Hyundai Ioniq 5: Integrated cooling plate | Battery Pack Breakdown

foreign [Music] [Music] good okay hi welcome back to Monroe live I'm Julian Yates I'm joined by Antonio dineno and today we're going to be taking a look at the Hyundai ioniq 5 battery pack we've got it upside down right now uh there are a few things we want to talk about structure related before we get into the architecture of the modules inside the pack how the bus bar high voltage and low voltage systems were routed so what we're seeing right now I believe it may have been visible in one of the Hoist reviews that we did for the vehicle this is an SMC cover closing out the bottom portion of the battery pack we had to remove this with a series of Fasteners and also a good bit of structural adhesive both around the perimeter and around any areas where there was a bolt going up mid pack up to the body if we remove this cover we find that there are uh bring it over your way we find that uh what is the first production example since the id4 we've had in-house this is an integrated cold plate into the base of the battery pack so if we look up front we can actually see that there are two coolant ports one for Inlet one for Outlet exterior to the pack and those May with the cold plate this is a two-piece uh stamped and braised aluminum plate that is friction stir welded around the perimeter to the pack frame and this flows the coolant the ethylene glycol in a serpentine path across the pack and then back out so we don't see this very often however there are some innate advantages to having your cold plate integral to the structure of the pack for one like we see with the Maki or the lightning or even more recently with the Lucid or the Hummer discrete cold plates can either be integral to the module structure or they can be installed separately they have additional Fasteners ideally they'd be co-located and clamped down but the Fasteners used to attach the modules but oftentimes there's additional processing and cost that's associated with having them be discrete inside the pack with this execution you are also eliminating the Redundant layering of material so for cold plate you'd have the two sheets that are braised together similar to what we have here and those would then sit on top of the existing sheet that would serve as the floor of the battery pack so we are getting rid of some redundant material so there's going to be some weight advantages there uh however one thing to factor in is you do need to have some form of protection for stone impingement uh while factoring ground clearance which is what the SMC cover was doing it provides an air gap between any of the channels through which the coolant's flowing uh therefore there is some level of protection that's needed so it's not as simple as just making the bottom of the pack the cold plate there are some additional components that need to be integrated I'd also like to add in it reduces the potential for an internal leak path so by having no connections from the cold plate to the modules as an individual case all your connections are external so there's no chance of coolant leaking into your module and into your batteries so less of a failure mode that way right and there's an assembly advantage to that having no nylon lines inside all you have to do is drop the modules in and secure your low and high voltage connections and the pack is assembled uh and yeah there's fewer leak pads innately it would have some safety advantages to it as well uh so from the underside uh the last two things to touch on is the existence of just a safety access pan or service access panels pardon me uh both in the front and the rear of the pack so up here we would have access to our primary uh battery management system uh control board and in the rear this is where we have a mid-pack fuse so there's a large ceramic fuse as opposed to a pyro switch in the rear here so this would be between the two halves of the pack where they're connected via the copper bus bars so with that I think we can flip it over and look a little bit at what's uh inside this video is sponsored by Anker and their 625 solar panels the Anker 625 solar panel is compatible with their Powerhouse 521 535 and 757 portable power stations making it an ideal all-in-one power solution for road trips camping trips RVs and more it features a foldable and portable design and is scratch and weather resistant to last as long as your adventures do the lightweight solar panel features a USBC and a USB a output port to charge two devices at the same time equipped with anchors proprietary Suncast technology the solar panel converts up to 23 percent of sunlight into solar energy charging your solar generators even on cloudy days short circuit and over voltage protection will keep you and your devices safe and the built-in kickstand enables you to position your panel to get optimal sunlight when you're done charging just fold the panels and bring them everywhere you go visit anchor.com today click the link below and use the discount code for additional savings so now we can see the inside of the pack as it would be right side up as dropped from the vehicle the construction of this is very aluminum Extrusion heavy this is something that we also see with other vehicles like the F-150 Lightning or the Mustang Maki the Volkswagen id4 had some similar construction to this as well Lucid even though the tray was fiberglass right so even though Lucid did have the fiberglass base to it a lot of the structure for the frame as done in largely the same way with the aluminum extrusions there's a lot of TIG welding going on inside the pack that appears to be fairly manual which was somewhat surprising given the fact that this is part of the egmp platform for Hyundai so this is also going to be present in Kia products so the volumes that this particular pack structure would be produced in it doesn't look quite as optimized for volume production as we would