Final thesis report

Shock of the Battery pack

of Electric vehicles

Jury:
❖ Prof 1 :ElHachemi ESSADIQI (Academic
supervisor)
❖ Prof 2 : Hajar CHOUIYAKH
❖ Prof 3 : Achraf BOUTAHIRI

Student : Industrial supervisor :

❖ Mouna LABLAOUI ❖ Mr : Anas LOUTFI
Jury:
❖ Prof 1 :ElHachemi ESSADIQI (Academic
supervisor) Industrial supervisor :
Student. ❖ Prof 2 : Hajar CHOUIYAKH
❖ Mr : Anas LOUTFI
Prof 3 : Achraf BOUTAHIRI
❖ LABLAOUI
❖ Mouna
Université Internationale de Rabat 2019/2020
« It is not because things are difficult that we do not dare.
It is because we do not dare that they are difficult »
Lucius Annaeus Seneca
 Dedication

To the great God for his infinite grace

As a mark of recognition and love with honor and pleasure,
I dedicate this modest work:

To My parents
My source of love and confidence. I had to write you a thousand
pages to express my gratitude. I thank you for your prayers day and
night, your sacrifices, your support and your tenderness which never
cease to provide me with the strength to continue my career. May
you find here the testimony of eternal love and respect. You will
always be my heroes.

To my brother
Thank you for the atmosphere with which you surrounded me, for
all your spontaneity and the complicity as well as understanding
that unites us. I wish you good luck in your journey.

To my grand parents
I dedicate this thesis to you as a token of gratitude, esteem and
attachment. May God grant you health, long life and prosperity.

To everyone who loves me and supports me

 Acknowledgments
First of all, I extend my warmest thanks to the administrative staff of the
International University of Rabat which has guaranteed us throughout
these five years a distinguished training and a high quality education.

I would like to thank my my educational supervisor Professor ElHachmi

Essadiqi for all the efforts he has made to help me
As well as Mr. Achraf Boutahiri for his time and advices.

I also thank Mr. Anas Loutfi my industrial internship Supervisor in Altran

Morocco for his availability, his follow-up, his relevant remarks and his
enriching recommendations. Without forgetting Mr. Marwane Azza and
Mr. Rachid Ouafdi.

I have the honor to express my gratitude and my deep gratitude to Mr.

Jawad SABBAR, Manager of the mechanical department, for welcoming
me as an intern within the department at ALTRAN , and for giving me the
opportunity to pass this internship in the best material and moral
conditions.

My gratitude and esteem to all the members of the jury for agreeing to
judge my work. And finally, may all those who have contributed directly or
indirectly to the development of this modest work find here the expression
of my heartfelt thanks.
 ABSTRACT
This present work is the result of my final thesis internship project in the mechanical department
and specifically in the crash team of ALTRAN Morocco.
This internship has been a great opportunity to discover new sides of the automotive industry
especially a side that is strongly important: the car crash. We count side impact, front impact and
rear impact. The goal is to minimize the weight or the mass of the car while increasing the security
of passengers. To achieve these goals, the automotive industry is trying to introduce more
materials that are plastic. Indeed, a large number of aspects must be taken into account such as
cost, use of consumables, wear of tools, static and dynamic breaking strength of the assembly
point, the duration of the process assembly, ease of implementation, corrosion resistance, the
appearance of the assembly point, the possibility of maintenance…Plastic deformation assemblies
represent an excellent solution. This report is going to treat the modelling of the failure of the
plastic parts of the powertrain in the car, precisely the battery pack of an electric car. The objective
of this study is to model the failure of the battery pack This study should help to improve the
overall compressibility of the powertrain.

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 List of Figures
Figure 1: Altran's global footprint................................................................................................... 10
Figure 2: Distribution of turnover in 2020 ...................................................................................... 11
Figure 3: Altran industries .............................................................................................................. 12
Figure 4: Altran Group's turnover by industry ................................................................................. 13
Figure 5: Altran Morocco's activities............................................................................................... 14
Figure 6: ALTRAN's detailed chart ................................................................................................. 15
Figure 7: Organization chart of the simulation department ............................................................ 15
Figure 8: EV components............................................................................................................... 20
Figure 9: Regenerative braking ...................................................................................................... 21
Figure 10: Different NCAP tests ..................................................................................................... 24
Figure 11: C-NCAP program .......................................................................................................... 25
Figure 12: Reversing Radar ........................................................................................................... 26
Figure 13: Adaptive cruise control .................................................................................................. 27
Figure 14: Schema showing the steps of modeling ........................................................................ 33
Figure 15: Clean geometry............................................................................................................. 34
Figure 16: Schema showing the steps of modeling ....................................................................... 34
Figure 17: Meshed model .............................................................................................................. 35
Figure 18: Law of behavior of the material ..................................................................................... 36
Figure 19: Cooling plates, pipes, trigger guard .............................................................................. 36
Figure 20: Upper lid ....................................................................................................................... 37
Figure 21: Bottom tank ................................................................................................................... 37
Figure 22: Lower lid ....................................................................................................................... 37
Figure 23: Conn cooling ................................................................................................................. 38
Figure 24: Backing, holders and supports ...................................................................................... 38
Figure 25: Modules ........................................................................................................................ 39
Figure 26: The battery pack ........................................................................................................... 39
Figure 27: The position of the impactor .......................................................................................... 41
Figure 28: Graph of Energy vs Time of Config 1 ............................................................................ 41
Figure 29: Graph of the load and displacement vs Time of config 1 .............................................. 42
Figure 30: Location of the stress in the module in config 1 ............................................................ 43
Figure 31: The module, the cooling plate and the impactor ........................................................... 44
Figure 32: Graph of Energy vs Time of config 2............................................................................. 44
Figure 33: Graph of the load and displacement vs Time of config 2 .............................................. 45
Figure 34: Location of the stress in the module of config 2 ............................................................ 45
Figure 35: The battery pack and the impactor................................................................................ 46
Figure 36: Graph of energy vs time of config 3 .............................................................................. 46
Figure 37: Graph of the load and displacement vs Time of config 3 .............................................. 47
Figure 38: Lid and tank surf ........................................................................................................... 47
Figure 39: cooling vol ..................................................................................................................... 47
Figure 40: Cooling surf ................................................................................................................... 47
Figure 41: Battery modules ............................................................................................................ 48
Figure 42: Graph of modules loads vs time.................................................................................... 48
Figure 43: Location of stress in the upper lid ................................................................................. 49
Figure 44: Location stress in the lower lid ...................................................................................... 50

