接昨天的文章,软包电芯在热失控实验的特点和方壳有差异,但是起火抑制的问题在之前的State of art的设计中并没有被充分考虑。
Bolt EV的起火
首先可以看一下这个视频
整个情况现在归纳为,车辆充满了,驾驶一小段路之后停放一段时间以后开始起火了。
目击者看到了白色和黑色的烟从后座椅的方向出来,然后出现火花
According to Victor Yesikov, the car burst into flames a while after charging
My friend was charging the charging bolt to full, having gone home for about 10 minutes to drive, parked the car next to the house, sat for another 15 minutes, turned off the car and closed it and went to rest. after a couple of hours I saw firefighters who extinguish his car.
Witnesses say that from under the rear wheel there was white / gray smoke and btsli sparks, it was very scary. under the machine itself it was empty. the car flared up like a match and burned down. previously the firefighters looked and said that this was a wiring closure
以下是灭火以后的一些照片
车辆的后排座椅
车辆的底部完全烧穿了
车辆的前舱
和所有的起火EV一样,在连续反应后,车辆整体和整个电池烧起来,最后灭火后剩个车架子
车辆后排
电池系统成组方式为3P96S,共288颗电芯,由8个3P10S模组和2个3P8S模组构成,其中3P10S模组电量为5.94kWh,3P8S模组电量为4.74kWh。1个3P10S模组和1个3P8S模组组成一个大模组,2个3P10S模组组成一个大模组,电池包内布置5个大模组。
而这台车历史的问题包括:
GM Bolt电池失效导致的潜在召回
【更新】GM Bolt的OTA升级
而这个模组结构是在CMA的基础结构上做液冷化的考虑
小结:由于国内主流用的是方壳,走向软包同步在BEV应用中也有一些问题需要解决和考虑,我个人觉得两条路线要完全解决安全问题的设计,还是需要加很多的隔热