
as shown in equation (7)
Qr (J/mol) = TΔSro = ΔHro – ΔGro = -nFEo + nFT(dEo/dT)P + nFEo = nFT(dEo/dT)P …….…(8)
and
Qr (cal/mol) = 0.239nFT(dEo/dT)P ………………………….. (9)
The quantity (Qrt) and rate (qrt ) of Entropic heat generation/absorption from the
electrochemical reaction during a period of operation can now be determined from the time
and current as follows (note: by convention, the current is positive for the discharge reaction
(spontaneous process) and negative for charging (non-spontaneous) process. This convention
maintains (ΔGro) negative for the spontaneous discharge process).
First, (n) is defined as a function of current and time as shown in equation (10):
n = It / F ………………………………………………………….(10)
where
I = Current (A)
t = Time (sec)
Next, Equation (10) is substituted into Equation (9) to yield the equation for (Qrt ) for the
discharge reaction (positive I):
Qrt (cal) = 0.239nFT(dEo/dT)P = (0.239ItFT/F)(dEo/dT)P = 0.239ItT(dEo/dT)P ………… (11)
where
Qrt = The quantity of Entropic heat generated or absorbed by an electrochemical reaction over
(t) seconds of operation at current (I) (cal or J)
The rate of heat generation or absorption is determined by differentiating Equation (11) with
respect to time:
qrt (cal/sec) = (dQ/dt) = 0.239IT(dEo/dT)P ………………………...…… (12)
where
qrt = The rate of Entropic heat generated or absorbed by an electrochemical reaction when
operating at current (I) (cal/sec or J/sec)
If the electrochemical reaction is reversible, the Entropic heat generation or absorption and the
rate of Entropic heat generation or absorption for the charging process can be determined by

changing the sign of Equations (11) and (12) above from positive to negative. This is due to
the fact that, by convention, the charging current is negative. The equations then become:
Qrt (charging, cal) = -0.239ItT(dEo/dT)P …………………………..(13)
qrt (charging, cal/sec) = -0.239IT(dEo/dT)P ……………..………….. (14)
For both the charge and discharge process, if (Qrt) is negative, heat is evolved (reaction
exothermic) and heat is absorbed if (Qrt) is positive. Under the latter conditions, the cell reaction
would have a cooling effect on the cell.
4.1.3 HEAT GENERATED BY POLARIZATION:

Polarization represents a decrease in electrical energy caused by current flowing
through the internal resistance of a cell and leading to heat production (i.e., it is always very
dangerous).
The quantity and temperature of polarization are calculated as follows:
Polarization (η) is provided as shown in equation (15):
η = (Eo - EL) …………………………………………………… .. (15)

there
η = Cell division (V)
EL = Lower cell capacity (V)
At the time of extraction, the total temperature generated by polarization (QPt) over time (t)
current (I) is given:
QPt (J) = -It (Eo - EL) ………………………………………….…. (16)
QPt (cal) = -0.239It (Eo - EL) …………………………………..… (17)
there
QPt = The amount of heat generated from cell division over (t) seconds of active current (I)
(cal or J)
Here, and in the assembly, the discharge current (I) is considered positive. The negative sign
indicates the fact that polarization is always an exothermic process (negative value (QPt)). The
emission rate (calorie / second) from polarization is given as shown in equation (18):
qPt (cal / sec) = (dQPt / dt) = -0.239I (Eo - EL) ……………..……. (18)
there

qPt = Temperature generated from polarization in a cell where it is currently operating (I) (cal
/ sec or J / sec)
During charging, by law, the current is given a negative value that changes the mathematical
sign (16) - (18) from negative to positive. Since, during charging, the load voltage (EL) will be
greater than (Eo), (QPt) and (qPt) both will be worse, consistent with the fact that polarization
remains exothermic. This is an ohmic heat, like what happens to a light bulb or an electric
stove, and it does not matter which way the stream flows; heat will always be produced.
Charging statistics, expressed in (cal), are as shown in Equation(19) and Equation(20)
QPt (cal) = 0.239It (Eo - EL) …………………………………………..…. (19)

qPt (cal / sec) = (dQPt / dt) = 0.239I (Eo - EL) …………. ………………..(20)
4.2 MICRO HEAT PIPE ARRAY [MHPA]