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 List of Tables
Table 1:Altran Group's sheet ......................................................................................................... 14
Table 2: Different loads due to the contact .................................................................................... 49
Table 3: Summary of calculation .................................................................................................... 50

List of abbreviations
-EV: Electric Vehicles
-CAD: Computer Aided Design
-CAE: Computer Aided Engineering
-FEM: Finite Element Method
-VBA : Visual Basic for Applications.
- ESP : Electronic Stability Program.
-NCAP : New Car Assessment Program

3
Table of Contents
ABSTRACT ...................................................................................................................................... 1
List of Figures .................................................................................................................................. 2
List of Tables.................................................................................................................................... 3
List of abbreviations ......................................................................................................................... 3
General Introduction ........................................................................................................................ 7
Chapter I: General context of the project ......................................................................................... 8
I. Presentation of ALTRAN: WORLD LEADER ............................................................................ 9
A. History................................................................................................................................. 9
B. Engineering strategies and services ................................................................................... 9
C. Location and business sectors: ......................................................................................... 10
➢ Aerospace, Space and Defence .................................................................................... 11
➢ Automotive, infrastructure and transport ........................................................................ 11
➢ Energy and industry ....................................................................................................... 12
D. "Altran 2020. Ignition": The future of the Altran Group: ..................................................... 13
E. ALTRAN MOROCCO........................................................................................................ 13
1. Missions......................................................................................................................... 13
2. Organization of the structure ......................................................................................... 14
3. Positions in the ALTRAN group ..................................................................................... 16
F. CONCLUSION ..................................................................................................................... 16
II. General framework of the project ............................................................................................ 17
A. Problem position ............................................................................................................... 17
B. Production specification .................................................................................................... 17
4. Numerical constraints .................................................................................................... 17
5. Tools .............................................................................................................................. 17
III. Conclusion ........................................................................................................................... 17
Chapter II : Definition of the scope of work .................................................................................... 18
I. Electric Vehicles ..................................................................................................................... 19
A. How do electric vehicles work? ......................................................................................... 19
B. The inner parts of an EV ................................................................................................... 19
II. The automotive safety............................................................................................................. 21
A. Types of impacts and collisions ........................................................................................ 22
1. Side collision.................................................................................................................. 22
B. Rear/front impact collision ................................................................................................. 23
C. Testing .............................................................................................................................. 23
III. The safety features of vehicles............................................................................................. 26
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 A. Passive security ................................................................................................................ 26
B. Active Security .................................................................................................................. 26
C. Introduction to finite elements method .............................................................................. 27
1. The Lagrangian formulation ........................................................................................... 28
2. Johnson-Cook’s model .................................................................................................. 29
3. The resolution schemes................................................................................................. 29
a) The implicit scheme ....................................................................................................... 30
b) The explicit scheme ....................................................................................................... 30
Chapter III: Modeling and calculation of the battery pack .............................................................. 32
I. Introduction ............................................................................................................................. 33
II. Steps of the modeling ............................................................................................................. 33
III. General information about the tools ..................................................................................... 33
A. ANSA ................................................................................................................................ 33
B. RADIOSS.......................................................................................................................... 33
C. Meta-Post ......................................................................................................................... 34
D. Meshing ............................................................................................................................ 34
1. Simplification of the CAD ............................................................................................... 34
2. Meshing criteria ............................................................................................................. 34
3. Data Setting ................................................................................................................... 35
a) Reassembly of the test model ....................................................................................... 35
b) Materials ........................................................................................................................ 36
3. Calculation and correlation ............................................................................................ 36
a) The different parts of the battery pack : ......................................................................... 36
IV. The procedure ...................................................................................................................... 40
A. Configuration 1: calculation on the module only ............................................................... 40
B. Configuration 2: Calculation on the module and the cooling plate .................................... 43
C. Configuration 3: Calculation on the whole battery pack .................................................... 46
D. Calculation summary ........................................................................................................ 50
Chapter IV: Automation of postprocessing in crash calculation ..................................................... 51
I. Introduction ............................................................................................................................. 52
V. Automation tools in crash calculation ...................................................................................... 52
A. META Scripting ................................................................................................................. 52
B. BETA Scripting ................................................................................................................. 52
C. VBA language ................................................................................................................... 53
VI. Conclusion ........................................................................................................................... 53
General conclusion ........................................................................................................................ 54

5
Bibliography ................................................................................................................................... 55
Webography................................................................................................................................... 55

6
 General Introduction
Road safety has become a major issue today for car manufacturers, who must ensure that their
systems comply with new safety standards. They see themselves in a new competitive environment
where compliance with these standards is a commercial argument with great weight in the
automotive market.
Consequently, the tools and techniques for simulating the phenomena studied in the field of
automobile safety have been considerably developed. In particular, the simulation by the finite
element method, which made it possible to predict better the behavior of the structures and systems,
studied in collision and reduce the validation time of their model.
Providers of these services, such as ALTRAN, which is a world leader in technological solutions,
seek to optimize further the methodologies of numerical calculation and data analysis of these
simulations in order to provide the best results.
It is with this in mind that the objective of this two-part project is situated. The first is to make a valid
finite element model of an engine part in order to simulate its crash behavior. The second part
concerns the automation of post-processing in calculation to gain lead-time and validation times for
the digital models produced.
In order to meet these objectives, the report has been structured as follows:
The first chapter presents the general framework of the project, the host organization and states the
problem to be solved, the approach followed and the objectives to be achieved.
The second chapter is a definition of the scope of work through a bibliographic study on the different
theoretical principles and practical tools of this project.
The third chapter presents the development of the model of the battery pack of an electric vehicle
and its validation in crash calculation.

7
 Chapter I: General context of the project

In this chapter, I outline the general framework of the project by presenting the host
organization: ALTRAN Morocco, its activities and its organization, followed by a
description of the problem to be solved, the specifications, the objectives to be
achieved as well as the approach followed.

8
I. Presentation of ALTRAN: WORLD LEADER

A. History
Founded in France in 1982 around two ideas: innovation as a decisive differentiator
for companies, and the ability to mobilize the best talent as a condition for success,
Altran quickly established itself as the leader in its sector by inventing the technology
consulting profession. France, the country of origin at the heart of the Group's
development, now accounts for about 50% of the world's activities around two major
businesses: the world of technology and innovation and consulting in organization and
information systems.

