Thermal and electrical analysis of batteries in electric aircraft using nanofluids
| dc.contributor.author | Yetik, Ozge | |
| dc.contributor.author | Karakoc, Tahir Hikmet | |
| dc.date.accessioned | 2023-02-13T09:12:49Z | |
| dc.date.available | 2023-02-13T09:12:49Z | |
| dc.date.issued | 2022 | en_US |
| dc.department | Rektörlük, Bilişim Teknolojileri Uygulama ve Araştırma Merkezi | en_US |
| dc.description.abstract | Batteries are the primary power supply for hybrid electric aircraft. The most important parameter affecting the performance, life, safety and cost of the batteries is the operating temperature. Therefore, thermal management of batteries is extremely important. The battery module (10 S, 3 P) consists of thirty prismatic lithium-ion batteries. The cooling of the battery is provided by nanofluid, which is a combination of nanoparticles and refrigerants in different mixing ratios (H2O + 3% Fe2O3, H2O + 4% Fe2O3, H2O + 6% Fe2O3), engine oil (EO + 3% Fe2O3, EO + 4% Fe2O3, EO + 6% Fe2O3). The temperatures of each of the batteries in the module are examined separately. The thermal and electrical studies of the battery model are also investigated with the volumetric ratio of the nanofluid, different input speeds and different discharge rates of the battery model. The busbar, which should not be ignored in the thermal management of the batteries, that is, the materials connecting the batteries to each other are included in the model. Air cooling, which is the traditional cooling method of the battery model, cannot bring the battery to the desired temperature range. For this reason, nanofluid cooling should be preferred. Considering the sensitivity to the volume fraction ratio, EO reacted more quickly than water. When the volume fraction ratio was increased from 3% to 6%, when the refrigerant was water, the temperature of the battery model changed by 0.05 K, and when the refrigerant was EO, there was a change of 1.15 K. Looking at all the results, they gave better results than the nanofluid EO added to the water. Considering the effect of the inlet velocity of the refrigerant on the maximum and minimum temperatures, there was a 1 K change at the maximum temperature, and a 0.2 K change at the minimum temperature (H20 + 6% Fe2O3). | en_US |
| dc.identifier.doi | 10.1016/j.est.2022.104853 | en_US |
| dc.identifier.scopus | 2-s2.0-85130957003 | en_US |
| dc.identifier.scopusquality | N/A | en_US |
| dc.identifier.uri | https://hdl.handle.net/11467/6212 | |
| dc.identifier.uri | https://doi.org/10.1016/j.est.2022.104853 | |
| dc.identifier.volume | 52 | en_US |
| dc.identifier.wos | WOS:000807734700008 | en_US |
| dc.identifier.wosquality | Q1 | en_US |
| dc.indekslendigikaynak | Web of Science | en_US |
| dc.indekslendigikaynak | Scopus | en_US |
| dc.language.iso | en | en_US |
| dc.publisher | Elsevier Ltd | en_US |
| dc.relation.ispartof | Journal of Energy Storage | en_US |
| dc.relation.publicationcategory | Makale - Uluslararası Hakemli Dergi - Kurum Öğretim Elemanı | en_US |
| dc.rights | info:eu-repo/semantics/embargoedAccess | en_US |
| dc.subject | Battery thermal management system; Electric aircraft; Forced convection; Maximum temperature; Nanofluids | en_US |
| dc.title | Thermal and electrical analysis of batteries in electric aircraft using nanofluids | en_US |
| dc.type | Article | en_US |