MHPA refers to an exhausted system with several independent heat pipes. As shown in
Figure.4.1, the MHPA is a flat metal plate with a highly efficient heat transfer component,
which relies on the flexibility of the active fluid phase to transfer heat. The length and width
of the MHPA can be adjusted flexibly based on demand, which can solve the heat resistance
problem that arises when using a conventional heat pipe.
Small grooves and micro fins on the inner wall of each small heat pipe,
significantly increase the space to transfer the heat of the equivalent steam. Since each sub-
channel heat pipe operates independently, Figure.4.2 failure of a single sub-channel heat pipe
has only a small impact on the entire MHPA flat and improves the reliability of the entire heat
pipe.
Figure 4. 1 MHPA

Figure 4. 2 : Micro heat pipe array
4.2.1 WORKING OF MICRO HEAT PIPE ARRAY

Since TMS uses liquids, the heat transfer area can be water, glycol, oil, or refrigerators.
The liquid interacts directly with the battery module and follows the same principle as air
cooling; However, this process has a thermal conductivity compared to higher than air.
The heat exchanger consists of a closed container with an inner chamber with capillary
wicking material to provide driving power to return condensate to the evaporator. As the fluid
is used to complete the phase switching process, the heat pipe requires a battery fluid
heat treatment.
The phase shift of the thermal storage system significantly increases the weight and the
PCM thermal conductivity is much lower. When it is full of heat, the final system may play a
negative effect. The area of the traditional circular heat pipe cannot be properly connected to
the battery. It has little evaporation, and has no heat dissipation features. In addition, the device
cannot achieve equal comparisons of various types of heat resistance, TMS efficiency, and
normal circulation fluid efficiency, there is only a linear connection between the pipe surface
and the battery resulting in efficient heat transfer efficiency. So they are not qualified.
The evaporator surface of the MHPA is flattened with a battery, and the thick part is
fitted with wings. When the packets are charged and discharged, the heat is transmitted
continuously from cells to the MHPA evaporator flat, flows into the heat pipe terminals to the

condenser section, and finally disperses using natural flexibility and forced wing.
Figure 4. 3 Working of MHPA
The range of small heat pipes is attractive because of its large heat transfer capacity, compact
size,and the maximum volume of volume compared to conventional heat pipes.
The method above Figure.4.3 is a low viscous friction floor with minimal shear strength liquid
vapor.
4.2.2 EXPERIMENTAL DESIGN
`
Figure 4. 4 MHPA assembly on battery
The design shown above is done in catia designing software. The micro heat pipe array pipes
were designed according to the dimensions of actual 5000 mah battery. The width of MHPA

is 12mm. There are a total of 22 fins with a width of 0.3mm and length of the fins 0.5mm. The
2D sheet of the design is given below.
4.2.3 MODEL DEVELOPMENT

The two basic lines of thought are considered to reduce the battery temperature, i.e. to
dissipate heat and to temporarily retain heat. If we use the heat-retaining method only, we can
only use the extended heat pipeline as a capacity to reduce the temperature due to the critical
natural weight of the UAVs. While UAV fuselage is usually constructed of polymer materials
such as ABS plastic to achieve low weight, although the fuselage has very high temperatures,
almost the size of the fuselage is limited and its thermal conductivity is so low that it is difficult
to accumulate high temperatures.
Therefore, heat dissipation is required to lower the temperature. The internal structure
of the UAV is shown in Figure 1, the battery is in the battery cell, the circuit board is in the
battery cell, and the power and wiring control system is mounted on both sides. The available
space for the heat exchanger is limited so that we can consider moving from a battery to an
extended heat pipe to the fuselage, which has a large contact area with the surrounding area.
We can create low temperature resistance from the battery cell to the upper fuselage to increase
the heat transfer rate, and utilize the high convection high air-driven convection during flight
and rotating quadrotors. We can build heat pipes as a heat transfer bridge. Then the same
temperature field is obtained using the evaporation system of the heat tube, which provides
high thermal conductivity. With a diameter of 12 mm, a flat heat tube with a diameter of 3 mm
on the circuit board connects the battery and fuselage. This treatment not only increases the
contact area of the heat pipe and fuselage, but also eliminates the low temperature adverse
effects of polymer materials, and disperses heat as quickly as possible. Therefore, this treatment
compensates for the low thermal conductivity of the fuselage components.
Figure 4. 5 Isometric View of MHPA Figure 4. 6 Front view of MHPA