For more than 30 years, Altran has been anticipating the growing need for technological
innovations in all major business sectors by responding to their economic challenges
through the talent, multidisciplinary expertise and multi-sector experiences of its teams.
From the design of new products and services to the optimization of information
systems and associated business processes, Altran offers a unique approach at the heart
of innovative solutions, business expertise, new technologies and appropriate modes of
engagement.

B. Engineering strategies and services

Today, the competitive nature of the labour market requires an attack on business
and technology challenges. Altran then leverages its extensive expertise in the field, with
a deep understanding of the fundamental criteria of innovation, using both the necessary
technologies and the appropriate operations to carry out its projects.

By leveraging all the expertise of its experts, Altran supports its customers throughout
the lifecycle of their products, helping them to think of new innovative solutions, to
implement new tools and to exploit new technologies, while keeping their
needs first.

With 30,000 specialist engineers worldwide, Altran delivers this strategy by offering
four main services:

✓ Systems and product design

It is a service that covers the entire process of product creation, from ideas and
innovation to systems design, to advanced testing and simulations, all over the world.
✓ Manufacturing and operations
9
 This area brings together all activities in the optimization and industrial management
sector.

✓ Industrial enterprise:

This service focuses on designing and deploying engineering solutions that will bring
customers growth and success in their business. These services, ranging from
engineering strategy to risk management, are offered worldwide.

✓ Digital:

The Altran Group helps its customers meet today's challenges through a
wide range of digital practices and solutions. Engineers are involved in the development
of new services, architectures and business models from the perspective of digital
transformation.

C. Location and business sectors:

In parallel with an increasingly connected Planet and through its presence in more
than 20 countries around the world, ALTRAN has an international footprint that offers it a
unique advantage in today's market. The group is designed to provide leading
innovation and engineering services to its customers, while enabling them to benefit
from global best practices in all industries.

Figure 1: Altran's global footprint

10
 Indeed, thanks to its integrated network in the world, Altran was able to reach a
turnover of 2.120 billion euro, divided between France, northern Europe, southern Europe
and the rest of the world as shown by the graph so below:

Figure 2: Distribution of turnover in 2020

In addition, the Altran Group has succeeded in integrating several industries into its fields of
activity, its mission is to support companies in their efforts to create and develop new
products and services, ranging from technological monitoring, basic research applied
to the preparation of industrialization, to manufacturing processes and this, in sectors:

➢ Aerospace, Space and Defence

Among the solutions altran offers in the field of aeronautics, innovation and performance
management supported by more than 4010 specialists worldwide. Expertise focuses on
engineering solutions, airport infrastructure and passenger safety operations, space
optimization in the aviation industry including assembly and test operations, and process
performance.

Then comes the defence sector, which remains rather confidential, with Altran's
help in mechanical engineering, security, Supply Chain Management and logistics
operations.

➢ Automotive, infrastructure and transport

Altran is an important partner of the major players in the automotive sector, it has been
active internationally for more than 20 years, accompanying the various
11
manufacturers and equipment manufacturers. With more than 3,500 consultants from
around the world, the group deploys their skills and expertise in engineering, technology
consulting, information systems and training to deliver sustainable solutions tailored to
clients' technological needs. Among the elements of Altran's field of intervention are:

➢ Energy and industry

The global need for energy is growing and the scarcity of fossils coupled with
ecological necessities poses technological challenges in the near future. That's why
Altran is trying to find solutions with 15 years of experience and more than 2500
engineers working in all energy fields (thermal, nuclear, wind, oil and gas, etc.).

For nuclear, for example, Altran is involved in projects such as:

✓ Develop solutions for some of the 200 future reactors

✓ Maintain and overhaul some of the 250 reactors in operation
✓ Provide storage, reprocessing and deconstruction engineering services

Figure 3: Altran industries

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 This rich diversity of industries has enabled the Altran Group to achieve a turnover of
2,120 billion euros, which was divided as follows:

Figure 4: Altran Group's turnover by industry

D. "Altran 2020. Ignition": The future of the Altran Group:

The "Altran 2020.Ignition" strategy is developed to increase both the value
and range of solutions available to Altran Group partners. To do this, Altran has
redesigned its business models to anticipate the revolutions of tomorrow and meet the
current needs of its customers, it aims to:
• 3 billion euros in revenue 2020
• 15 centers bring the best expertise in their field
• 10,000 Engineers in Global Delivery Centers by 2020
•

E. ALTRAN MOROCCO

1. Missions

Through its presence in Morocco, Altran wanted to have a Near shore platform to support
the group's international development in the automotive, aeronautics and transport
sectors. It is in fact a matter of accompanying customers Altran in their strategy of
innovation, cost optimization and internationalization.

The Moroccan entity also aims to be a local player serving Altran's large accounts
receivable located in the country. As part of the strategy "emergence" launched by the
Moroccan government, many foreign companies, and highly developed, have settled there.
Altran Maroc is particularly interested in those in the automotive, aeronautics and energy.

13
 Altran Group Technical Sheet
The following table represents general information about Altran Maroc:

Table 1:Altran Group's sheet

Date of creation 2013

Implementation Casablanca-Morocco
Tel '212 529 01 51 01
Managing Director Mr.Elasri Idriss
Staff 1600 employees

✓ Activities
In order to support the group's international development in the automotive, aeronautics
and transport sectors, Altran has established itself in Morocco within Nearshore, since its
creation in 2013, innovation was its raison d'être, It is indeed to support Altran customers
in their strategy of optimization of cost and internationalization.
The Moroccan entity also aims to be a local player serving Altran's large accounts
receivable located in the country.

Altran Maroc relies on the offshoring strategy put in place by the Moroccan government
offering advantages that greatly optimize the des competence/cost component.
Indeed, it launches its activities in 5 main forms of solutions summarized in the figure below:

Figure 5: Altran Morocco's activities

2. Organization of the structure

Altran Maroc consists of 5 main branches under the general management.

14
To fully understand the structure of the Altran Morocco group, here is the organogram that
represents its hierarchy: This chart details the hierarchy of ALTRAN's departments and locates the
simulation department where the internship was conducted:

Figure 6: ALTRAN's detailed chart

✓ Simulation department ‘s chart:

The internship was carried out more precisely within the Crash team

Simulation
department

Leade Mechanical G.COMBRET

rs Structure
J.SABBAR
Specials

Mechanical Reliabilit
CFD/Thermal Crash Acv
y/E

Figure 7: Organization chart of the simulation department

15
 3. Positions in the ALTRAN group

In order to achieve its objectives while maintaining the criteria for innovation and
reliability, the Altran Group has a precise structure, rich diversity and an adequate
combination, where each member has a specific role:
The operational director guides the group's policy at the regional level. It solicits
managers by giving them a sales direction. It is usually up to him to decide whether to
start a project.
Managers have three main roles: recruitment, team management and business
relations. In this way, they approach clients to find projects to carry out. Depending on
customer requests, they look for skills among the people available within Altran. They
usually get in contact with consultants to benefit from the technical advice of the latter
during the decision-making phase of the projects.
They participate in the negotiations and financial encryption of the projects.

