“When you have a standalone battery pack bolted into a chassis, typically you will end up with the mounting structure being relatively close to the extremity of the vehicle, and it therefore comes into the impact fairly early.
A battery developer adds that cell-to-chassis construction also allows for better weight distribution. “If you’ve got a single mass pack effectively mounted into the chassis in a specific number of locations, you can’t really distribute the weight in the same way,” a company expert says.
Further challenges, he adds, are encountered as the battery system enclosure interacts with more of the chassis and vehicle system elements, such as seating anchors in the Tesla Model Y, for example. The structural impact of the cell-to-chassis approach is much greater.
Battery-swap stations can work as a battery sharing platform, and are expected to help cut the cost of NEVs and improve the NEV competitiveness, Zhang said. He made the remarks at the China EV100 Forum from Jan 15-17 in Beijing. The company's battery-swapping technology is currently compatible with nine models from seven mainstream automakers.
The structural battery pack in Tesla’s Model Y can be seen as an example of the cell-to-chassis philosophy because, as the name suggests, the pack is a key load bearing member of the vehicle’s chassis, and it can be configured with or without modules.
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