To further strengthen heat transfer, it is also preferable to add heat pipes beneath the upper
fuselage. talks about the avionics selected for the quadcopter.
Figure 4. 7 : 2D drawing of MHPA
4.2.4 THEORETICAL HEAT CONDUCTION CALCULATION:

Reliable guessing of battery pack temperature profiles, as well as the overall battery
system, requires a total heat production capacity test.
The first term in the right hand is an ohmic loss inside the battery cell, a charger
transmission that exceeds the optical connector, and limits the maximum transmission, when
U and V are open circuit power and cell operating power, respectively. The second term is the
term for generating heat entropy or renewable heat term. Due to the discharge discharge cycle
in this operation, the battery response continues to degrade and the second term of this
calculation is ignored during the charging and discharge cycle. The temperature was thought
to be uniformly produced throughout the cell, and the production of packet temperature was
20.8 W.
To set the thermistors in the design phase of the MHPA and fins, measure the
temperature at the end of the 1C cycle cycle. The rate of fluctuations in temperature between
the wings and air is calculated as Eq. (19).

Q = hA (t fins - t air) ……………………………………………………… (21)

when h is the coefficient of variable heat transfer, A wing area, t fins, t air medium temperature
of the wings and air, respectively, C. The value of h is calculated by passing through the liquid
from the outlet, and after adding the fan, the heat output is doubled there is a natural convection.
Here it describes g as the coefficient of energy conversion, as shown in the following:
When W cooled is a fan power dissipation, cooled E and normal E are the total charge and
discharge power in the cycle and / or cooling. The higher the value, the better the cooling effect.
At present, the larger the battery pack results in higher charging or power outages.
Thus, the temperature of the Joule increases and the chemical reaction is active. These effects
will inevitably produce more heat which will lead to higher temperatures and greater
differences in temperature within the battery, MHPA location and coefficient of variable heat
transfer can be adjusted according to formula, and meet temperature requirements.
QPt (J) = -It (E0 – EL) …………………….………………..…… .. (22)
4.3 PELTIER MODULE

The Peltier effect
Peltier discovered that there was an opposite of the Seebeck Effect, in which heat
energy could be absorbed from one coil of different metals and emitted elsewhere when an
electric curve flowed inside a closed circuit. The region has been modified to obtain a different
configuration that reflects the Peltier Effect, something opposite the Seebeck Effect.
When a voltage (Ein) is applied to terminals T1 and T2, electrical energy (I) will flow
into the circuit. As in Figure 4.8. current flow, the small cooling effect (QC) will occur at
thermocouple junction A (where the heat is drawn), and the temperature effect (QH) will occur
at junction B (where the heat is released). Note that this effect may be reversed as in shown
Figure 5.9 when a change in the flow of electricity will reverse the direction of thermal flow.
By arranging the N and P type pellets in a "pair" (see Figure.4.10) and making a connection
between them with a thin copper tab, it is possible to fix a series circuit that can keep all the heat
going the same way. guidance. As shown in the diagram, with the free end 9 (bottom) of the P-type
pellet connected to the positive voltage and the free (low) end of the N-type pellet equally
connected to the negative side of the voltage.

Figure 4. 8 Peltier Effect
4.3.1 WORKING OF PELTIER MODULE

The Peltier effect occurs whenever electrical energy flows through two different
conductors; depending on the direction of current flow, the combination of the two conductors
will absorb or release heat. In the world of thermoelectric technology, semiconductors (usually
Bismuth Telluride) are preferred to produce the Peltier effect because they can be easily
configured to pump heat.
Figure 4. 9 voltage v/s Temperature (Performance Graph)

Using this type of material, the Peltier device (i.e., a thermoelectric module) can be
constructed in the simplest way next to a single semiconductor "pellet" sold on an electric
motor at each end (usually copper plate).
4.3.2 PELTIER COOLING WITH SEMICONDUCTORS