• Consultants: are the people who carry out the projects. They have the
engineering profile. There are two types of skills: experts and project managers.
Experts are specialized in a particular field. The project managers are at the
border of management and technology. During a project, they coordinate the work of
several other consultants. They may request the support of expert consultants in one
area. Consultants in the supply management often have more cross-cutting roles: they
intervene to respond to public tenders, they organize functions related to Quality.

• The administrative teams and the human resources department provide

support at all levels of the organization.

F. CONCLUSION

Throughout this chapter, I have tried to give an overview of the overall framework of
the project. By presenting the welcoming company through its field of activity, its
strategies, its turnover as well as its internal organizati

16
II. General framework of the project
A. Problem position
The demand for electric vehicles (EVs) continues to increase around the world. This
is largely due to regulations related to air quality and environmental issues in
combination with consumer demand and cheaper rechargeable energy storage
systems. Furthermore, significant developments have made these storage systems,
especially those belonging to the lithium-ion family, suited for automotive
applications. We are interested, in this case, in the battery pack. This battery pack is
mounted right under the second row seats. We are mostly concerned by the safety of
the passengers. Since these modules can overheat, there is a cooling plate which
can lower the temperature of these batteries. However, our interest goes to the crash
of these modules whether it was due to a passenger or anything with a certain mass.
This thesis is to determine which element or may elements are defective and cannot
support the shock.

B. Production specification
4. Numerical constraints
-Pretreatment of the model of the fuel tank
- Finite element modeling
- Reassembly of the shock test scenario
- Crash calculation
- Post-processing of results

5. Tools
-Reassembly and pre-treatment: ANSA
- Processing (Calculation): RADIOSS
- Post-processing: META-POST

III. Conclusion
In this first chapter, we have given a general overview of the project, namely the host
company, its sector of activity and resources. We have also located the problem
addressed in the general framework as well as the procedure followed to respond to
it.

17
 Chapter II : Definition of the scope of
work
This chapter is about the different terminology related to this project.

18
I. Electric Vehicles

A. How do electric vehicles work?

The operation of an electric car's engine is based on harnessing electromagnetic
force to generate motion.
The electric engine consists, among other things, of a magnetic cylinder that
encloses a copper coil, all around a central axis. The principle applied to the electric
engine of a car for its operation is a physical principle.
The car battery supplies a current that generates an electromagnetic field, thanks to
the presence of the magnetic part of the engine. This electromagnetic field then
creates a force on the coil and causes it to rotate. This causes movement of the axle
and therefore the wheels of the vehicle.
Unlike a thermal engine, the operation of an electric car engine does not require it to
be always in motion. There is therefore no need for a clutch or gearbox to regulate
the operation of the engine in an electric car. The only control is the accelerator
pedal, which you only need to press and the battery delivers current to the motor. So
we have a kind of engine which is directly connected to the wheels.

B. The inner parts of an EV

EVs have 90% less moving parts that an ICE (Internal Combustion Engine) car. Here
is a breakdown of the parts that keep an EV moving:
• Battery (all-electric auxiliary): In an electric drive vehicle, the auxiliary
battery provides electricity to power vehicle accessories.
• Charge port: The charge port allows the vehicle to connect to an external
power supply in order to charge the traction battery pack.
• DC/DC converter: This device converts higher-voltage DC power from the
traction battery pack to the lower-voltage DC power needed to run vehicle
accessories and recharge the auxiliary battery.
• Electric traction motor: Using power from the traction battery pack, this
motor drives the vehicle's wheels. Some vehicles use motor generators that
perform both the drive and regeneration functions.
• Onboard charger: Takes the incoming AC electricity supplied via the charge
port and converts it to DC power for charging the traction battery. It monitors

19
 battery characteristics such as voltage, current, temperature, and state of
charge while charging the pack.
• Power electronics controller: This unit manages the flow of electrical energy
delivered by the traction battery, controlling the speed of the electric traction
motor and the torque it produces.
• Thermal system (cooling): This system maintains a proper operating
temperature range of the engine, electric motor, power electronics, and other
components.
• Traction battery pack: Stores electricity for use by the electric traction motor.
• Transmission (electric): The transmission transfers mechanical power from
the electric traction motor to drive the wheels

Figure 8: EV components

When breaking in a traditional car, the kinetic energy caused usually goes to
waste. However, in an electric car braking converts and stores thermal energy from
brake pads and tires’ heat friction and reuses it to power the car. This is
called regenerative braking.

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 Figure 9: Regenerative braking

II. The automotive safety

Over the years, the importance of automotive safety has grown rapidly with the
growth of the automobile market on one hand, and road accident rates on the other,
prompting automobile manufacturers to meet safety standards. In particular the Euro
NCAP, China NCAP… standards obliging them to carry out series of precise tests in
order to obtain homologation of their new vehicles. Numerical simulation of crash
tests using the digital finite element method has enabled vehicle manufacturers to
achieve unmatched levels of analysis while reducing development times and costs.
Safety has become a fundamental vehicle service and a strong selling point. Faced
with this challenge, manufacturers are improving the elements ensuring vehicle
safety. Generally speaking, security components fall into two categories:
Active safety elements, which aim to provide all possible driving aids to prevent an
accident from occurring; these are for example the ABS (anti-lock 2 wheels), the ESP
(control of the trajectory), the BAS (emergency braking assistant) or the anti-skid
Passive safety elements, which aim to limit as much as possible the consequences of
the impact on the physical integrity of the driver and passengers; these are, for
example, the airbags, the seat belt pretensioners, the side members helping to
dissipate the energy or even the supports holding the powertrain. It is on this type of
elements that our project will be based.

21
 A. Types of impacts and collisions
1. Side collision

Broadside collisions are where the side of one vehicle is impacted by the front or rear
of another vehicle, forming a "T". In the United States and Canada this collision type
is also known as right-angle collision or T-bone collision; it is also sometimes referred
to by the abbreviation "AABS" for "auto accident, broadside Vehicle damage and
occupant injury are more likely to be severe, but severity varies based on the part of
the vehicle that is struck, safety features present, the speeds of both vehicles, and
vehicle weight and construction.

