3. Battery Pack
This represents the shape that holds 2010 cells that utilize the various depths around the motor compartment. This design uses the A123 systems 26650 cells.
This 320 pound power pack plus the 200 pound electric motor and 50 pound inverter equals the weight of the gas motor and exhaust system just removed from the BMW.
The electronics that monitor and control the battery cells, normally referred to as the Battery Management System (BMS), is currently under development with first prototypes nearing completion in the CRF2eR drive system
This BMS design has the ability to be sized and scaled to fit any application.
In this case, 30 modules slide into the compartments above with various depths, all using the same design, just different quantity of cell groups in each section.
August 2008 update:
The pack mounting to the chassis begins with inserting the captive stainless nuts inside the cassis. You can see the three holes that were used to install them.
The green lining is VHB acrilic foam tape, designed for use in the auto industry. I will be leaving the top adhesive cover on since I do not need the high-strength bond to hold the pack_mounting_foot down since the bolts do that already. This will allow it to come off if needed. This makes a resiliant pad that the weight of the pack and inverter sits on.
Below (or beside) the holes are the installed nut plates
Stainless nuts welded onto stainless plates are pop-riveted with stainless rivets. This makes a very reliable and robust mounting technique that is easy to work with.
The pack mounting foot on this side includes the mounting of the inverter.
This side takes advantage of 2 studs that were already there to anchor this foot down.
There will be a pair of captive nuts welded to each of the aluminum feet that will hold the pack in place.
Next up: cell welding and module packaging
