## 1 Introduction  
The transportation sector is responsible for 27% of the total energy consumption in the world economy (a volume that accounts for 33.7% of total CO\({}_{2}\) emissions) because, at present, this sector mainly uses means of transport equipped with internal combustion engines [1,2]. The use of internal combustion engines powered by fossil fuels leads to the discharge of toxic emissions of carbon dioxide (CO\({}_{2}\)), carbon monoxide (CO), nitrogen oxides (NO\({}_{x}\)), hydrocarbons (HCs), particulate matter (PM), volatile organic compounds (VOCs), etc. [3] into the environment. For this primary reason, the development and use of electric vehicles can directly and immediately contribute to reducing greenhouse gas emissions as well as pollution in large urban areas. The development of technologies for electric vehicles is currently taking place and aims to increase the overall efficiency of electric vehicles and electric powertrains. Thus, in order to offer an alternative to vehicles equipped with internal combustion engines, electric vehicles need a sophisticated and complex control system, a high energy and power density of the energy source, long life cycle of the energy source and high-efficiency power electronic equipment. Among various power batteries, lithium-ion (Li-ion) batteries with high power density are highly recommended as power sources to provide a long driving range and fast acceleration [4]. However, Li-ion batteries can generate a lot of heat during rapid charge and discharge cycles at a high current level, and their energy storage capacity and longevity are quite susceptible to temperature and temperature uniformity [5]. Studies and research have shown the importance of monitoring and operating the batteries in the appropriate temperature range. Research indicates that, in general, the best temperature range for operating a Li-ion battery is between 15 \({}^{\circ}\)C and 50 \({}^{\circ}\)C [6]. [PERSON] et al. [7] highlighted that the lifetime of the battery will be reduced by two months for a temperature increase of one degree. In addition, the maximum temperature difference in a battery pack should be maintained below 5 \({}^{\circ}\)C to promote battery balancing and uniform charging during the cycle [8], and recent studies have shown that a temperature increase of Li-ion cells due to a higher charge/discharge rate leads to a decrease in the battery life of around 65% to 95% (depending on the cell chemistry) [9]. Based on the arguments presented above, it is observed that there is a need to design, develop and build a thermal management system for the battery of an electric vehicle (BTMS), which through the command-and-control processes needs to provide optimal thermal operating conditions. Thus, the thermal management system of the battery is used to maintain the temperature of the batteries in the optimal range (according to the cell electrochemistry). Various studies on thermal management, from cooling methods and battery arrangement to the battery thermal modeling, have been carried out. Different cooling methods have been proposed, including air cooling, liquid cooling, heat pipe cooling and phase change material cooling [10; 11; 12; 13; 14; 15; 16; 17; 18; 19]. Generally, the liquid cooling method has a promising performance with a high coefficient of thermal conductivity. However, the extra weight, including the liquid coolant and sealing elements to avoid liquid leakage, and the increase in manufacturing costs from the liquid coolant circulation system make it less advantageous. Air cooling is one of the most widely used cooling methods in battery thermal management systems due to its low cost and simple structure, and it is extensively applied in electric vehicles and hybrid electric vehicles [20]. Often, a forced air cooling system is used in a controlled manner, aiming cooled air into the battery cells. Under a lower rate of charging/discharging, the temperature rise rate is low, and this will work efficiently.