JHZR2
Staff member
Folks may not stress over it. They buy a product and have a reasonable expectation that there is a level of quality and performance.
The cold plate to module or cell group design isn’t new. The dielectric standoff can be a concern but notionally they have it worked out.
The main point I was making wasn’t necessarily relative to your specific battery, but to the general complexity of a well-made EV pack, plus motor controller, drives, and power dense motors. Occasionally you get the comments that an EV has like five components. But if you break down the subcomponents… it’s an huge parts count. Quite possibly more than an ICE! That was my basic point. Every one of these items add complexity, parts count, end design “touches” points of failure” that go beyond the initial parts count. Sure, there’s a saving grace that at least in the macro, some of these parts don’t move much, so that can help but dielectric standoff, heat transfer, behavior in a casualty event, etc. are still very much left to be determined.
While ICE may have higher parts count (which may be debatable when all the busbars, hv components, sense harness leads, etc. are all counted), the reality is that more of the EV parts are both safety and performance critical.
The saving grace of EV is statistically significant and consistent production. That does help, and support applying lessons, a lot.
As I said, I wish you a lot of luck. We need this tech for a range of things well beyond EV. I don’t want these things to fail. I want us to be able to use them better and safer. And there’s still a lot of lessons to learn, especially with operations at high rate, high power, in challenging cooling scenarios, etc.
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