By arranging the N and P type pellets in a "pair" (see Figure.4.10) and making a connection
between them with a thin copper tab, it is possible to fix a series circuit that can keep all the heat
going the same way. guidance. As shown in the diagram, with the free end 9 (bottom) of the P-type
pellet connected to the positive voltage and the free (low) end of the N-type pellet equally
connected to the negative side of the voltage.
Figure 4. 10 Peltier cooling by couple of N&P
As we saw in the previous section, in the N type of semiconductor, heat is deducted from
the proximity to the negative terminal and the heat is emitted from the proximity to the positive
terminal. In the P type of semiconductor, heat is drawn from the intersection near the positive
terminal and released to the intersection near the negative terminal.
By arranging the circuit as shown in Figure 4.11, it is possible to release heat on one side and absorb
it on the other side. Using these special TE "couple" structures, it is possible to assemble multiple
pellets together in rectangular areas to create effective thermoelectric modules as in Figure 4.10.
Figure 4. 11 Peltier cooling by multiple pallets

Figure 4.12 is how Inside of Peltier Module looks when cut opened, it is to understand the
inside arrangements of P & N junctions , which allows the Peltier module to produce heat on
one side and be cooler on the other side.
Figure 4. 12 Inside of Peltier module
4.3.3 THEORETICAL HEAT CONDUCTION CALCULATION:

The region has been modified to obtain a different configuration that reflects the Peltier
Effect, something opposite the Seebeck Effect. When a voltage (Ein) is applied to terminals T1
and T2, electrical energy (I) will flow into the circuit. As in Figure 4.8, current flow, the cooling
effect (QC) will occur at thermocouple junction A (where the heat is drawn), and the
temperature effect (QH) will occur at junction B (where the heat is released). Note that this
effect may be reversed when a change in the flow of electricity will reverse the direction of
thermal flow. Joule heating, with a magnitude of I2 x R (where R is electrically resistant), also
occurs in conductors due to current flow. This Joule temperature effect works against Peltier
Effect and causes the net cooling net available. The Peltier effect can be mathematically
expressed as
Qc or QH = β x I = (αT) × I ……………………………… (23)

In Equation 23, Where: • β Peltier coefficient difference between two objects A and B is
voltages.
• I am the flow of electrical energy in the amperes.
• QC and QH cooling and temperature levels, respectively, in watts.

CHAPTER 5
ANALYSIS AND COMPONENTS

5.1 ANALYSIS
Thermal analysis is carried in ansys. The analysis is carried initially in room conditions.
The analysis results show how much heat is transferred from battery to heat pipe array.
Figure.6.1, The material used is aluminium. Thermal conductivity of aluminium is 239W m-1
K-1.
The convective heat tranfer values obtained from the analysis are compared with the
theoretical values. The steady state thermal contour obtained from the analysis is shown below.
The highest temperature obtained from analysis is 55.6degree.
Figure 5. 1 : Isometric view of thermal analysis

The contour diagrams shown below shows the variation of temperature at different time
intervals.

Figure 5. 2 Temperature variation at 27 °C
These are the thermals analysis conducted to know the behavior of the heat pipe array, these
are the variations particularly at 27 , 36 and 47 °C

5.2 COMPONENTS
AVIONICS
E CALC software is used to finalize the avionics. From the major inputs such as
hovering time, weight, power limits, weight constrains and the frame size the avionics were
selected accordingly. The factor of safety considered for calculations is 1.3. This software
helped us to choose the better combination of avionics.
The below tables shows the finalized avionics. Figure 5.5.
Figure 5. 5 Values from eCalc software
5.2.1 MOTOR
Table 5.2.1 : Motor specification
Parameters Specifications
SL.no
1 MOTOR BRAND T MOTORS
2 MODEL NAME AM480 900
3 MOTAR DIMENSIONS 25 mm
4 Max power 800 watts
5 KV 990
6 WEIGHT 145

Figure 5. 6 MOTOR
The motor that we used was T motor AM480 900 model which had a max power of
800 watt with Kv rating of 990. It was a brushless motor of 25 mm diameter in dimension. And
had a weight of 145 grams which makes it 580 grams in total.
5.2.2 MICROCONTROLLER
Table 5.2.2 : Microcontroller specification

