Design, Analysis and Simulation of 1 2

Savitribai Phule Pune University, Pune 2019 Course
A
Mini Project Report on
“DESIGN, ANALYSIS & SIMULATION OF

ACCUMULATOR OF AN FS ELECTRIC
VEHICLE”
By
Mr. Dhruva Anand Deshpande (T190360903)
Mr. Pratik Narayan Kute (T190361040)
Mr. Nirbhay Gokul Runwal (T190361040)
Mr. Tanmay Avinash Patil (T190361138
Of
T.E. (Mechanical Engineering)
Under The Guidance of

Prof. Sana Shaikh
Department of Mechanical Engineering

Smt. Kashibai Navale College of Engineering, Pune-41
Savitribai Phule Pune University
[2021-2022]
Smt. Kashibai Navale College of Engineering , TE (Mechanical Engineering) Page 1

Sinhgad Technical Education Society’s
Smt. Kashibai Navale College of Engineering
C E R T I FI CAT E
This is to certify that Mr. Dhruva Anand Deshpande (T190360903)
Mr. Pratik Narayan Kute (T190361040)
Mr. Nirbhay Gokul Runwal (T190361040)
Mr. Tanmay Avinash Patil (T190361138)
have successfully completed the Mini Project entitled “DESIGN, ANALYSIS & SIMULATION
OF ACCUMULATOR OF AN FS ELECTRIC VEHICLE” under the supervision of
Prof. Sana Shaikh in the partial fulfilment of Third Year Mechanical Engineering of Savitribai
Phule Pune University, during the year 2021-2022.
Date: -
Place: - Pune
Prof.Sana Shaikh
Guide
Prof.P.P.Kharche Prof. T. S. Sargar

Internship/Mini Project Coordinator Head of Department

ACKNOWLEDGEMENT
I take this opportunity to thank all those who have contributed in successful completion of this
Mini Project work. I would like to express my sincere thanks to my guide Prof.Sana Shaikh
who have encouraged me to work on this topic and provided valuable guidance wherever
required. I also extend my gratitude to Prof. T. S. Sargar (H.O.D Mechanical Department)
who has provided facilities to explore the subject with more enthusiasm.
I express my immense pleasure and thankfulness to all the teachers and staff of the Department
of Mechanical Engineering of Smt. Kashibai Navale College of Engineering for their
co-operation and support.
Mr. Dhruva Anand Deshpande Sign.……………….

Mr. Pratik Narayan Kute Sign.……………….
Mr. Nirbhay Gokul Runwal Sign.……………….
Mr. Tanmay Avinash Patil Sign.………………

Contents
Chapter Page
Name of Topic
No. No.
Abstract 4
1 Introduction 5
1.1 Problem statement 5
1.2 Objectives 5
1.3 Scope 6
1.4 Motivation behind the project 6
2 Literature Review 7
3 Methodology 10
4 Design of work 11
4.1 Motor of the vehicle. 11
4.2 Cell Selection 12
4.3 Energy Calculation 15

4.4 Heat Load 16
4.5 Accumulator Cooling 20
5 Analysis-Simulation/experimentation/survey/testing 21
5.1 Air flow in the accumulator 21
6 Result and Discussion 23
7 Conclusion 24
References 25

List of Figures
Figure 1.1 Accumulator 5
Figure 2.1 Classification of EV 8
Figure 2.2 Types of battery cells 8
Figure 4.1 A123 Pouch Cell Datasheet 13
Figure 4.2 Simulation on Optimum Lap 15
Figure 4.3 Accumulator Fan Placement 1 18
Figure 4.4 Accumulator Fan Placement 2 18
Figure 4.5 Flowchart of BMS 19
Figure 5.1 Air Flow in Accumulator 1 21

List of Tables
Table 1.1 Saietta 119r Motor Specification 11
Table 1.2 Cell Comparison based on geometry 12
Table 1.3 Cell Comparison 12
Table 1.4 Cell Test Data at 7C 14
Table 1.5 Accumulator Technical Specification 18
Table 1.6 Heat generation in one cell 18
Table 1.7 Total heat generation 18
Table 1.8 Loss of energy 18
Table 1.9 Comparison with total energy of accumulator 18
Table 1.10 Heat Generation in one cell 17
Table 1.11 Total Heat Generation 17
Table 1.12 Loss of energy 17
Table 1.13 Comparison with total energy of accumulator 17

