Major Components
- HV Battery -- Chevrolet Volt 2014 - 16.5 kwh, liquid cooled, 435 lbs, 288 cells, 96S 3P, 360v nom, 390v @ 87%SOC (~full) -- cell: 3.7v nom, 4.15 max, 3.0 min; max output 350kw for 10s
- BMS -- SimpBMS
- Motor -- Tesla Model S Large Drive Unit with OpenInverter replacement controller board
- Onboard Charger -- Tesla Model S gen 2 charger 1014963, 10kw with OpenInverter replacement board
- DC/DC -- Tesla Model S 1028665
Batteries
The Chevy Volt high voltage battery pack is split into 3 modules, which makes tucking it into an existing vehicle a little easier compared to packs like the Tesla Model 3, which while thin, are very long. My approach is to locate the smallest module in the location where the factory gas tank used to be, the medium module behind the rear axle, and the large module in the engine compartment. This should provide some level of weight balance throughout the vehicle. I opted to use the SimpBMS battery monitoring system which leverages the factory per-module monitoring modules. I plan to leverage the factory battery heater as well as electronic valves to control coolant flow to optimise the battery pack temperature programmed via an arduino.
Battery Boxes
While certainly not the lightest option, I've elected to go with mild steel battery boxes welded up from angle iron and sheet metal. My MIG skills are decent enough. The 2 secondary boxes are mounted under the chassis between the frame rales to minimize how low they hang down, and have poly bushings for isolation. Each box has HV quick-connects, and an internal high-amp fuse for added safety.
Main HV box
The primary HV box is located in the engine compartment and contains the largest battery module, onboard charger, coolant pumps, contactors, BMS, and main battery disconnect.