1 Size: 50.5mm x 50.5mm x 12mm
2 Weight: 21 grams (Inc. Piezo buzzer)
3 IC: Atmega644 PA
4 Gyro/Acc: 6050MPU
5 Auto-level: Yes
6 Input Voltage: 4.8-6.0V
7 AVR interface: standard 6 pin.
8 Signal from Receiver: 1520us (5 channels)
9 Signal to ESC: 1520us
Microcontroller used is KK 2.1.5 which is of size 50x50 mm with a height of 12mm

due to knobs for connection, with weight of 21grams, with 6 pin AVR standard interface. It
works on 4.6 – 8 V input voltage, with a 5 channel 1520us receiver signal intake.

Figure 5. 7 kk 2.1.5 Board
5.2.3 BATTERY
Battery used is ZOP Power of 4S1P configuration for earlier experiments with 45C
discharge rate. It weighs about 321 grams and give a output voltage of 11.7V.
Table 5 .2.3 : battery specification
SL.no Parameters Specification

1 Battery NAME ZOP POWER
2 Configuration 4S1P
3 Discharge rate considered 85%
4 Weight 321gm
5 Output Voltage 11.7V
6 Discharge rate 45C
Figure 5. 8 Li-po Battery

5.2.4 ESC
Table 5.2.4 : ESC specification
SL.no Parameter Specifications

1 MODEL BRAND T MOTORS
2 MODEL NAME FLAME
3 WEIGHT 35g
4 VOLTAGE 124
5 MAX CURRENT 35
6 CELL CAPACITY 5000 mAh
ESC used are of TMOTORS Flame which is of 35 g in weight which makes it 150
grams in total for a drone. It has a cell capacity of 5000 mAh. Above is the specifications of
ESC in Table 5.2.4
Figure 5. 9 : ESC
5.2.5 PROPELLER
Propellers use were from FIALA , Electric E3 propellers which weighs around 70 gm ,
with 4 in pitch and 7 in prop diameter. There are 2 clockwise and 2 anti-clockwise propellers
used.below is the detailed description of it in Table 5.2.5.

Table 5.2.5 : Propeller specifications
SL.no
1 MODEL BRAND FIALA
2 MODEL NAME ELECTRIC E3
3 WEIGHT 70gm
4 PROP DIAMETER 7 in
5 PITCH 4 in
6 NO OF BLADES 4 BLADES
Figure 5.10 : PROPELLERS
5.2.6 LI-ION BATTERY SELECTION

Li-ion battery of Samsung ICR 18650 is used, 6 of them with a 3S2P configureration
constituting 6000 mAh battery pack is made to work with, which had a output voltage of 11.7V
Figure 5.11 Battery cell

with total weight of 210 gm with 45C discharge rate. below are the specifications of it in Table
5.2.6.

Table 5.2.6: Li-ion battery selection
SL.no Parameters Specification

1 Battery NAME Samsung ICR 18650
2 Configuration 3S 2P
3 Discharge rate considered 90%
4 Weight 210gm
5 Output Voltage 11.7V
6 Discharge rate 45C
5.2.7 ARDUINO NANO

Above is the configuration and probe info of an Arduino NANO board, whose detailed
specification is shown the below Table 5.2.7.
Figure 5.12 Arduino ports

Table 5.2.7 Arduino nano specifications
Name Arduino® Nano

Board
SKU A000005
Microcontroller ATmega328
USB connector Mini-B USB
Pins Built-in LED Pin 13

Digital I/O Pins 14
Analog input pins 8
PWM pins 6
UART RX/TX
I2C A4 (SDA), A5 (SCL)

Communication
D11 (COPI), D12 (CIPO), D13 (SCK). Use any
SPI
GPIO for Chip Select (CS).
I/O Voltage 5V
Input voltage
7-12V
Power (nominal)
DC Current per I/O

20 mA
Pin
Clock speed Processor ATmega328 16 MHz
Memory ATmega328P 2KB SRAM, 32KB flash 1KB EEPROM
Weight 5gr
Dimensions Width 18 mm
Length 45 mm
5.2.8 RELAY
Figure 5.13 Relay
This is a two way relay, which used as a digital switch controlled by Arduino nano
board, whose specifications are mentioned in below Table 5.2.8.