ABSTRACT
With the continuous demand for petroleum resources in the automobile sector has created a
growing tail of air pollution in the world. The viable replacement for the internal
combustion vehicle is a battery-operated power system. More and more countries have
started to attach to the importance of the new energy vehicles, especially the application of
Electric Vehicles (EVs). Battery technology is one of the key technologies of electric
vehicle (EV) development, which the advancement and maturity influence the
industrialization of EVs directly. So the main purpose of Research & Development is
required in the battery packs of an electric vehicle as the fuel capacity of petrol is very high
compared to the fuel capacity of lithium battery. Therefore new types of cell chemistry are
being researched everywhere.
The battery pack for this vehicle is designed for the specific motor i.e. Saietta motor
119R which is a 72 V.DC and 400A motor. The design parameter for designing the
battery packs was voltage required, cells in series, cells in parallel, cell configuration,
required capacity. The analysis is done on the cell chemistry, type of cell. Simulation is
done for battery pack capacity performed on Optimum lap software, CFD of the
accumulator box for checking the airflow inside on Simscale.
Based on the data of the patent application on the EVs battery technology, this paper
intends to analyze the overall trend of the patent, distribution of the patent type,
multidisciplinary technology system, and the cooperation of research and development
(R&D), etc. The results show that the main future trend is the lithium-ion battery; the
breakthrough in this area relies on the integration of interdisciplinary and
multidisciplinary, and it is necessary to strengthen the R&D cooperation with the policy
support of the government.

1. INTRODUCTION
The project contains how the accumulator of an FS Electric Vehicle is designed

and how the analysis and simulation is done for the designing the battery pack.
The accumulator is the power house of the car it is the substitute for the fuel in
internal combustion cars, it powers the motor of the vehicle.
Figure 1.1 Accumulator

1.1 Problem Statement
The problem statement of the project is to design, to do analysis and to perform cfd
simulation on accumulator of FS Electric Vehicle. The accumulator is designed
according to the Saietta Motor 119R Motor and able to complete the endurance
event of 22kms on a single charge.
1.2 Objectives
I. Analysis of Battery Capacity by selecting the parameters of Endurance Event i.e.
to complete 22kms in a single charge by using the Optimum Lap software.
II. Selection of the cell chemistry, type of cell, capacity of a single cell, and the C-
rating to be used in the accumulator.
III. Designing the following parameter according to the values obtained from the
Optimum Lap software.
1) Cells in Series
2) Cells in Parallel
3) Battery Configuration
IV. Simulation perform for thermal management by cfd using the simscale
software.
V. Assembling of all the cells and HV systems in the accumulator.
So the objectives of the project are stated above to power the motor in the FS
Electric Vehicle. The vehicle should complete all the events in a single charge of
the battery pack. One of the objectives is to learn from this Accumulator and have
improvements in the future w.r.t to various parameters such as weight reduction,
cell chemistry, types of cell, more compact and robust design.

1.3 Scope
Advancement can be done in this project:
1. Use of cylindrical cell is one of the point, as they are lighter in weight
compared to pouch or prismatic cell, therefore it reduces the overall battery
weight and due to their small size, it makes the battery pack more compact thus
reducing the packaging factor of the chassis.
2. Using better cell chemistry than LiFePO4, this cell chemistry is very basic
and the capacity and c-rating is very less compared to other cell chemistry. Cell
chemistry is constantly being changed in the industry to increase the cell life and
to decrease the charging time.
3. Addition of BMS, the BMS is one of the important aspect for battery life, cell
monitoring, charging & discharging, thermal management, checking for faults,
etc.
1.4 Motivation Behind The Project
The motivation behind the project was from Formula Student event, where it is required to
design a good performance car having lesser lap timings on different tracks like skidpad,
acceleration, autocross, endurance and efficiency. Also the rise in the Electric Vehicles in
the automobile industry, is one of the motivation as the future will be electric.