have anticipated however there are some notable things here in terms of their fascinating strategy to touch on namely by uh the aluminum Extrusion surrounding the perimeter are using rivnuts to allow the Fasteners from the lid to thread into them the F-150 Lightning in the Maki had actually used a thicker wall on the upper portion of the extruded profile so they could tap into the aluminum directly the rib nuts can be fairly costly as Commodities especially when used in the quantities seen in the entire pack the other alternative would be to thicken up that Extrusion to you know we've seen nine millimeters on the lightning which can be prohibitive in terms of mass and cost so one thing that the id4 did was they used thermal flow screws as a way to alleviate the need to thicken that wall and also not need the Riff nuts here in terms of Sealing we have a large injection molded seal with manually installed compression limiters uh seal like this tends to be fairly costly as well as it's uh as Can Be Imagined just seeing Antonio and I holding it here in terms of installation uh it certainly is not the uh most assembly process friendly execution for battery pack and we are seeing a trend away from injection molded seals like this however Antonio depending on the pack uh safety uh mechanisms in place being pressure relief vents in the pack elsewhere the seal actually does play a role in that system correct right something we've actually learned a good bit about since the Hummer pack teardown is the safety consideration for the internal pressures of thermal runaway control so this gasket is designed to uh pop uh loosen itself in the event of a thermal vent to allow gases to escape so they don't have as the bust of a thermal venting strategy as say the Hummer pack which had uh gaskets and um vents on each Module location I mean this is a fairly this type of seal is fairly common when we look at a lot of hybrid battery pack applications which is almost exclusively uh what we've seen from various hybrid packs that we've torn down uh however there is a trade-off this is innately going to be more cost intensive there's a lot of manual labor both in the Assembly of the seal with the compression limiters as well as installation to the pack primarily what we've seen with everything Tesla's done is always a liquid applied seal around the perimeter between the tray and lid clamshell the Maki and F-150 Lightning with their SMC lid had a channel embedded within the lid for a seated rubber gasket that didn't have any compression limiters present in it so what we would typically recommend from a cost perspective would be a liquid applied seal however given as Antonio had mentioned there is ribbing present on the seals and a function of how the seal geometry is designed is in the event of uh you know over pressure inside the pack due to off-gassing these can actually allow some of that pressure to escape the pack when there is not a larger pressure relief valve like we've seen in the Tesla um so this does kind of play a role into the ventilation strategy so there are trade-offs this is more cost and manually process intensive but it sort of doubles as your thermal uh venting strategy if you go for a liquid applied you do have to invest in uh strategically placed pressure vents elsewhere in the pack um right especially like an RTV which is I'm really paying to remove right yeah and it's this is more service friendly that's another aspect and a lot of this pack was designed as you can see from the two service access panels that we pointed out on the underside there was a consideration for service in this pack so that's likely driving the decision to go for a more costly seal however we do get into the bait fairly often about what exactly is the likelihood and how often these packs are actually getting opened up to have a single module serviced I believe we'll have some b-roll of the pack when it was still fully assembled and typically the way these things are laid out when you open them getting a single module out usually is not a super simple uh task there for we would call into question exactly how necessary some of the service requirements would be whereas um this pack was kind of one of the easier ones to get a module out of it was so again because we don't have any coolant runs running internal to the pack and we can move the seal here because we don't have any coolant lines running internal to the pack effectively once we remove the bus bars and the low voltage harnesses the modules were placed inside with a layer of thermal interface material which I'd like to bring out here this is the entire quantity of thermal interface material removed from the pack you can see the witness marks from where the pouch cells interface directly with that which we'll talk a little bit about when we get to the module Design This is a silicone based Tim or thermal interface materials similar to what we see in the Maki and the lightning and rather than take a Maki approach where a selective application would be on the base of the pack this was essentially entirely covering the areas here where the modules resided so there were four modules in each of these Chambers and there was complete coverage with Tim in each one of those so for the entire pack this was about 10 kilograms in total of thermal interface material and it's not an un costly material therefore both the coverage you have as well as the thickness this is also one of the thicker applications of thermal interface material we've seen about three millimeters that does add up and cost significantly and it can add some fairly decent Mass to the the pack this as dropped was about 485 kilograms and 10 of that was just for the thermal interface material one additional thing that I'd like to point out because it was something we touched on in the Hummer video was where the modules interface with the cold plate here we do see that there are Bost raised sections in the stamping