Table 5.2.8 Relay specifications
Sl No Relay Module; Model : JQC-3FF-S-Z, 2 Channel

1 Voltage to operate 5V DC
2 Color Blue Relays on a black PCB
3 Load 10A, AC 250V/ 15A, 125V
4 Standard interface Arduino, 8051, AVR, PIC, DSP, ARM
5 Weight 0.0312Kg
5.2.9 COOLING FAN

Table 5.2.9 Cooling Fan
Sl no Parameters values
1 Dimension 40 x 40 x 10 mm
2 Hole spacing 30mm
3 Color Black
4 Operating Voltage (VDC): 5V
5 Max. Operating Current (mA): 100
6 Connector XH2.54-2P
7 Material High-Quality Plastic
Figure 5.14 Cooling Fan
Cooling fan of 40 x 40 x 10 mm in diemntion with 30mm hole space with operation

voltage of 5V and 100mA. It is made up of High-Quality Plastic, and is used to make cooling
faster in heat sink used.

CHAPTER 6
EXPERIMENTAL INVESTIGATION
6.1 TABLE TOP METHOD PRACTICAL ANALYSIS
Table top analysis is conducted to obtain the highest temperature. We used a
commercially available drone frame. The above selected avionics were used.
Figure 6. 1 Body frame

An Arduino UNO micro controller and a thermistor along with a resistor was used to
obtain temperature values. The micro controller coupled with the thermistor gives the real time
temperature value which can be obtained on the screen with help of a open source code of
arduino. Variation of temperature with respect to time can be obtained. The graph shown below
shows temperature vs time graph. The drone frame was fixed to a cardboard frame and analysis
is carried with throttle value of 60%. The values obtained are plotted below.
The highest temperature obtained was 47℃.
Figure 6. 2 Table top setup

Figure 6. 3 Experiment conduction
Experiment to check the highest temperature reached while discharge was tested to do analysis
using ansys.
Figure 6. 41 ARDUINO UNO board
Thermistor was connected to an Arduino uno board to obtain the temperature which runs on a
code and gives us the temperature value.

6.2 CODE
The opensource code used is given below. The code used is written in C++.
Figure 6. 52 Arduino IDE code
Figure 6. 6Results from Arduino IDE

We obtained the results which is used for analysis using ANSYS , the highest temp reached
was 470 as you can see in the above Fgure 6.7.
Figure 6. 7 Experimental setup of Heat Pipe Array

 The highest temperature obtained from the analysis after using micro heat pipe array is
39degree.
 The weight of the micro heat pipe array is 90gm.
 The overall weight of test setup is 1.440kg.

6.2 EXPERIMENT USING PELTIER MODULE

Experiments continued and the battery pack of 6 cells in 3S2P configuration was
attached with Peltier module was run using Arduino nano Board which is run using the below
code Figure.6.8 & 6.9

This is the result obtained after using peltier module along with Arduino nano board to run the
above code.
Expermental setup of peltier module along with Arduino nano to run the code ,experiment was
conducted to obtain discharge time and final voltage storage capacity , the test is condected
multiple times to know the results
Figure 6. 10 Experimental setup of Peltier Module
Figure 6. 11 Results from Arduino IDE

Figure 6. 12 Results from Arduino IDE
 The highest temperature obtained from the analysis after using micro heat pipe array is
39degree.
 The weight of the Peltier module is 70gm.
 Arduino micro-controller 35gm.
 The overall weight of test setup is 1.455kg.
Figure 6. 13 Arduino and relay Figure 6. 14 Battery pack