2. LITERATURE REVIEW
Growing concerns over the limited supply of fossil-based fuels are motivating intense
activity in the search for alternative road transportation propulsion systems. In addition,
regulatory pressures to reduce urban pollution, CO2 emissions and city noise have made
plug-in electric vehicles a very attractive choice as the alternative to the internal
combustion engine. However, despite the enormous benefits of such vehicles, their
adoption and uptake has, to this point, been disappointing. In this we shall outline some of
the impediments to electric vehicles, and discuss some of the solutions to these problems
that will be addressed in the future, as well as other opportunities that arise when using this
new form of mobility.
Basically, an Electric Vehicle (EV) is a vehicle that no longer relies solely on an

Internal Combustion Engine (ICE) as the only propulsion mechanism, but rather uses an
electric drive system as a replacement, or to enhance, the ICE. Roughly speaking, three
types of electrically propelled vehicles can be distinguished.
• A Hybrid Electric Vehicle (HEV) combines an ICE and an electric motor within the
drive train. Mostly, the electric motor supports the ICE for fuel economy and/or
performance. The vehicle is then either propelled by the combustion engine or the electric
drive.
• A Plug-in Hybrid Electric Vehicle (Plug-in Hybrid Electric Vehicle (PHEV)) is a
vehicle equipped, in general, with a larger battery compared to HEVs, that allows
recharging of the battery via home outlets or at charging stations. While in most cases both
the electric drive and the ICE are able to propel the vehicle, some vehicles use solely the
electric drive. In this latter case the ICE can be used to recharge the battery or directly
produce electricity for the electric drive. Also, in most cases PHEVs can be used in a full
electric mode if there is enough energy stored in the battery. This allows one to select when
and where to release pollutants. This functionality shall be used in some applications
discussed in the book.
• A Full Electric Vehicle (FEV) runs solely on an electric drive system. As with PHEVs
their batteries are large and can be recharged in charging stations or at home. Since there
are no pollutants released while driving, these vehicles are often marketed as zero-emission
vehicles. Naturally, this is not exactly a correct terminology, since the recharging of the
batteries will cause emissions depending on the actual emissions of the power generation in
the country. Due to the fact that many power plants are located in less populated areas, the
use of FEVs still has beneficial effects on emissions in population centers. Such vehicles
may be considered as filters for turning dirty into clean energy.

Figure 2.1: Classification of Electric Vehicles
For our electric vehicle battery design we are going to start from 4 core input parameters:
• Chemistry
• voltage
• Average energy consumption of the vehicle on a driving cycle
• Vehicle range
A battery consists of one or more electrochemical cells (battery cells) which are
converting chemical energy into electrical energy (during discharging) and electrical
energy into chemical energy (during charging). The type of elements contained within a
battery and the chemical reactions during discharging-charging events define the
chemistry of a battery.
A battery cell consists of five major components: electrodes – anode and cathode,
separators, terminals, electrolytes and a case or enclosure. For automotive applications,
there are different types of cells used.
Figure 2.2: Types of battery cells

Designing Parameters:
The number of battery cells connected in series Ncs [-] in a string is calculated by
dividing the nominal battery pack voltage Ubp [V] to the voltage of each battery cell
Ubc [V]. The number of strings must be an integer. Therefore, the result of the
calculation is rounded to the higher integer.
Ncs=Ubp/Ubc
The energy content of a string Ebs [Wh] is equal with the product between the number of
battery cells connected in series Ncs [-] and the energy of a battery cell Ebc [Wh].
Ebs=Ncs⋅Ebc
The total number of strings of the battery pack Nsb [-] is calculated by dividing the
battery pack total energy Ebp [Wh] to the energy content of a string Ebs [Wh]. The
number of strings must be an integer. Therefore, the result of the calculation is rounded
to the higher integer.
Nsb=Ebp/Ebs
We can now recalculate the battery pack total energy Ebp [Wh] as the product between
number of strings Nsb [-] and the energy content of each string Ebs [Wh].
Ebp=Nsb⋅Ebs
The battery pack capacity Cbp [Ah] is calculated as the product between the number of
strings Nsb [-] and the capacity of the battery cell Cbc [Ah].
Cbp=Nsb⋅Cbc
The total number of cells of the battery pack Ncb [-] is calculated as the product
between the number of strings Nsb [-] and the number of cells in a string Ncs [-].
Ncb=Nsb⋅Nc

3. METHODOLOGY
After researching analysing and simulating various cell chemistries and

geometries and motor construction we conclude on the selection of SAIETTA 119R axial
flux dc motor powered by A123 lion pouch cell.
We designed on the basis of the simulation performed in the motor and calculate
the energy required for the endurance run. After which the mechanical design was
commenced considering the forces exerted, satisfaction of rules and packing in the
chassis.

