Ioniq 5 Battery Pack Analysis: DEEP DIVE
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- Опубликовано: 30 июл 2024
- Let's go on a DEEP DIVE of the Hyundai Ioniq 5's battery pack! We discuss the battery modules, thermal management system, location of temperature sensors, and why the Ioniq 5 rapidgates (charge slowly due to battery overheating) under certain conditions. These findings should also apply to the EV6 and potentially the Ioniq 6 and EV7.
Links:
Ioniq 5 Battery Pack Schematic (Service Manual Screenshots):
www.sohu.com/a/543028461_1203...
Ioniq 5 Coolant Loop Diagram:
tech.hyundaimotorgroup.com/kr...
Ioniq 5 Battery Pack Teardown:
• (Eng) 아이오닉5 배터리 정비하기 쉬...
Ioniq 5 Battery Module Teardown:
• (Eng) 아이오닉5 배터리 모듈 해체/...
EV6 Battery Pack Teardown:
• (Eng)기아 EV6 배터리모듈분리 2부...
@Bjorn Nyland showing large difference between battery min and battery max temperatures causing rapidgate and power limit:
• Hyundai Ioniq 5 1000 k...
Timestamp:
0:00 Introduction
0:58 Interesting Data
3:16 Battery Pack Schematic
4:31 Battery Pack Teardown
6:18 Thermal Management System
8:20 Search for Temp Sensors
11:08 How Temp Affect the Battery
15:03 Battery Overheat Issue
17:29 Too Much Information?
20:03 Is Tesla Better?
21:49 Customized Thermal Management 
Авто/Мото
The temperature sensors are not in the battery module, but in the black "connector" itself. It just clips into the battery to hold it in place and it measures the temperature of the module. You can unclip it and hold it between your fingers and watch the temperature readings rise.
As a future Ioniq 5 Owner i think this information is great. Also Happy that Hyundai is working on this and has a solution for the Ioniq 5 Models 2023 and they will be delivered with it. Thank you guys for the research work
What is this solution?
As an IONIQ 5 owner I want to know and understand what’s happening with my vehicle. Thanks for sharing.
Thanks for the great video guys. My i5 has now done 60,000 km with no loss of range on my calculations. Charging at ambient temp 35C 40-80% recently (Southern hemisphere summer) was 175kw to 60% then 125 to 79% then back to I’ll 80%. Th coolant pump and fan were very audible!
Thank you for this great in-depth analysis! I consider myself and others that have bought EVs a pioneer. Pioneers need to know this so we can optimize our battery longevity. I'm confident that Hyundai will continue to optimize their engineering as well in future productions. For now, I will use this data to keep my I5 healthy and happy!
Thank you so much! Just yesterday we had found the Korean scrapper channel you mentioned in the quest to sort this out. It seems to me that the e-GMP cars should be implementing a higher flow setting in the coolant loop as an option to even out temperatures in the inner vs the outer battery modules. In general having driven my 58 kWh EV6 for 22k mi/30k km and fast charged it 150 times in 2022 I often observed 5-8C temperature differentials between the even and odd temp sensors and all kinds of rapid and cold gating issues since I drove in conditions ranging from -20F/-10C to 90F/32C. I think Kia/Hyundai/Genesis might also consider putting in a thermal reflector and insulation around the perimeter of the pack so that heat is transferred into the gel on the bottom, passively up through the top into the car, but not so much in/out around the sides or edges of the whole pack. What is amazing and nice is that the whole pack seems to be very serviceable but this has the downside of a less effective coolant loop. It’s really a shame e-GMP is designed this current way because the whole virtue of 800v (600v in the 58 kWh pack) is that fast charging can be really useful for road tripping. But the cooling system as implemented seems not to have been designed or tested very thoroughly to confirm it could match that vision of an electric car capable of stops almost as fast as those of a petrol car. Thanks again for your great analysis and deep dive into an important topic!
15:13 I don't think the problem in winter is that there are modules that are already over 50°C, while other modules are still under 25°C. The problem is that all the modules are under 25°C, (partly because of the heat pump scavenging heat from the battery, partly because of low temperature outside). The solution that Hyundai has implemented in the 2023 model is to do battery pre-heating (supposedly coming through an update to older models too) on route to a HPC charger. This would be inconsistent with some modules being already over 50°C.
Otherwise, great information and discussion.
I love the in-depth dive into the battery management system is great because it helps me feel better about the battery system. Plus when I do go to resell the car I can explain how the battery system works to help the sale of the car. Also do you know who actually makes the battery pouches because that would be nice to know. I guess I like the details. Thanks so much for putting out this video. I have the Ioniq 5 SE rear wheel drive with the 76 kw battery pack I believe. Edward Helland
I have seen exactly the same 2 clusters and then I found your great video! There are to exceptions to your even/odd rule: TempSensort #5 and #11 are mostly (!) in the warmer cluster in my Ioniq 5, but in all my measurements they tend to start lower (during driving, before battery heating in winter) and they go down faster after charging compared to the other odd-numbered sensors. I guess they are the ones that are outsdie where two packs are missing.