connections

Figure 6. 15 Battery Degradation

Theoretical Battery Degradation Percentage
Table 6.1: Theoretical Battery Degradation Percentage
Degradation Percentage
Cycle No 25 35 45 55
50 -0.79% -1.37% -1.40% -1.86%
100 -1.72% -2.32% -3.05% -6.07%
150 -0.26% -2.93% -5.01% -10.29%
200 -3.29% -3.55% -6.70% -14.48%
250 -4.22% -4.57% -8.74% -19.24%
The thermal management system consists of 2 Peltier module which are adhered using
thermal paste and copper duct tape. Peltier module produce heat on one side and instant cooling
effect on the other side. which is used to cool the heated batteries instantly. the heat generated
on the other side is extracted out using a heat sink and 5v micro fan. battery pack consists of 6
cell's of 30q 3000mAh, connected in 3S 2P configuration, makes it a 6000mAh battery pack.
two thermal probes are attached in between them to identify generated heat. Which are
connected to an Arduino nano board which is programmed to turn on and off of the Peltier and
fan modules using 2way relay. Buk converter is used to get constant 5v voltage to run both fan
and Peltier module. Arduino nano is programmed such that, when ever the temperature reach
35 degree in either of the probe it turns on the Peltier module for instant cooling of batteries,
and when the temperature drops below 35 it turns off the cooling module for power saving.

Figure 6. 16 Experimental setup

CHAPTER 7
RESULTS AND FUTURE SCOPE

7.1 RESULTS AND CONCLUSION
Due to time constrains we could only conduct experiments for about 100 trials for both with
and without the thermal management system. after conducting continues experiments for about
100 trials, which is charging and discharging of batteries with and without the thermal
management system.
Figure 7. 1 Discharge Time v/s Number of cycles

❑ we observed that the discharge time without TMS was reduced form 15 min to 6.56
min due to degradation caused due to temperature rise. and the voltage storage capacity
was also reduced from 12.6v to 4.37v by the end of 100 cycles, as in Figure 7.2.
14
Voltage capacity v/s No. of cycles
Voltage capacity (V)
12
10
0
1
5
9
69
77
13
17
21
25
29
33
37
41
45
49
53
57
61
65
73
81
85
89
93
97
Figure 7. 2 Voltage capacity

Number v/sof
No.cycles
of cycles

❑ When using the TMS the discharge time was decreased but there was improvement
compared to other setup. here the discharge time reduced from 15 min to 11.2 min. and
even the voltage storage capacity was reduced from 12.6v to 8.36v by the end of 100
cycles, as in Figure 7.1.
❑ If we extrapolate the voltage graph of both the battery with TMS and without TMS,
both reach same value at different number of lifecycles. if the battery without TMS
reach some value at around 200 cycles, the battery with TMS will reach the same value
on an around 245 lifecycle. which is increase of lifecycles by 22.13%.
7.2 FUTURE SCOPE

❑ It can be used in the reverse way and can be used in colder regions where battery
temperature cannot go below 15degree.
❑ It can be embedded into the system which is both light weight and cost efficient.
❑ With proper design of thermal management system we can increase flight time by 20%.
❑ This system can also be implemented in other EV vehicles with proper research as this can
give a thermal management system with very less weight.

REFERENCES
[1]. Shuai maa , Shuai Maa, Modi Jianga, Peng Taoa, Chengyi Songa, Jianbo Wua, Jun Wangb,
Tao Denga, Wen Shanga A review of Temperature effect and thermal impact in lithium-ion
batteries, 132 (2018)
[2]. Arnaud Girin- Battery Cooling: Challenges & Solutions, Appl. Therm. Eng. 63 (2021)
[3]. Shayok Mukhopadhyay, Sheehan Fernandes, Mohammad Shihab and Danial Waleed,
Using Small Capacity Fuel Cells Onboard Drones for Battery Cooling, J. Appl. Phys. 99
(2018).
[4]. Xin Ye, Yaohua Zhao, Zhenhua Quan, Experimental study on heat dissipation for lithium-
ion battery based on micro heat pipe array (MHPA),2017
[5]. Yanjun Ma ,Chengjun Xu, Youwei Yao, Xiaodong Chu,
Jia Li, Lin Gan Thermal design and optimization of lithium ion batteries for unmanned aerial
vehicles, 2015.
[6]. Feng Leng, Cher Ming Tan & Michael Pecht . Effect of Temperature on the Aging rate of
Li Ion Battery Operating above Room Temperature. Appl. Energy 2015.
[7]. K. Domke &P. Skrzypczak, Peltier modules in cooling systems for electronic components,
Poznań University of Technology,Institute of Electrical Engineering and Electronics, Poland,
2018.
[8]. Mohit Thakkar, A report on "Peltier (thermoelectric) cooling module", February 2016.