4. DESIGN OF WORK
4.1. MOTOR OF THE VEHICLE
The motor on the vehicle is Saietta 199R. The motor was selected according to the 5-
Point Rule which is
1) Need
2) Availability
3) Cost
4) Reliabilty
5) Assembly/ Manufacturing
As this motor satisfied all the points from 5-Point Rule, we selected Saietta 119R motor
for our Vehicle.
Mass 11kg
Rated Torque 33.5 N.m
Maximum Torque 64 N.m
Speed 3751 rpm
Rated Voltage 72 V(DC)
Maximum Voltage 84 V(DC)
Rated Current 200A
Maximum Current 400A
Rated Power 13.2kW
Maximum Power 25.3kW
Cooling Method Air
Table 1.1: SAIETTA 119R MOTOR SPECIFICATION

4.2. CELL SELECTION
4.2.1. CELL SELECTION BASED ON GEOMETRY
Sr No. Parameters Cylindrical Prismatic Pouch

1. Weight per unit 50-70 gms 0.75-2 kg 0.5-1.5 kg
2. Ah rating 2.5-5.0 10-20 15-25
3. C rating 1-2 C 2-5 C 5-20 C
4. Nominal Voltage 3.6 V 3.2 V 3.3 V
5. Maximum Voltage 4.2 V 3.7 V 3.6 V
Power to Weight
6. 218.4-300 42.6-37 99-60
ratio(W/kg)
7. Availability Available Available Available
8. Cost per unit Low High Moderate
Accumulator
9. Tough Manageable Manageable
Management
10. Self Cooling Moderate Good Good
11. Swelling Very less Very less Moderate
Table 1.2: Cell Comparison based on geometry
Considering all the above parameters, it is seen that the pouch cell is the best option as it
easy to manage in the accumulator and the Power to weight ratio is also satisfactory.
Further cell selection is done by comparing the cell chemistry.
4.2.2. CELL SELECTION BASED ON CELL CHEMISTRY
Sr No. Parameters LiFePO NMC Cobalt

4 Oxide
1. Thermal Stability Good Fair Poor
2. Chemical Stability Good Fair Poor
3. Power Output Fair Moderate High
4. Hazard Factor Low Fair High
Table 1.3: Cell Comparison
As being the first electric vehicle of the team, we decided to avoid use of cylindrical cells
as for the same power required the number of cells would be much more as compared to
pouch a or prismatic cell. Also high energy density cell chemistry like NMC are more
widely available but in cylindrical cells management would be difficult. And in
comparison with pouch cells, prismatic cells are more heavy and have a very low
discharge rate.
Revision: As the pouch cells have a better discharge rate and power to weight ratio and
the LiFePo4 chemistry being most chemically stable the A123 Pouch cells were selected.
The cell has a capacity of 20Ah and has a maximum discharge rate of 20C for 10sec and
continuous discharge rate of 10C.

Figure 4.1: A123 Pouch Cell Datasheet

4.2.3. CELL TESTING DATA
The cell testing is done to find out whether the cell can give the required output. The
A123 Pouch Cell was tested at 7C and the interval measuring was kept varying.
Sr No. Cell Voltage Discharging Cell Temperature Postive cell tab Negative cell tab Time (s)
(V) Current (A) (oC) Temperatur ze (oC) Temperature(oC)
1. 3.41 140 30.8 30.2 30.2 0
2. 3.29 140 31.2 30.4 30.4 20
3. 3.27 140 31.8 30.6 30.6 20
4. 3.26 140 34.2 31 31.2 20
5. 3.26 130.9 36 31.4 31.2 30
6. 3.25 130.9 36.4 31.6 31.2 30
7. 3.24 130.9 39.4 31.2 31.8 30
8. 3.24 130.9 40 33.6 31.6 30
9. 3.19 130.9 42.4 31.2 31.4 40
10. 3.23 129 40.8 33.6 32.4 40
11. 3.21 128 42.6 31 34.6 40
12. 3.22 128 42.6 33 32.8 40
13. 3.21 128 42.2 35 33.4 40
14. 3.14 126 44 33.6 31.6 40
15. 3.06 114 45 32.2 32.6 40
16. 2.87 109 46 33 30.6 40
17. 2.54 105 46.4 30.6 33 40
Table 1.4: Cell Test Data at 7C
Conclusion :
From the cell testing it was found that the cell fulfils all the expectation and the capacity
of cell was found to be 16.9 Ah.