Need to know for an average EV driver? No. Do I as an Ioniq 5 owner appreciate knowing this information? Yes. Thanks for the great video.
Also, from personal experience I've found fast charging to between 85 and 90% to be the most optimal in terms of wait time. In the summer I've gotten around 100 kW at 85% which is still plenty fast, especially compared to some of the slower charging EVs on the market. There's added time going out of your way to the next charger so minimizing the number of stops should get you to your destination faster than just getting the best charging speeds.
Great stuff!
Interesting indeed! Thank you!!
Hi you should make a video about the problem 2 drivers of a ionic 5 cars had with the the damage that happened to the underside of the battery pack I noticed that in one of the video from Monroe and associates thé showed the underside of the battery pack and the only protection is what they called SMC Sheet molding compound so it seems like it not sturdy enough to protect the battery pack vs the VW group MEB platform they use the aluminum plate and the cooling plate is removable in case of damage compared to e GMP that the cooling loop is steered welded to the battery box ? Plus it would be important to see what manufacturers make individual battery packs components available for service and repair I know most of the components in the VW MEB packs are available.
The last home change I did resulted in 4 start and stop cycles due to the temperature of my garage. I think I exceeded the 50 C inner cell temperature limit in all cases. The ambient temperature was over 35 C and the garage heated up to over 40 C due to charging. I left the garage door open to help cool the space. Should I consider adding a heat pump to my garage to help cool it in the summer and heat it in the winter? I'm afraid if I continue to charge my IONIQ 5 in these conditions I my damage the battery pack. What do you think?
Does any of this content mean for the 2022 IONIQ models, that Level 2 charing your car from 10 to 80% is going to encourage early battery degradation when it's over 85 degrees
at night? (This is the average temperature at night for millions of people who live in the SouthWest of the United States, from May until September every year)
I wonder were the special Battery heater is located, this was only available on the AWD long range in the USA / Canada, with the new pre-condoning that is available on 2022.6 and 2223 models as that battery heater is not shown on your diagram.
While this is interesting information, it's only useful when we compare it to other manufactures designs. While the Ioniq 5 pack is not perfect, is it more perfect than a pack in a VW or a Ford? We would assume that Tesla's new 4680 pack would be better, but is it? The important question, will this 800V battery system last as long as a Tesla or VW 400v system.
Great video, thanks! Battery max temperature is NOT the temperature of the hottest battery module, but of something else - probably equally important - in the battery pack (maybe the mysterious 17 or 18 sensor?). This discrepancy is visible especially during DC charging, when you display all 16 battery sensors and Battery MIN - MAX temp on the same screen. Battery MAX temperature is usually higher than any of 16 module sensors.
what cells and type is in the ionic 6 2023? 2170?
Lol one thing they forget is in the summer the batterys near the outside will be warmer as Ambient temperature can be way warmer then 30c.
BMS software also manages the charge/discharge of individual cells. So, presumably, the BMS will slow down (speed up) charging for those cells, whose temperatures are higher (lower) than optimal. Hence, this should result in the battery charging rate graph displayed, where a fairly consistent high rate of battery charging up to 55% (during which some cells are charging at higher rates and some at lower rates) and then gradually reduced rate of battery charging above 55% as more and more cells exceed optimal charging temperature and consequently have their charging rates reduced by the BMS.
How would you charge some cells faster than others when they are all in series? The BMS can do cell balancing at the top of a charge but I expect that only a small amount of current can bypass a cell during balancing.
Yes, there are indeed temperature sensors for module 17 and module 18 (they probably disconnected module 17 sensor during install of extra 2 modules) /edit: corrected link/: ruclips.net/video/s3oUvYIkBEI/видео.html
16:19 I've gotten a peak of 240KW on my Ioniq5 before using an Electrify America 350KW DC fast charger.
So i've just watched this video from Bjørn Nyland, and the battery pack of the EV6 (same as the Ioniq 5) overheats with a very substancial difference between minimum and maximum temperature of the cells in the pack (18ºC difference, min = 32ºC and max = 50ºC) , another thing that may indicate that is that when he stops hammering the car, the coolers cells get cooler but the hotter cells keep hot, so it appears that when the coolant reaches the hotter cells it isn't that cool anymore.
Link of the video: ruclips.net/video/LV11X5Pskqc/видео.html
May be teardown from Munro Live to compare would be great. This is is really good information personally considering this cars are new to market good for lease for 3 years.
0:32 The bull's left knee joint is the wrong way round. 🙄
Nope, it's artistic license.🙄