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Electric motorcycle's battery construction
Conference Paper · October 2018
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2 authors:
Wojciech Pawlak Kacper Leszczyński
Wroclaw University of Science and Technology Wroclaw University of Science and Technology
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ELECTRIC MOTORCYCLE’S BATTERY CONSTRUCTION
Wojciech Pawlak1*, Kacper Leszczyński2
1
Affiliation (Department of Fundamentals of Machine Design and Tribology, Mechanical Department, Wrocław)
2
Affiliation (Department of Maintenance and Operation of Logistics, Mechanical Department, Wrocław)
* corresponding author: w.pawlak@pwr.edu.pl
Abstract:
In this article there is presented construction of the battery dedicated for an off-road electric
motorcycle. Nowadays with electric vehicles getting into all areas of life, battery construction is
crucial for proper functioning of cars, motorcycles etc. This article presents construction solutions,
identified errors and failures and proposes improvements for next models of this battery.
Key words:
Battery, electromobility, construction, motorcycle,
Introduction
Over the last years, electric vehicles became more and more popular. New and more powerful
models started putting bigger and bigger responsibility on the designers. Couple years ago, when
most popular electric vehicles on the market were e-bikes, batteries and cells operating on high current
were not as desirable as today. Back then simple nickel strips were sufficient to carry currents and
withstand the temperature of working Li-Ion cells [Fig. 1].
Figure 1. Nickel strips and Li-Ion battery welds
Source: [1]
It is also worth to mention, that Poland in next couple of years will become one of the biggest
world Li-Ion cells producer. Due to investments made in Wrocław, up to 3% of world’s production
will happen in Poland by 2020 [Fig. 2.] [2].
Figure 2. World’s Li-Ion production by 2020.
Source: [2]
Engineers from the Scientific Association of Mobile Robots and Vehicles build electric
motorcycles since 2012. Back then, most of their constructions did not exceed the power of 6 kW
[Fig. 3]. Consequently, batteries powering those motorcycles, did not required sophisticated systems
of connection and cooling. And therefore whole system was much simpler and cheaper.
Figure 3. Second electric motorcycles built by students of Wrocław University of Science and Technology
Source: own source
But since 2017 these engineers started designing and building much more powerful motorcycles
with powers up to 30 kW. Ne construction named LEM Thunder, required battery with configuration
22 cells in series, 20 cells parallel. This configuration with perfect cooling system could power the
motor with currents up to 400A.
Figure 4. The newest motorcycle of WUST engineers.
Source: own source
LEM Thunder battery construction
Holders
As a core structure for most of the Li-Ion’s batteries there are stiff structures called holders. These
are the parts that has the purpose of setting in positions all of the cells. Not only for the welding
process, but also for the time of using the battery in the vehicle. In this battery model, all of the holders
were 3D-printed. For this purpose PLA with carbon fibers enforcement was used, which provided
higher thermal resistance. 3D model of a holder is presented in Fig. 5.
Figure 5. Double holder for motorcycle battery
Source: own source
Connectors
As connectors, engineers decided to create custom nickel-copper connectors [Fig. 6.]. Use of
standard 0,1 mm thickness nickel strips with customizable thickness of copper plates, in this case 1,5
mm. Nickel strips soldered with copper plates can withstand high currents and temperatures up to
200 °C. In standard conditions, these kind of temperatures are not possible to be achieved in a Li-Ion
battery.
Figure 6. Custom nickel-copper connectors.
Source: own source
Case
Strong case for the Li-Ion battery is a must have in an off-road motorcycle. Any failure of case
can cause breakdowns of a motorcycle and even explosive effect. For this battery, there was designed
and manufactured custom stainless steel case [Fig. 7.]. 1 mm thickness of walls, provided good
enough endurance for any possible side hits. Whole inside of the battery was also covered with
protective foam [Fig. 8.] and the battery case was mounted in motorcycle on rubber shock absorbers
to prevent any long lasting degradation of weldments and soldered connections.
Figure 7. Battery case.
Source: own source
Figure 8. Battery case with protective foam.
Source: own source
Internal electronic and electric systems
Inside of the battery, there was also a necessity to install Battery Management System, necessary
fuses, contactor and radiators for BMS. Despite possible high temperatures of the battery inside it
was important to keep power cables as short as possible, due to the safety and power losses reasons.
Assembly
In the Fig. 9, there is presented internal layout of the battery. Most of the battery packs are laid
down in the lower part of the battery to keep the center of gravity as low as possible. Main cover also
is intended to allow easy access to most crucial electric and electronic parts of a battery for quick
fixes and checkups.
Figure 9. Battery layout.
Source: own source
Conclusions
Manufacturing problems and errors
In the process of manufacturing several packs for the battery, there occurred some problems with
both welding and soldering connectors and Li-Ion cells. Even with clean soldering machine nozzle,
there often formed inhomogeneities and impurities [Fig. 10.]. Later on, these errors can cause higher
electric resistance and in consequence problems with proper functioning of a whole system.
Figure 10. Errors during soldering.
Source: own source
Due to unevenness of nickel strips in some points, there appeared a problem with proper welding.
To get the correct weldment, not only perfectly clean surfaces are needed, but as big as possible
contact field of both joining materials. Any disturbance of this condition can cause rising electrical
resistance in the point of weldment, and in consequence burnout of one or both materials.
Possible solutions
To avoid above mistakes, there is a need of changing both design and manufacturing technology.
As one of a first tries, inexpensive and fast method fulfilled its task, but for more endurable and
professional battery it is important to avoid weak spots in those places. To ensure good weldments
between connectors and cells, the design should contain rule to make the connectors as flat as
possible. Less or even no folds on nickel strips should provide big enough contact field.
Regarding the nickel-copper connection, it is possible to use much more sophisticated technology
as ultrasonic welding. Purity of this kind of connections, would greatly improve effectiveness of
whole connector production. Exemplary connector is presented in Fig. 11. The nickel inserts are cut
through to deliver contact between nickel plate and Li-Ion plate during the welding, when the machine
presses the electrodes onto the joined materials.
Figure 11. Exemplary connector. [3]
Literature
[1] Źródło internetowe:
EbikeSchool.com, http://www.ebikeschool.com/how-to-differ-between-pure-nickel-strip-
battery-tabs-vs-steel-core/, 28.09.2018.
[2] Źródło internetowe:
Benchmark Mineral Intelligence, http://www.visualcapitalist.com/china-leading-charge-
lithium-ion-megafactories/, 28.09.2018.
[3] Źródło internetowe:
https://www.alibaba.com/product-detail/battery-welding-Connector-Copper-plate-
for_60677770382.html, 28.09.2018.
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