4.3. ENERGY CALCULATION
Figure 4.2: Simulation on Optimum Lap Software
Simulation was done on the Optimum Lap Software for a lap of 1.4 kms with various
turns, slaloms, chicanes and straight patch. The output obtained from the simulation was
that to complete one lap of 1.4 km the energy requirement was 409.85 kJ.
4.3.1 ENERGY REQUIREMENT FOR THE ENDURANCE EVENT
Energy required for a single lap of 1.4km = 409.85 kJ For Total Endurance = 409.85kJ *
15.71
= 6438.74kJ
= 1.8 kW.hr
With the FOS of 1.5, the final capacity = 6438.74 kJ * 1.5

= 9658.12 kJ
= 2.68 kW.hr
4.3.2 ACCUMULATOR CONFIGURATION
Accumulator capacity at nominal voltage = 24*3.3*19.6*3

= 4.656 kW.hr
Accumulator capacity at maximum voltage = 24*3.6*19.6*3

= 5.08 kW.hr Actual Accumulator Pack Energy = 24*3.3*16.9*3
= 4.38 kW.hr
The battery pack consists of 72 cells arranged in 24s3p arrangement, which has a
maximum voltage of 86.4V DC and nominal voltage of 79.2V DC. The cells are divided
in 4 segments of 6s3p which equates to 21.7V & segment energy of 4.66MJ.

Maximum Voltage 86.6 V(DC)

Nominal Voltage 79.2 V(DC)
Minimum Voltage 60 V (DC)
Maximum output current 400A for 10s
Maximum nominal current 180A
Maximum charging current 20A
Total number of cells 72
Cell configuration 24S3P
Total Capacity 21.6 MJ
Number of cell stacks < 120 V(DC) 18.66 MJ
Table 1.5: Accumulator Technical Specification
4.4. HEAT LOAD
4.4.1 OEM CELL
Current at 3C= 3*20=60A
Internal resistance of the cell=1.3mΩ Heat Generated in each cell

Cell current at 3C (Icell) 60 A
Internal resistance of a cell (R) 1.3 mΩ
Heat generated (qcell) (I^2*R) 4.68 W
Table 1.6: Heat generation in one cell
Heat Generated in Accumulator

Number of cells (n) 72 (24*3)
Heat generated in Accumulator Qacc (n*qcell) 336.96 W
Table 1.7: Total heat generation
Energy lost by accumulator as heat

Time for 100% to 20% SOC @ 3C (t) 1104 seconds
Heat energy lost Ecell (qcell*t) 5.17kJ
Total energy lost (Ecell*n) 372kJ
Table 1.8: Loss of energy
Comparison with total energy of accumulator

Pack energy from 100% to 20% @ 3C (n*V*I*t) 17169.4kJ
% energy lost by heat 2.1%
Table 1.9: Comparison with total energy of accumulator

4.4.2. ACTUAL CELL
After cell testing the actual specs are:

Capacity= 16.9Ah
Current at 3C= 16.9*3=50.7A Internal resistance= 3mΩ
At 1C discharge temperature at terminal= 39℃
At 1.5C discharge temperature at terminal= 43℃
Heat Generated in each cell
Cell current at 3C (Icell) 50.7A
Internal resistance of a cell (R) 3mΩ
Heat generated (qcell) (I^2*R) 7.71 W
Table 1.10: Heat generation in one cell
Heat Generated in Accumulator

Number of cells (n) 72 (24*3)
Heat generated in Accumulator Qacc (n*qcell) 555.24W
Table 1.11: Total heat generation
Energy lost by accumulator as heat

Time for 100% to 20% SOC @ 3C (t) 1104 seconds
Heat energy lost Ecell (qcell*t) 8.513kJ
Total energy lost (Ecell*n) 612.97kJ
Table 1.12: Loss of energy
Comparison with a total energy of accumulator
Pack energy from 100% to 20% @ 3C (n*V*I*t) 14508.15kJ

% energy lost by heat 4.23%
Table 1.13: Comparison with total energy of accumulator