this is likely and this is just a theory to accommodate a proper volume of flow underneath the modules however what we discussed with the Hummer was that for an application like this you typically want as flat of a profile as possible where you have a Tim layer and your modules going against the cold plate because they have these raised sections it's very likely driving a lot of that three millimeter thickness that we're seeing with the thermal interface material uh so the exact reason for this I can only uh assume would have been for a flow rate uh related issue however it does necessitate that you have a thicker layer of Tim to get even coverage around the the bottom of the pouches so that's another trade-off there that could have been to avoid uh impeding on ground clearance by bringing the stampings on the lower portion of the pack lower um we're not exactly at Liberty to say for sure um not to mention because it's fluid it's a good place to take care of your tolerance stacking issues so your bolts your Rive nuts everything that goes into it they might not line up perfectly if you have a fluid interface you can fill that more or less to have make sure you have no gaps in your space between two things there's also the um steel cross member that goes across the middle of the modules that might be a good place for it to line up to prevent any rubbing issues and we do have one of the modules here so we can show roughly this is going to be upside down from its orientation in pack and this has been discharged and uh taped off we have Plexiglas covering the pouches themselves however this area here we can see that there is the single strap that Antonio mentioned going across the bottom these sections of the pouch cells were actually directly embedded within the thermal interface material as opposed to what we see with the Maki which initially had a sort of a hockey stick shaped stamping that made contact between two of the cells and came down to make contact with the cold plate and the lightning which enclosed it cells entirely within a stamped steel clam shell with a layer of thermal interface inside then the layer of uh aluminum I'm sorry uh and then another layer of thermal interface material below that and then the cold plate there's a lot of layers stacking up between that when ideally your system would have these cells directly against the cold plate but since there's uh you know not a effective way to maintain or ensure good surface area contact a layer of Tim is there to as Antonio mentioned kind of make up those tolerance gaps but the thinner the better uh the thicker the Tim layer gets the more you're actually impeding your ability to conduct heat out of your modules so this is uh definitely for thermal uh uh performance this is an effective way to do it however than having a three millimeter layer thick Tim application below it is not as optimal as it potentially could be in terms of the high and low voltage circuits which we'll touch on briefly before we get into the module Construction as a part of the egmp platform for Hyundai this was also designed both for service and scalability in mind as such each one of these sections can hold an array of four modules that are linked together with some unique fastening methods that Antonio will touch on in a minute uh in terms of their BMS strategy they had a series of Mobis units that were located along the center spine Extrusion of the pack they were cartridge loaded and secured in place and so there were eight total inside the pack and they would collect the data from the low voltage harnesses for both temperature and voltage sensing they would connect from the module array to one connector and then a second connector would run to the primary BMS unit which would be located here in the vehicle so those ran all the way along the center spine and they used a common harness for each array of modules however depending on extended or standard ranges these areas can be decontented so instead of four you may have two in a certain section and as such you could in theory if you eliminated an entire row like Lucid has done for their foot garage that they call it you could in theory delete two of those BMS units and eight of the modules inside one section um so as far as the high voltage is concerned we did also have a series of copper bus bars inside the battery pack these are all plated and coated uh fairly standard competitively speaking the main thing uh that is curious simply from a cost perspective is that we do see a trend toward aluminum bus bars not completely adopted yet however most recently with Lucid which was an 800 volt pack much like this ionic 5 battery they did utilize entirely aluminum bus bars throughout all of their module to module connections and primarily what the concern is between copper and aluminum is uh you do have to grow your cross section for the same ampacity for using aluminum versus copper but it's also it has different thermal cycling properties so where you need to make a bolt connection between modules or to your power distribution unit to any of your contactors anything that might be critical or safety related you want to make sure that the thermal cycling is not going to relax that bolt clamp load too much and aluminum that rate of relaxation can be twice that of copper which means that for a lot of 400 or 4 400 volt applications the only places we've seen aluminum bus bars use such as the model S plaid they friction stir welded a copper bus bar ends where they were going to have that clamp load so they could utilize the cost and weight Savings of the aluminum across the length of it and then maintain their clamp loads at the ends by selectively using copper the Lucid on the other hand used aluminum entirely throughout the pack potentially leveraging the 800 volt architecture and the lower current that everything would be running at it's highly likely but not in any way confirmed that what allowed them