When a vehicle is hit on the side by another vehicle, the crumple zones of the striking
vehicle will absorb some of the kinetic energy of the collision. The crumple zones of
the struck vehicle may also absorb some of the collision's energy, particularly if the
vehicle is not struck on its passenger compartment. Both vehicles are frequently
turned from their original directions of travel. If the collision is severe, the struck
vehicle may be spun or rolled over, potentially causing it to strike other vehicles,
objects, or pedestrians. After the collision, the involved vehicles may be stuck
together by the folding of their parts around each other.

An occupant on the struck side of a vehicle may sustain far more severe injuries than
an otherwise similar front or rear collision crash.

Side-impact airbags can protect vehicle occupants during side collisions, but they
face the same limitations as other airbags. Additionally, side impact wrecks are more
likely to involve multiple individual collisions or sudden speed changes before motion
ceases. Since the airbag can only provide protection during the first collision, it may
leave occupants unprotected during subsequent collisions in the crash. However, the
first collision in a crash typically has the most severe forces, so an effective airbag
provides maximum benefit during the most severe portion of a crash.

Broadside collisions are frequently caused by a failure to yield right of way. In the
case of collisions in an intersection, the cause is often a result of one vehicle failing to
obey traffic signals (fail to stop or running past a red light). As with any crash,
increased speed may increase crash severity.

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 B. Rear/front impact collision

Typical scenarios for rear-ends are a sudden deceleration by the first car (for
example, to avoid someone crossing the street) so that the driver behind it does not
have time to brake and collides with it. Alternatively, the following car
may accelerate more rapidly than the leading one (for example, leaving an
intersection), resulting in a collision.

Generally, if two vehicles have similar physical structures, crashing into another car is
equivalent to crashing into a rigid immovable surface (like a wall) at half of the closing
speed. This means that rear-ending a stationary car while travelling at 50 km/h (30
mph) is equivalent, in terms of deceleration, to crashing into a wall at 25 km/h (15
mph). The same is true for the vehicle crashed into. However, if one of the vehicles is
significantly more rigid (e.g. the rear of a truck) then the deceleration is more typically
reflected by the full closing speed for the less rigid vehicle.

A typical medical consequence of rear-ends, even in collisions at moderate speed,

is whiplash. In more severe cases, permanent injuries such as herniation may occur.
The rearmost passengers in minivans, benefiting little from the short rear crumple
zone, are more likely to be injured or killed.

C. Testing
Euro NCAP, IIHS and NHTSA test impacts in different ways. As of 2015, they all test
vehicle-to-vehicle side impacts, where heavier vehicles have lower fatality rates than
lighter vehicles.

NHTSA and Euro NCAP also test the more severe vehicle-into-pole side impacts,
where smaller vehicles have the same fatality rate as larger vehicles.

Newer cars have improved safety of front crashes, but side impacts are also deadly;
about 9,700 people were killed in side impacts in the US in 2004. Side airbags
became mandatory in 2009 in the USA, saving an estimated 1,000 lives per
year. Research indicates that the vehicle's underbody is the best place to reinforce
structures to reduce intrusion by the pole.

23
 • Euro NCAP

The European New Car Assessment Program (Euro NCAP) is a European car
safety performance assessment program (i.e. a New Car Assessment Program)
based in Leuven (Belgium) and founded in 1997 by the Transport Research
Laboratory for the UK Department for Transport and backed by several European
governments, as well as by the European Union. Their slogan is "For Safer Cars".

The Euro NCAP frontal impact tests simulates crashing a car into another of "similar
mass and structure". This means that the ratings can only be meaningfully compared
between cars of the same type and size. These structural categories are used:

o Passenger car
o Multi-purpose vehicle (MPV)
o Off-roader
o Roadster
o Pickup

In each category, cars within 150 kg of one another are considered comparable

Figure 10: Different NCAP tests

24
Euro NCAP Advanced is a reward system launched in 2010 for advanced safety
technologies, complementing Euro NCAP's existing star rating scheme. Euro NCAP
rewards and recognizes car manufacturers that make available new safety
technologies which demonstrate a scientifically proven safety benefit for consumers
and society.[12] By rewarding technologies, Euro NCAP provides an incentive to
manufacturers to accelerate the standard fitment of important safety equipment
across their model ranges.[13]

These technologies have been rewarded:

o Blind spot monitoring

o Lane support systems
o Speed alert systems (ISA)
o Autonomous emergency braking
o Attention assist
o Automatic emergency call (eCall)
o Precrash systems
o Vision enhancement systems

• C-NCAP

The C-NCAP assessment program. It is primarily modeled after safety standards

established by Euro NCAP and is run by the China Automotive Technology and
Research Center.

Figure 11: C-NCAP program

25
III. The safety features of vehicles

A. Passive security
Bumpers are the main protective element of your car. They are designed to prevent
or limit damage to your body during low-speed collisions. The bumpers must be
positioned at the front and rear of the vehicle body. The bumpers were originally
made of steel, then chrome steel. Their disadvantages: excessive weight, a long and
expensive manufacturing process, corrosion problems and limited design. In 1972, a
car brand innovated the plastic Bumper.
The principle of the bumper is to protect the structure of the vehicle and the
occupants by absorbing the maximum energy during a collision. This energy is
absorbed by programmed deformation.
According to European standards, they must now be able to absorb all shocks
up to a speed of 15 km/h without damage to the vehicle's structure.
In the event of an impact at less than 15 km/h, normal there will be only this part
to change, which will greatly reduce the cost of repairs and avoid a passage on
the marble to straighten the structure of the car.
Finally, the shape of the bumper is also studied so that the point of impact with
the pedestrian is at the lower legacies to limit body damage.

B. Active Security

• Reversing radar
Introduced in the 2000s, the
reversing radar is a good way to
facilitate slots in the city. It avoids
repeated shocks during maneuvers
that, in the long run, damage the
bumpers. They warn the driver of
the proximity of an obstacle.
Figure 12: Reversing Radar

• Adaptive cruise control

26
Nowadays, adaptive cruise controls maintain the distance between two vehicles
and adjust the speed to avoid collision. They automatically decelerate the vehicle
and thus avoid accidents.