4.5. ACCUMULATOR COOLING
4.5.1. DESIGN
As the team was manufacturing their first EV the team decided to use air cooling for the
battery pack to avoid complications and keeping the system easy to manage. 9 fans are
installed on the accumulator out of which 2 fans are of 180mm diameter which acts as
exhaust fans and other 7 fans pull in air which has diameter of 110mm. 3 inlet fans are
mounted on the front plane of the accumulator and 2 fans on each side face. The 2
exhaust fans are mounted on the rear face of the accumulator.
Figure 4.3: Accumulator Fan Placement 1
Figure 4.4: Accumulator Fan Placement 2

4.6. BATTERY MANAGEMENT SYSTEM
4.6.1 INTRODUCTION TO BMS(BATTERY MANAGEMENT SYSTEM):
After the deigning of a battery pack it is important to check that the battery
performs as per the design, to check this a BMS is used to check the battery life,
cell monitoring, charging & discharging, thermal management, checking for
faults, etc. This helps the battery health and keeps the operations of the battery
pack smooth.
For the sake of safety, and for the sake of the cells, a Li-Ion BMS must, at the very least (in
order of importance), do the following:
• Prevent the voltage of any cell from exceeding a limit, by stopping the charging current,
or requesting that it be stopped. This is a safety issue for all Li-Ion cells.
• Prevent the temperature of any cell from exceeding a limit by stopping the battery current
directly, requesting that it be stopped, or requesting cooling. This is a safety issue for Li-
Ion cells that are prone to thermal runaway.
• Prevent the voltage of any cell from dropping below a limit by stopping the charging
current or requesting that it be stopped.
• Prevent the charging current from exceeding a limit (which varies with cell voltage, cell
temperature, and previous level of current) by requesting that the current be reduced or
stopped, or by stopping the current directly.
• Prevent the discharging current from exceeding a limit, as described in the previous point.
Figure 4.5. : Flowchart of BMS

A BMS is essential when charging a Li-Ion battery. As soon as any cell reaches its
maximum charged voltage, it must turn off the charger. A BMS may also balance the
battery to maximize its capacity. It may do so by removing charge from the most charged
cell until its voltage is low enough that the charger may come back on and give the other
cells a change to be charged. After many cycles of this process, all the cells will be at the
same voltage, fully charged, meaning that the pack will be balanced. A BMS is also
essential when discharging a Li-Ion battery. As soon as any cell reaches a low cutoff
voltage, it turns off the load.

5. ANALYSIS SIMULATION/EXPERIMENTATION/SURVEY/TESTING
5.1 AIR FLOW IN THE ACCUMULATOR
The CFD is done to check the air flow to check whether the air from the fans flows
entirely through the accumulator, so that all cell get cooled and they remain in their
working temperature. The 180mm fans have cfm of 637 ft3/minute and the 120mm fans
has 342ft3/minute. Based on these values obtained from the datasheet of the Spal Fans
iterations were performed on Simscale.
Figure 5.1: Air Flow in Accumulator 1


6. RESULT AND DISCUSSION
By looking after the above analysis, simulation and calculation, it is cleared that for the battery
pack designed to power the Saietta 119R motor of an FS Electric Vehicle is compatible for all dynamic
events that is Skidpad, Acceleration, Autocross, Endurance, and efficiency.

7. CONCLUSION
This report is undertaken to explain the design, analysis & simulation of

Accumulator of an FS Electric Vehicle. It also highlights the importance of electric
vehicles over internal combustion engine in day to day life. It also explains the
importance of thermal management in an accumulator and for cell health. The growing
use of CFD method to find out various flow simulation around an object is also been
highlighted.
This study has found that the use of batteries will definitely help to reduce the
carbon foot print in the automobile thus lowering the global warming and making the
automobile industry robust and green.

