Research Papers

Crashworthiness Analysis of Electric Vehicle With Energy-Absorbing Battery Modules

[+] Author and Article Information
Feng Hao, Xiao Lu

Department of Earth and
Environmental Engineering,
Columbia University,
New York, NY 10027

Yu Qiao

Department of Structural Engineering,
University of California,
San Diego, CA 92093

Xi Chen

SV Laboratory,
International Center for Applied Mechanics,
School of Aerospace,
Xi'an Jiaotong University,
Xi'an 710049, China;
Department of Earth and
Environmental Engineering,
Columbia University,
New York, NY 10027
e-mail: xichen@columbia.edu

1Corresponding author.

Contributed by the Materials Division of ASME for publication in the JOURNAL OF ENGINEERING MATERIALS AND TECHNOLOGY. Manuscript received August 10, 2016; final manuscript received September 8, 2016; published online February 9, 2017. Assoc. Editor: Taehyo Park.

J. Eng. Mater. Technol 139(2), 021022 (Feb 09, 2017) (4 pages) Paper No: MATS-16-1224; doi: 10.1115/1.4035498 History: Received August 10, 2016; Revised September 08, 2016

As a clean energy technology, the development of electric vehicles (EVs) is challenged by lightweight design, battery safety, and range. In this study, our simulations indicate that using a flexible structure of battery module has the potential to overcome the limitations in battery-powered EVs, contributing to a new design. Specifically, we focus on optimizing the structure of vehicle battery packs, aiming to improve the crashworthiness of EVs through frontal crash simulations. In addition, by considering battery packs as energy-absorption components, it is found that occupant compartment acceleration (OCA) is greatly reduced at an optimal working pressure of 4 MPa for battery module.

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Fig. 3

Impact energy absorbed by battery packs and OCA with varying working pressure of battery module

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Fig. 2

Four different structures of battery model, denoted as S1, S2, S3, and S4, and the corresponding vehicle acceleration curves in the frontal impact simulations

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Fig. 1

(a) A snapshot of vehicle in the frontal crash simulations, with a speed of 35 mph according to FMVSS 208 and (b) the constitutive relation for battery model

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Fig. 4

Simulation for roof crush resistance, where F and W represent the applied force and vehicle weight, respectively



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