Figure 13: Adaptive cruise control

Technology is only adapted to urban travel and slow-moving traffic lines. Thus,
when the driver is about to hit the vehicle ahead of him for not reacting in time,
the car brakes itself. In practical terms, if the front vehicle suddenly brakes and
the regulator detects that there is a risk of collision, the brakes are prepared to
help the driver avoid the accident. However, when the system detects that a
collision is imminent, the car automatically brakes thanks to the activation of the
hydraulic pump.
Based on the calculation of the distance between the vehicles, the vehicle ahead
and the speed, the system uses a laser scanning range finder built into the
bumper or the upper part of the wind shield to measure this distance.

C. Introduction to finite elements method

The FEM method allows the representation of physical problems through partial
differential equations. The FEM is based on a decomposition of the physical field to
simulate the behavior in subdomains of simple geometry called “finite elements” in
which one carries out nodal approximations of the displacement fields taking the form
of polynomial functions. All of these elements constitute what is called the mesh of
the domain. These elements are linked by a finite number of conditions of continuity,

27
expressed in certain points common to several elements called "nodes". Computation
is carried out according to two levels of formulation: elementary on the level of the
finite element and total on the level of the complete structure.
The finite element method applied to the problems of fast dynamics is distinguished
from the classical FEM in particular by:
- A specific definition of the elements,
- Specific algorithms of resolution adapted to large deformations with deactualization
of the stiffness matrices,
- Material laws including in particular models taking into account the sensitivity to
strain rates, damage and fracture ...,
- Macro-elements making it possible to control, for example, the behavior of
assembly areas (screwed assemblies, welded points, rivets, etc.),
- Contact management (elements between them).
In order to simulate the crash of a motor vehicle component, the formulation of rapid
dynamics corresponds to that of non-linear dynamics in large deformation. Its
discretized equation of state is written:
𝑀Ẍ(t) + CẊ(t) + Kt [X(t)]ΔX(t) = F(t) (1)
M: The mass matrix
C: The damping matrix
X: The solution vector of the displacement of the nodes
Ẋ and Ẍ are the first and second derivatives in function of time, respectively.
F: The vector of external forces
The term 𝑲𝒕 [(𝒕)]Δ𝑿(𝒕) corresponds to internal forces (contact forces, non-linearity of
materials, stiffness…)
Kt: the tangent stiffness matrix
∂H
Kt =
∂X

1. The Lagrangian formulation

The Lagrangian formulation consists in carrying out a mesh which coincides with the
matter. This configuration makes it possible to visualize the deformation from the
deformation of the mesh element which is related to the deformation of the material.
In analysis of structures, one cannot use the Eulerian formulation (appropriate to the

28
flow of the fluid), by what one is brought to study the behavior of the structure with
respect to the displacements of the nodes to illustrate the deformations which will
generate the rupture and other physical phenomena.

2. Johnson-Cook’s model
The JOHNSON-COOK model defines the elastoplastic behavior of a material (when
the stress no longer depends linearly on the strain) by expressing the stress explicitly
as a function of the strain rate (strain rate dependent plasticity), the temperature as
well as properties of the material.
έ T−Tref
σ = (σy + b(εp)n)(1 + c ln( )) (1-( ) 𝑚) (2)
έ0 Tfusion−Tref

σy: The elastic limit

εp : The plastic deformation
έ: The speed of deformation
έ0: The initial speed deformation
Tref: The Reference temperature
Tfusion: The Melting temperature of the material
b: The strain hardening rate
c: The coefficient of the strain rate

3. The resolution schemes

There are two methods of solving equation (1): the implicit scheme and the explicit
scheme. We can highlight the difference between these methods by the one-
dimensional example, without damping, according to :
[𝑀]{Ẍn} + [K]{Xn} = {Fext(tn)} (3)

M: Mass Matrix
K: Stiffness Matrix
Xn: Displacement at tn
Fext: Resulting from external forces

The temporal integration by the general form of Newmark's diagram makes it

29
possible to write (by a limited development) the speed and the position at the instant t
as a function of the same quantities at the instant t-Δt as follows :
Δt2
Xn = Xn-1 + ΔtẊn-1 + [(1-2β)Ẍn-1 + 2βẌn]
2

Ẋn = Ẋn-1 + Δt[(1-γ) Ẍn-1 + γẌn

a) The implicit scheme

For β=1/4 and γ=1/2 and the method is implicit and unconditionally stable. The
values of X at an instant t depend on the unknown values at this instant, which leads
to a matrix problem to be solved.
The choice of ½ comes down to the nature of the Taylor expansion which makes it
possible to write the derivative as a function of the derivatives of the second order
and third order up to nth order according to the precision that one wishes to have.
Newmark's assumptions make it possible to replace the third order derivative by the
second order derivative (acceleration) by introducing the parameters β and γ.
By truncating the Taylor series to the first order, we obtain:
Xn + 1 − Xn
= Ẋn + ε(h)
ℎ
The approximation is therefore of order 1, the truncation error ε (h) tends towards 0,
and the convergence is of order 1 for the finite differences on the left and on the right
while the centered finite difference converges at order 2.
The diagram of implicit resolution imposes that the computation of displacement 𝑋 (𝑡
+ Δ𝑡) is determined at the same time as the other quantities with 𝑡 + Δ𝑡. This implies
that equation (1) is solved at each time step. This resolution scheme is stable but
much more expensive than the explicit resolution scheme.

b) The explicit scheme

For β = 0 and γ = 𝟏/𝟐 The values of X at time 𝑡𝑛 are calculated from the values at
time 𝑡𝑛 − 1. The method is therefore explicit and conditionally stable with respect to
time; It is necessary to control the time step with each iteration of calculation so that it
does not exceed a limiting value of convergence. The current stability condition
(current – Friedrichs – Lewy condition) allows this threshold to be expressed as a

30
function of the size of the finite element and the speed of sound propagation in the
material as follows:
𝑑
Δt < Δtlimit =
𝑐
d: Characteristic dimension of the element
𝐸
C = √ ρ : The speed of sound in the material (E: young’s modulus, ρ: the volume mass

of the material)

This choice generally corresponds to a time step Δt of between 1 and 20 μseconds

and therefore to a large number of calculation cycles. This method is therefore
particularly suitable for the numerical simulation of rapid shocks of a duration not
exceeding one second.

31
 Chapter III: Modeling and calculation
of the battery pack
This Chapter is to explain the steps to model a design and all the steps
to do the calculation.

32
I. Introduction
The impact calculation of the powertrain suspension components aims to determine
the behavior (forces, deformations) and the failure limits of the component concerned
and of the associated bolted assemblies, under high-speed stresses encountered
during an impact.