REFERENCES
[1] Mooy, Robert & Aydemir, Muhammed & Seliger, Günther. (2017). Comparatively
Assessing different Shapes of Lithium-ion Battery Cells. Procedia Manufacturing. 8. 104-
111. 10.1016/j.promfg.2017.02.013.
[2] Bernardini, Annalia & Barrero, Ricardo & Macharis, Cathy & Van Mierlo, Joeri.
(2015). Technological solutions aiming at recovering metro braking energy: a multi-criteria
analysis case study. BDC – Bollettino del Centro Calza Bini – Università degli Studi di
Napoli Federico II. 14. 301- 325. 10.6092/2284-4732/2929.
[3] Tom Denton, Automobile Electrical and Electronic Systems, Third edition. Elsevier
Butterworth-Heinemann, 2004, page 129.
[4] Yudong Tian, Xinjian Zhu, Dexiang Gong. Electric vehicle development trend of power
supply, 2003; (2): 40 and 42
[5] Ying Wang, Hewu Wang. Miniaturization path of the electric vehicle.
Power technology, 2008; 32: (4): 257-260
[6] Xiang Zhang. The domestic new energy automotive intellectual property. Journal of
Shanghai auto, 2010;(1) : 46 to 48
[7] B. Scrosati, et. al,”Lithium batteries: Status, prospects and future”,

Journal of Power Sources, Volume 195, Issue 9, 1 May 2010
[8] Capasso C, Veneri O. Experimental analysis on the performance of lithium based

batteries for road full electric and hybrid vehicles. Applied Energy, 2014, 136:921-930
[9] Nptel: Fundamentals of Electic Vehicles: Technology & Economics

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Savitribai Phule Pune University, Pune 2019 Course

“DESIGN, ANALYSIS & SIMULATION OF

Under The Guidance of

Department of Mechanical Engineering

Smt. Kashibai Navale College of Engineering , TE (Mechanical Engineering) Page 1

Sinhgad Technical Education Society’s

Smt. Kashibai Navale College of Engineering

Prof.P.P.Kharche Prof. T. S. Sargar

Smt. Kashibai Navale College of Engineering , TE (Mechanical Engineering) Page 2

Mr. Dhruva Anand Deshpande Sign.……………….

Smt. Kashibai Navale College of Engineering , TE (Mechanical Engineering) Page 3

4.2 Cell Selection 12

4.3 Energy Calculation 15

4.5 Accumulator Cooling 20

5.1 Air flow in the accumulator 21

6 Result and Discussion 23

Smt. Kashibai Navale College of Engineering , TE (Mechanical Engineering) Page 1

Figure 2.1 Classification of EV 8

Figure 2.2 Types of battery cells 8

Figure 4.1 A123 Pouch Cell Datasheet 13

Figure 4.2 Simulation on Optimum Lap 15

Figure 4.3 Accumulator Fan Placement 1 18

Figure 4.4 Accumulator Fan Placement 2 18

Figure 4.5 Flowchart of BMS 19

Figure 5.1 Air Flow in Accumulator 1 21

Figure 5.2 Air Flow in Accumulator 2 21

Figure 5.3 Air Flow in Accumulator 3 22

Smt. Kashibai Navale College of Engineering , TE (Mechanical Engineering) Page 2

Table 1.1 Saietta 119r Motor Specification 11

Table 1.2 Cell Comparison based on geometry 12

Table 1.3 Cell Comparison 12

Table 1.4 Cell Test Data at 7C 14

Table 1.5 Accumulator Technical Specification 18

Table 1.6 Heat generation in one cell 18

Table 1.7 Total heat generation 18

Table 1.8 Loss of energy 18

Table 1.9 Comparison with total energy of accumulator 18

Table 1.10 Heat Generation in one cell 17

Table 1.11 Total Heat Generation 17

Table 1.12 Loss of energy 17

Table 1.13 Comparison with total energy of accumulator 17

Smt. Kashibai Navale College of Engineering , TE (Mechanical Engineering) Page 3

Smt. Kashibai Navale College of Engineering , TE (Mechanical Engineering) Page 4

The project contains how the accumulator of an FS Electric Vehicle is designed

Figure 1.1 Accumulator

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1.4 Motivation Behind The Project

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Basically, an Electric Vehicle (EV) is a vehicle that no longer relies solely on an

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Figure 2.1: Classification of Electric Vehicles

Figure 2.2: Types of battery cells

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After researching analysing and simulating various cell chemistries and

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4.1. MOTOR OF THE VEHICLE

Table 1.1: SAIETTA 119R MOTOR SPECIFICATION

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4.2. CELL SELECTION

Accumulator capacity at nominal voltage = 243.319.6*3

Accumulator capacity at maximum voltage = 243.619.6*3

Pack energy from 100% to 20% @ 3C (nVI*t) 14508.15kJ