To reduce greenhouse gas emissions in aviation, innovative propulsion systems such as battery-powered electric aviation are essential. These systems are carbon neutral when powered by 100% green electricity. However, widespread adoption requires overcoming challenges including improving energy density, lowering costs, and maintaining safe thermal operation (incl. thermal stability). This thesis addresses the challenge of maintaining battery thermal stability during flight by developing a combined electronic circuit and thermal network model for the NLR-owned Pipistrel Velis Electro aircraft. Using flight test data from this aircraft as a validation source, the model evaluates three battery thermal management strategies: two liquid cooling methods (ribbon and cold plate) and one gas cooling method (air cooling).
The electronic equivalent circuit model, used to simulate voltage characteristics and heat production in a single lithium ion battery cell, requires pulse current characterization tests for accurate parameter estimation.
Extensive testing has been conducted to gather these data. The model achieves accurate voltage modeling accuracy with a low root mean square error Adding more than one RC branch to the circuit did not significantly improve the accuracy of the model.
The electronic equivalent circuit and lumped parameter thermal network models were validated with two flight data sets. Both ribbon and cold plate cooling solutions effectively matched the validation temperatures, performing similarly. In contrast, the air cooling solution was less effective. In case of ribbon cooling, the maximum cell temperature was highly sensitive to its geometric parameters, specifically the angle and height of the ribbon. The sensitivity of the cold plate solution in terms of maximum battery temperature was influenced by the diameter of the cooling channel and the thickness of the plate. The air cooling showed sensitivity in terms of maximum battery temperature relative to the inter-cell gap width. For the ribbon model, varying the number of thermal nodes led to a convergence in the maximum battery temperature as the node count increased.
Using the validated ribbon cooling model, two operational scenarios were analyzed. The first scenario involved charging operations, where simulations closely matched temperature validation data, showing only a minor temperature rise in the battery pack. The second scenario tested cold weather operations with ambient temperatures reduced to approximately 0 ◦C. Here, two simulations were conducted: one with the battery preheated to 20 ◦C and another without preheating. Without preheating, the battery pack’s temperature neared the operational lower limit of 0 ◦C. Preheating prevented reaching this lower limit. It is recommended to preheat the battery pack using an external charger, as using the battery’s own energy for preheating is inefficient.
The thesis was concluded by using the developed modeling approach to size and model a battery pack for the Eviation Alice, a larger aircraft. The approach was successfully scaled to this large use case with a known power profile. Furthermore, due to significant ambient temperature effects and higher operational altitudes compared to the Pipistrel Velis Electro, thermal insulation will be necessary for the battery pack to maintain temperatures above the lower operational limit of 0 ◦C during typical missions.