![]() Therefore, component testing gives many benefits, such as faster design processes, less design iterations, less likely failures in final validation. If all earlier verification steps worked out well, the final full car validation is less likely to produce significant iterations of reworking the design. With this decomposition approach, the single components can be properly developed with derived local mechanical environment requirements and tested against these requirements (verification) long before a full car is produced for the first time. ![]() Typically, performance and safety testing are not only done on the full product level (in this case a complete real life production car) but taken down to lower component level in the V-model happening at an earlier stage in the product development process. This leads to the important aspects of the location of a component in a vehicle and the interaction between vehicle and battery pack. When giving recommendations regarding test details it further distinguishes between different sizes of the battery pack, its location in the car and the interaction between the vehicle body, chassis and the battery pack. The most recent testing standard for BEV RESS battery packs is the ISO 19453-6. Several contributions like propose different testing profiles, mostly remaining under the ISO 16750-3 test levels for components attached to the vehicle body. A comprehensive older overview can be found in, a more recent one in. Over the past years many more testing specifications for BEV components in general or even specific to RESS in BEV have come into practice. In general practice, many test campaigns have been based on the ISO 16750-3 mechanical environmental test specifications so far. One of the uncertainties involved is, that vibration testing standards so far are mainly derived from the ICE environments. Tests on vehicle level are then finally undertaken for high-level verification and validation.Īs current BEV do not show a higher risk of catching fire than current Internal Combustions Cars (ICE), especially from mechanical induced failures, the current battery designs seem to be mostly conservative with enough safety margins to cover the uncertainties always arising with new technological approaches. Hence, the safety critical battery components are typically tested on various levels from cell, over module to battery pack/traction battery. Lithium-Ion RESS pose a potential fire risk when, i.e., an internal or external electrical short-circuit occurs, which may be induced by a mechanical deformation or mechanical contact of power conducting subcomponents of a battery, the cables or the corresponding power electronics. Further loadings include door slams and crash scenarios. For Battery Electric Vehicles (BEV) this includes mechanical environments of the interaction between vehicle and ground as well as self-induced vibrations and shocks from internal sources, as for example the electric motor or gear boxes. Most mobile applications add further mechanical environments that need to be taken into account for the requirements engineering as well as the verification and validation. This is particularly true for Lithium-Ion based Rechargeable Energy Storage Systems (RESS), which are treated under the UN Dangerous Goods Convention and need to undergo at least a risk mitigation scheme for transportation environments described in UN38.3. Shock and Vibration Testing is a crucial task for evaluating performance characteristics and ensuring safety functions and mechanical environments in nearly any mobile application. Keywords: Battery electric vehicle BEV shock and vibration vehicle floor bending rechargeable energy storage system RESS Additionally, it will cover an outlook on how vibration behavior of highly integrated approaches (cell2car) changes the mechanical loads on the cells. The contribution will further show what implication these findings have on future vibration & shock testing equipment for large traction batteries. Especially the analysis on global bending transfer functions and local corner bending coherence indicate that neither a fully stiff fixation of the battery nor a completely independent movement on the four corners yields a realistic and conservative test scenario. The focus lies on the requirements for a realistic replication of the mechanical environments in a testing laboratory. Abstract: This contribution shows an analysis of vibration measurement on large floor-mounted traction batteries of Battery Electric Vehicles (BEV).
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