II. Steps of the modeling

To develop a valid and representative numerical model, the calculation engineer has
to follow several steps with the dual objective of establishing all the necessary
parameters and data on the one hand, and respecting the customer specifications on
the other.
Here are the steps for the modeling:

Figure 14: Schema showing the steps of modeling

III. General information about the tools

A. ANSA
ANSA is an advanced and multidisciplinary CAE preprocessing tool providing all the
tools necessary for the development of a complete model, from the import (or even
the creation) of the geometric model to the export of the data. calculation to the
solver.

B. RADIOSS
RADIOSS is a finite element simulation software and a multi-domain solver. It solves
numerical simulation problems in the following areas: -Linear field: static analysis,
modal analysis, buckling, direct or modal frequency response, direct or modal
transient response and random response.
-Non-linear field: crash, transport safety (airbag, crash dummies), shaping process,
drop tests, medium and high-speed impact, explosion
-Multi-body problems.

33
-Fluid-structure interaction.

C. Meta-Post
META-Post is a robust multitasking post-processing tool supporting numerical
calculation results from all popular solvers in the market, provided with a flexible and
fully customizable interface. It allows the post-processing of large 3D models of any
degree of complexity, the manipulation of a large number of 2D plots resulting from
the calculation and the application of integrated or customized functions by the
calculation engineer to increase performance and speed performing post-processing
tasks.

D. Meshing
1. Simplification of the CAD
Simplifying the CAD of a part before meshing is a step that can be qualified as
optional, making it possible to facilitate the meshing operation while keeping the
representativeness of the geometry intact. It can be done in a CAD tool or, as in our
case, in the ANSA mesh tool directly after importing the geometry. The objective of
this step is to simplify the geometric domain into easily meshable regions.

Figure 15: Clean geometry

Figure 16: Schema showing the steps of
modeling

2. Meshing criteria
The powertrain parts in the shock scenario such as the cross member support
that is the subject of our study, are meshed in triangular surface elements, then
volume mesh with tetrahedral elements.
With respect to this criterion, each mesh must include:
• 90% minimum of correct elements

34
 • 10% maximum of contentious elements
• 0% of non-standard items
The mesh produced must be representative of the physics of the problem, it must
therefore not present any difference with the real geometry of the component.

Figure 17: Meshed model

3. Data Setting
The data setting comes after the mesh, and consists in integrating into the meshed
model all the parameters allowing to model the studied phenomenon such as the
definition of the law of the material used, the boundary conditions, the loadings,
connections, types of contact..

a) Reassembly of the test model

After having meshed the modules, the impact test scenario is reassembled, which
consists of a rigid body will act as an impactor to simulate the shock. The test device
is meshed into surface elements and then formed into a rigid body.

35
 b) Materials

Material properties are confidential customer data. We directly import the tabular law
on ANSA. The constitutive law of material used is represented by the following
stress/ strain curve.

Figure 18: Law of behavior of the material

3. Calculation and correlation

In this Part we are going to introduce the different segments of the battery pack in
addition to the procedure taken to treat this case.

a) The different parts of the battery pack :

Figure 19: Cooling plates, pipes, trigger guard

36
 Figure 20: Upper lid

Figure 21: Bottom tank

Figure 22: Lower lid

37
 Figure 23: Conn cooling

Figure 24: Backing, holders and supports

38
 Figure 25: Modules

Figure 26: The battery pack

39
IV. The procedure
The study consists of introducing an impactor that will impact the different parts of
the battery pack.

• The properties of the impactor

-The impact is on 45°

-The width of the impactor: 350mm

-The diameter of the impactor: 150mm

There are 3 configurations to carry on this study:

A. Configuration 1: calculation on the module only

-The impactor is centered in 54mm from the extremity

-The loading: The mass of the impactor is calibrated on 4,9Kg to reach a shock
energy of 64J.

-The impactor is under an initial speed of 5.1m/s

40
 Figure 27: The position of the impactor

In the figure below, there is a graph showing the energy in mJ in function of time in
sec. There is the global kinetic energy represented in blue, the global internal energy
in red and the global total energy in yellow. Overall, at t=0s the global total energy is
Ec=64J.

Figure 28: Graph of Energy vs Time of Config 1

41
At the beginning, the impactor is unloaded so the displacement is decreasing from
0mm at t=0sec until the first contact at t=0.0085s and disp=-43.81mm. At
t=0.0095sec, the load and the displacement reach their maximum that are 50.492kN
and -46.85mm, respectively.

Figure 29: Graph of the load and displacement vs Time of config 1

Thus the deformation is 3.04mm and the Load is 50.492kN.

Under these circumstances, The stress is Val=38MPA. The figure below shows that
the stress is located at the left of the module right where the impact happened.

42
 Figure 30: Location of the stress in the module in config 1

B. Configuration 2: Calculation on the module and the

cooling plate
This configuration consists of introducing the cooling plate in the soft experiment. It is
located right under the module as shown in the figures below. The properties and the
position of the impactor are kept the same as in the configuration 1.

43
 Figure 31: The module, the cooling plate and the impactor

In the figure below, there is a graph showing the energy in mJ in function of time in
sec. There is the global kinetic energy represented in blue, the global internal energy
in red and the global total energy in yellow. Overall, at t=0s the global total energy is
Ec=64J

Figure 32: Graph of Energy vs Time of config 2

44
At the beginning, the impactor is unloaded so the displacement is decreasing from
0mm at t=0sec until the first contact at t=0.009s and disp=-43.83mm. At t=0.01sec,
the load and the displacement reach their maximum that are 51.848kN and -
46.81mm, respectively.

Figure 33: Graph of the load and displacement vs Time of config 2

Thus the deformation is 2.98mm and the Load is 51.847kN.

Under these circumstances, The stress is Val=42MPA. The figure below shows that
the stress is located at the left of the module right where the impact happened.

Figure 34: Location of the stress in the module of config 2

45
 C. Configuration 3: Calculation on the whole battery pack
-The impactor is centered at y=0mm

-The target point is (x,y,z)=(1938,0,187) mm

-The loading: The mass of the impactor is calibrated at 17.5Kg to reach a shock
energy of 228J.

-The impactor is under an initial speed of 5,1m/s

Figure 35: The battery pack and the impactor

In the figure below, there is a graph showing the energy in mJ in function of time in
sec. There is the global kinetic energy represented in blue, the global internal energy
in red and the global total energy in dark red. Overall, at t=0s the global total energy
is 228J.

