Influences on Vibration Load Testing Levels for BEV Automotive Battery Packs
Abstract
:1. Introduction
Economic Considerations for Design in Automotive and Other Mobile Applications
2. Methods
2.1. Movements in Time Domain
2.2. Comparison with Other Technical Solutions Regarding Mass and Stiffness
2.3. SRS for Boundary Considerations in SN Curve
2.4. Measurement Data Set to Be Analyzed
2.5. Excitations from Vehicle–Ground Interaction
2.6. Vehicles of Preliminary Study
2.7. Measurement Equipment and Signal Quality
2.8. Normal Tolerance Limit on Power Spectral Density in Analysis Software
3. Results
3.1. Power Spectral Density and Normal Tolerance Limits for Different Influence Factors
- Vehicle type (BMW i3, VW ID.3 and additional EVUM aCar commercial mini truck)
- Road surface (rough cobble stone, cobble stone, smooth tarmac)
- Mass loading of the vehicle (driver, extra load according to Table 2)
- Measurement points on the battery pack (4 in the corners, 1 in the center)
3.2. Power Spectral Density and Normal Tolerance Limits over All Measurements
3.3. Comparison of NTL for BEVs and a Commercial Mini Truck
3.4. Assimilation of Combined Testing Profiles and Durations
3.5. Limitations of the Study
4. Conclusions
- The high-voltage battery packs of both standard automotive vehicles experience the highest loads at the corner points of the battery facing forward in the direction of driving.
- The loading of extra weight in the rear legroom of the standard automotive BEVs only has a minor influence on vibration levels and resonance frequencies of the pack [1].
- In contrast, the different driving road surfaces have a very strong influence on the measured accelerations. Due to low accelerations occurring on smooth tarmac, this influence can be neglected when testing the battery pack also under the rough road conditions used in this analysis because the levels remain far below infinite-life fatigue levels. The test profile created from the measured data with the given assumptions was then compared to applicable standards.
- Out of the standards considered in this comparison for life-time testing, only the profile of ISO19453-6 cat 2 seems to be suitable for a realistic, but in general conservative, fatigue life-time testing of the standard automotive battery packs. Using other standards, such as LV124-2 [24], ISO16750-3 [6] and ISO19453-6 [2] (category 1), may result in incorrect dimensioning of the structural parts and massive over-testing. Using ISO6469-1 [8] for life-time fatigue testing may result in significant under-testing. This standard is not designed for fatigue testing.
- Larger masses of bigger battery packs will also change the resulting excitation vibrations into the battery pack. It is assumed that larger masses reduce the vibration level in general and over a wide frequency range as can be seen by the difference of ISO19453-6 Cat 1 and Cat 2 [2] as well as the analysis of larger construction machinery battery packs.
- The combination of a very stiff suspension with high vibration power input to a small and lightweight battery pack such as in the commercial off-road mini truck clearly marks a worst case, increasing the calculated 95/50-NTL by at least one decade.
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
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Properties | Category 1 | Category 2 | Category 3 |
---|---|---|---|
Weight | 10–30 kg | 200 kg | 400–700 kg |
Placement | Different places in car | Tunnel area, rare seats, trunk | underfloor-mounted constructions |
Application | Mild Hybrid Electric Vehicles (MHEVs) | Hybrid Electric Vehicles/Plugin Electric Vehicles (HEVs/PHEVs) | Battery Electric Vehicles (BEVs) |
Vehicle | Compact BEV VW ID.3 | Compact BEV BMW i3 | EVUM aCar (Off-Road Mini Truck for Contrasting Design Requirements) |
---|---|---|---|
empty weight | 1810 kg | 1320 kg | 1460 kg |
max gross weight | 2270 kg | 1670 kg | 2600 kg |
added mass loading additional to driver etc. (80 kg) | 0 kg | 0 kg | 80 kg (permanent second passenger) |
87.5 kg | |||
200 kg | 162.5 kg | ||
battery energy | 62 kWh | 33 kWh | 16.5 kWh |
battery pack weight | 376 kg | 256 kg | ca. 225 kg |
IEPE one-axial piezo accelerometer with charge amplifiers PCB M353B18 ± 500 gn at 10 mV/gn PCB-483C05 AC coupling with constant current for charge amplifiers |
USB data acquisition system Meilhaus Redlab, rebranded Measurement Computing (MCC) 1608 G with 16 bit, 16 analog inputs at ±1 to 10 V, 250 kS/s common rate sampling rate per channel 15 kHz |
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Heinzen, T.; Plaumann, B.; Kaatz, M. Influences on Vibration Load Testing Levels for BEV Automotive Battery Packs. Vehicles 2023, 5, 446-463. https://doi.org/10.3390/vehicles5020025
Heinzen T, Plaumann B, Kaatz M. Influences on Vibration Load Testing Levels for BEV Automotive Battery Packs. Vehicles. 2023; 5(2):446-463. https://doi.org/10.3390/vehicles5020025
Chicago/Turabian StyleHeinzen, Till, Benedikt Plaumann, and Marcus Kaatz. 2023. "Influences on Vibration Load Testing Levels for BEV Automotive Battery Packs" Vehicles 5, no. 2: 446-463. https://doi.org/10.3390/vehicles5020025
APA StyleHeinzen, T., Plaumann, B., & Kaatz, M. (2023). Influences on Vibration Load Testing Levels for BEV Automotive Battery Packs. Vehicles, 5(2), 446-463. https://doi.org/10.3390/vehicles5020025