The fusible links bear a strong resemblance to large bond wires used in semiconductor power devices. The cells are electrically connected at the top with fusible links to a complex shaped flat metal conductor. These probably serve the dual purpose of electrical isolation and fire resistance. Inside, each module is encased in plastic enclosures with mechanical connections to the outer box. It is common for EVs to have a center pack disconnect and fuse. This gives it the appearance of a highly repeated assembly. Tesla likes to use the term bricks to describe groups of cells.įrom the top, with the casing removed, the thousands of small vertical cylindrical tubes are closely packed, like eggs in a carton. There are then 46 parallel 5.065 Ahr cells, for a total of 233 Ahr, and a nominal (mid-discharge voltage) of 345.5V. There are 4,416 cells in a 46p, 96s arrangement (p for parallel, s for series). The modules are nominally 90V and 86V 233 Ahr. The reason for not making them all 24s sections has to do with battery terminals and the need to terminate negative and positive leads at the same end of the pack. The pack consists of four modules - two 25s, two 23s - totaling 96s. With 96s, that gives a fully charged voltage per cell of about 4.17V, and at about 5A each. The pack energy of 80.5 kWh consists of a total 96s (96 series) cell pack nominally the same voltage as S, 400V. Essentially, the pack energy is the same as the heavier (1,300 lb) Model S P85 pack.
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The Tesla Model 3 pack weighs 1,054 lb (480 kg), giving the pack gravimetric density of 168 Wh/kg. This is not uncommon with batteries, and is often used to strike a balance between energy and power. It’s worthwhile to note that in some ways, the distinction between NCA and NCM may be blurred because of the blending of materials. Tesla has recently announced it has been reducing the cobalt content in its cells. The cells are reputed to be NCA (plus manganese) with reduced cobalt content and silicon graphite anodes. The report says there is 78.27 kWh usable capacity out of 80.5 kWh total capacity. The operational energy is limited to about 75 kWh, but the computed capability is about 80 kWh. Tesla has employed a large number of parallel cells, each with its own fusible link, allowing cells to fail independently without affecting the rest of the pack and assuring high lifetime functionality and protection against individual cell failure. This method of direct contact cooling effectively allows coolant to flow in a tube in contact with the sides of all cells. The pack consists of cylindrical 2170 cells actively thermal managed and liquid cooled with flat coolant tubes in contact with the cells.
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The Munro teardown is extensive and detailed and also includes the rest of the car. Munro also did a teardown video for Motor Trend. Jack Rickard of EVTV disassembled a Model 3 pack, which begins at 29:00 in this video. There are several Tesla Model 3 battery pack teardowns. As with all well designed battery packs, the lithium cells are monitored and balanced with battery management systems (BMS). The pack construction, design, and cooling use distinctly different approaches, and the cell chemistries differ.īoth packs are sealed with entry points for liquid coolant and electrical connections. The Bolt sources its pouch type cells from LG Chem, while the Tesla Model 3 uses cylindrical cells sourced from Panasonic. These two cars have been pivotal in introducing lower-cost long-range electric transport. Since the Tesla Model 3 and Chevy Bolt were introduced, there has been considerable interest in the heart of their performance, the battery packs.