Figure 36: Graph of energy vs time of config 3

46
 At the beginning, the impactor is unloaded so the displacement is decreasing from
0mm at t=0sec until the first contact at t=0.0075s and disp=-36.36mm. At t=0.01sec,
the load and the displacement reach their maximum that are 98.035kN and -
47.85mm, respectively.
Thus the deformation is 11.49mm and the Load is 98.035kN.

Figure 37: Graph of the load and displacement vs Time of config 3

Regarding the internal components of the pack, they are also concerned by the soft
experiment. The figures below show exactly which ones.

Figure 40: Cooling surf

Figure 38: Lid and tank surf Figure

Figure 39:
39: Cooling
cooling vol

47
 Figure 41: Battery modules

The graph below shows the energy behavior of each internal component of the
battery pack in function of time.

Figure 42: Graph of modules loads vs time

48
 Table 2: Different loads due to the contact

Contact Lid JBA Cooling Vol Cooling surf

Battery 1 7.5 N 64.97 N
Battery 5 0.57 N
Battery 6 16.82 N
Battery 7 28.88 N
Battery 8 48119.3 N 79.75 N 11096.7 N
Battery 9 2197.6 N 1473.9 N
Battery 10 49280.6 N 94.13 N 18704.4 N
Battery 11 5686.9 N 651.19 N
Battery 12 4805.34 N 269.04 N
Battery 13 10066.7 N
Battery 14 9426.5 N
Battery 15 132.13 N 362.25 N
Battery 16 628.78 N 344.59 N
From the table, The highest values are those for battery 8,10,13 and 14 which means
the JBA. Regarding the stress, it is focused in the area of the JBA as it is shown in
the two figures below.

Figure 43: Location of stress in the upper lid

49
 Figure 44: Location stress in the lower lid

D. Calculation summary

The synthesis of postprocessing of the results of calculation is deferred in the

following table.
Table 3: Summary of calculation

Absorbed Deformation Illustration

load displacement

Configuration 1:
Module only 50.5 kN 3.04mm

Configuration 2:
Module and 51,8 kN 2.98mm
cooling

Configuration 3:
Battery pack 98 kN 11.49mm

50
 Chapter IV: Automation of
postprocessing in crash calculation
This part of the project deals with the possibilities of optimizing the digital
tool for post-processing of calculation data, and presents the
implementation of a multiplatform automation solution as well as the gain
in performance and time.

51
I. Introduction
In the past, numerical simulation was very expensive in terms of time, resources and
physical and mental effort of the calculation engineer.

Calculation data processing tasks are repetitive, too numerous and require a large
number of input data entered manually, therefore requiring considerable time and
leaving a large margin for errors (reading error, input error, interpretation…).

Thanks to automation in CAE, we can now reduce the time of data analysis iterations
to the order of hours in a few minutes, eliminate a good number of input data entered
by the engineer and subsequently the human error.

We will first introduce the tools used and the optimization potential offered, then
present the implementation of an automation solution in crash calculation and in
particular the post-processing of screwed assemblies, and finally evaluate the gain in
terms of time and therefore in means.

V. Automation tools in crash calculation

A. META Scripting
META Scripting is a language allowing the creation of completely customizable GUIs
and toolbars for specific purposes for the various post-processing tasks performed in
META-Post. It is based on the sequential execution of META commands, which are
the functions behind the various manipulations of the input data (geometries, curves
and data), in the form of a .ses file (session file).
This language allows, among other things, to create simple but repetitive sequences
of actions executable from buttons, import input files, join hands for data entry and
other use cases

B. BETA Scripting
BETA Scripting is an object oriented language specific to BETA CAE based on the C
programming language allowing unprecedented data collection and automation of
tasks through a simple and expressive syntax, a library of integrated functions
allowing a more complex approach than the sequential execution of META Scripting.

52
It then gives the possibility of automating more complicated tasks such as
parameterized data export, the generation of calculation reports and advanced
manipulations on entities imported into META.

C. VBA language
Visual Basic for Applications (VBA) is an implementation of Microsoft Visual Basic
that is built into the entire Microsoft Office office suite. Based on the VB (Visual
Basic) language, it allows, through a language internal to each application of the
suite, to couple it with other programs and external elements to create fully
automated documents.

VI. Conclusion
Modern CAE tasks require the use of new software features that help speed up
processing times and eliminate repeat times.
he benefits of automation do not only relate to time, but also to the comfort of the
calculation engineer in carrying out these tasks and subsequently in meeting
deadline

53
 General conclusion
Numerical simulation is a technique that has made it possible to reduce the number
of physical tests, which were the only way to assess the validity of automotive
systems and structures, and to gradually replace them through the development of
tools and means of finite element modeling of the physical phenomena studied.
These produced models are becoming more and more representative and allow a
precise prediction of real results.
This project main objective was to do a study on the battery pack using FEM by
respecting the requirements of ALTRAN Morocco's client to then establish a crash
calculation and post-process the results of the calculation for validation.
The procedure has been in 3 phases. The first one is to optimize the CAD and its
meshing in ANSA then do the calculation in RADIOSS and finally the post treatment
in Meta-post.
Eventually, the project does not stop here, counting on making improvements on the
battery pack of electric vehicles to optimize the production’s cost and time as well as
meet automotive safety criteria.
Ultimately, the treatment of such a project in such a long time was an opportunity to
improve our technical knowledge. Especially since it is a rich and comprehensive
subject, touching on notions that we have already acquired during our studies and
others that we have the opportunity to discover and provide. It has thus enabled us to
sharpen our professional skills, and to demonstrate great autonomy in its
implementation, which has been a stimulus and a factor for us to improve our
knowledge, interpersonal skills and above all our know-how.

54
 Bibliography
« Large Displacement Finite Element Analysis », RADIOSS THEORY MANUAL,
V10.0, 2009.
« ANSA DOCUMENTATION », BETA CAE SYSTEMS SA, V18.0, 2018.
« Solid Meshing User Guide », BETA CAE SYSTEMS SA, V18.0, 2018.
« Meta Automation User Guide », BETA CAE SYSTEMS SA, V18.0, 2018.
« CAE Process Improvement Based on Knowledge Management and Task
Automation», César Augusto Rivas Guerra, 2008, SAE technical paper

Webography
http://www.euroncap.com/
http://www.c-ncap.org/en/main
https://docs.microsoft.com/en-us/office/vba/

55