to do that was the 800 volt architecture the lower current thermally cycling the aluminum less thus giving them less concerns about that clamp load relaxing everywhere they bolted the connections between modules so um so between the individual modules themselves we had these smaller bus bars there were three of these present in each array so we'd have a solid bus bar on the outer sides and then between the four of them directly in the middle they had this bus bar with a integrated fusible link so in the event of any kind of over current this would actually be able to cut any one of these module arrays in half therefore that's a pretty neat way to integrate a feature like that and they do also include there's a some visibility for the fusible link so for service purposes it's fairly easy to identify if this has been blown effectively or not without having to open that up so that was something that was uh kind of a nice little feature integration there yeah it's a good find okay uh so with that Antonio I think we've talked enough about the pack architecture at large do we want to go into a little bit about the cells and the modules sure let's go into them cells in the modules modules are some of the smaller ones we've ever seen they are 2p 6s which mentions it right on it um the cells themselves are kind of in the middle of what we've seen they are a little thinner than the lightning cells but a little longer and they are about the same thickness as the Hummer ultim cell but maybe half the size a little bit longer than that so one of the neat features from the modules is this over lay um cross hatching with the terminal connector or bolt connections so when the modules are laying side by side these actually overlap if I have it correct there we go so you use one bolt to connect two modules together which is a nice cost save Parts save it's easier manufacturing so that's a nice feature we've seen the module itself is two steel plates on either side a polymer cover this is probably for a thermal so if you have a two in case it just becomes a pressure case pressure container which you don't want so you have ventilation you have paths for your low voltage connections um and everything is held together with these small metal bonds on the top and bottom and there's places for thermal connector thermistors to go into the module on a top and on the bottom as well so how many modules and cells were there total in the pack so this is a 32 module pack each being 2p6s is a 12 cell module comparatively um we opened it up we have our contact adhesive based separators are antagon cathodes and our separators so the separators this is a z stacking application in the cell lightning use these stacking Hummer use standard stacking so z z folding actually is a back and forth where you insert one come up insert the other side so it's a continuous process whereas the Hummer is kind of like stacking pancakes after you make them um this comparatively per kilowatt hour sells these two are pretty close together this one is about 10 percent off above the other cells and we're contributing that because it's the same chemistries roughly same assembly there's pouch cells it's not a cylindrical it's a prismatic comparison um the main difference is the stacking method and we're going to attribute that difference to the process so effectively that means that the Z folding as opposed to the Z stacking or where you have stacking a or yeah standard stacking as a you know with A continuous layer of separator film as opposed to discrete pieces stacked like a pancake uh you know that would be attributed to about a 10 cost per kilowatt hour Delta right the terminals themselves are pretty standard nothing special they do have a weld on the side which was a little fun when I was disassembling it the little circuit boards here are just your internal voltage balancing so there's some resistors in there which is the smallest most compact uh battery management plan on that we've seen for any of the modules and it goes to a rather simple battery management board in the center of the spine so simple strategy I like that we can think back again to the Lucid worthy uh the battery management system ran the entire length of the module compact is nice does it do everything The elusive board does probably not does it need to good question okay so uh I think we've covered just about everything Antonio was there anything else from the modules or the pack as an assembly that we still wanted to touch on I think we've hit all the issues um I mean it's it's designed to be modular right yeah yeah in all uh I mean this is uh you know fairly competitive in terms of design uh we do see many packs uh constructed with extruded aluminum uh and stampings the integral cold plate I think for me is one of the highlights of this pack design uh that's the kind of integration that uh we definitely like to see uh taking a bunch of discrete components and redundant layers of material and consolidating that all into one uh so as far as that's concerned I uh definitely uh do think that this pack design in general is uh yeah really really uh really kind of slick in some areas so aside from like the materials like getting the the pack assembled I think the design for assembly is probably pretty high on this yeah so um yeah no largely I think that that just about covers it so uh thank you all for watching uh and uh stay tuned for the next time thank you [Music] foreign

Channel: Munro Live

Views: 180,920

Keywords: EV, BEV, Sandy Munro, Munro, Electric Vehicle, Benchmarking, Electric, Insight, Lean Design, Design, MunroLive, MunroLive.com, ElectricCars, Review, Car Review, 2021, Automotive, Automotive Review, Teardown Titan, 2022, Reaction Video, Tesla, video review, Elon Musk, Munro Live, Ask Munro, Ioniq5, hyundai ioniq 5, Hyundai, Battery, Battery Pack, Batteries, Integrated cooling pack

Id: 5PASNQU5RSw

Length: 27min 56sec (1676 seconds)

Published: Wed Jul 19 2023