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Final Project Report.3

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DAYANANDA SAGAR COLLEGE OF ENGINEERING

DEPARTMENT OF AERONAUTICAL ENGINEERING

Submitted in Partial Fulfillment for the Award of the degree

Under the guidance of

DEPARTMENT OF AERONAUTICAL ENGINEERING

Signature of the Guide Signature of the HOD Signature of the Principal

Name of the examiners Signature

We, [MR. AKSHAY O S (1DS18AE0005), MR. YASHWANTH M S (1DS18AE041), MR.

Place: Bangalore AKSHAY O S 1DS18AE005

ABSTRACT ........................................................................................................................ iii

LIST Of FIGURES ........................................................................................................... vi

LIST OF TABLES ........................................................................................................... viii

LIST OF ABRIVATIONS............................................................................................... viii

1.1 DRONE ................................................................................................................... 1

1.1 LITHUM ION BATTERIES ................................................................................... 2

LITERATURE REVIEW ...................................................................................................... 4

PROBLEM STATEMENT AND OBJECTIVE .................................................................... 7

3.1 PROBLEM STATEMENT .......................................................................................... 7

3.2 OBJECTIVE ................................................................................................................ 7

3.3 PROPOSED METHODOLOGY ................................................................................. 8

3.4 ORGANIZATION OF THE THESIS .......................................................................... 8

DESIGN OF THERMAL MANAGEMENT SYSTEM ........................................................ 9

4.1 HEAT GENERATION IN BATTERY ....................................................................... 9

4.2 MICRO HEAT PIPE ARRAY [MHPA] ................................................................... 13

4.3 WORKING OF PELTIER MODULE ....................................................................... 19

4.4 PELTIER COOLING WITH SEMICONDUCTORS ............................................... 20

ANALYSIS AND COMPONENTS .................................................................................... 23

5.1 ANALYSIS ................................................................................................................ 23

5.2 COMPONENTS ........................................................................................................ 25

EXPERIMENTAL INVESTIGATION ............................................................................... 33

6.1 TABLE TOP METHOD PRACTICAL ANALYSIS ................................................ 33

6.2 EXPERIMENT USING PELTIER MODULE .......................................................... 37

RESULTS AND FUTURE SCOPE..................................................................................... 42

7.1 RESULTS AND CONCLUSION .............................................................................. 42

7.2 FUTURE SCOPE....................................................................................................... 43

Figure 2. 1 Voltage vs Capacity for different temperature ........................................................ 4

Figure 5. 1 Isometric view of thermal analysis ........................................................................ 23

Figure 6. 1 Body frame ........................................................................................................... 33

Figure 7. 1 Discharge Time v/s Number of cycles .................................................................. 42

Table 5.2.1 Motor specification .............................................................................................. 25

GPS - Global Positioning System

Figure 1.1 : UAV

Dept. Of Aeronautical Engineering, DSCE 1

1.1 LITHUM ION BATTERIES

Figure 1.2 Temperature vs Life cycles

Dept. Of Aeronautical Engineering, DSCE 2

➢Increased energy consumption

➢Reduced charge rate (Regeneration or fast charge)

Figure 1.3 : Capacity fade vs Time

Dept. Of Aeronautical Engineering, DSCE 3

Figure 2. 1 Voltage vs Capacity for different temperature

Figure 2. 2 Capacity vs Lifecycles

Dept. Of Aeronautical Engineering, DSCE 4

Dept. Of Aeronautical Engineering, DSCE 5

Dept. Of Aeronautical Engineering, DSCE 6

PROBLEM STATEMENT AND OBJECTIVE

3.1 PROBLEM STATEMENT

Dept. Of Aeronautical Engineering, DSCE 7

3.3 PROPOSED METHODOLOGY

➢ Identification of problem : Understanding the problem and the cause of problem is

➢ Research phase : Detailed literature review is necessary in order to understand the

➢ Design of battery thermal management system

➢ Comparison of available methods for temperature management : The two methods