Deliverable 5.1 - Safety Guidelines For Battery, Battery Packaging and Swapping Mechanism

FP7- EASYBAT- 265684
Deliverable D5.1 Safety guidelines for battery,

battery packaging, and swapping mechanism
Deliverable 5.1 – Safety guidelines for

battery, battery packaging, and
swapping mechanism
Date September 6th, 2012

Dissemination Level Public
Start date of project January 2011 (Duration: 30 Months)
Authors
TUV IPA
IKA BPIL
© EASYBAT 265684 Confidential & Proprietary Page 1 of 19

EXECUTIVE SUMMARY/ABSTRACT
This deliverable presents a holistic perspective on safety aspects from different points of views
and a preliminary catalogue of risk dimensions recommended for consideration in the
development of EASYBAT.
As one of the backbones for the EASYBAT safety strategy, a comprehensive collection of
standards, norms and regulations has been compiled. A risk assessment tool, where this
collection is to be used systematically, was developed. This spreadsheet was supplemented with
a map like identification tool where risks can be identified and allocated in a structured way
throughout the development process of EASYBAT. Together with the risk assessment, this was
elaborated to an integrated an open framework, the EASYBAT Safety Tool. Parts of the
regulations and standard catalogues, in particular those which contain a search-and-retrieve
function, as well as other supporting data sets used in the development of this deliverable are not
part of this report. The same applies for the EASYBAT safety tool itself as an IT Tool. It is
intended to allocate the respective documents and tools in repository in the on-line EASYBAT
work environment to facilitate project wide use.

TABLE OF CONTENTS
EXECUTIVE SUMMARY/ABSTRACT ...................................................................................... 2

1 INTRODUCTION .................................................................................................................. 5
1.1 MAPPING SAFETY ............................................................................................................ 6
1.2 TECHNICAL CONCEPTS FOR DEVELOPMENT ..................................................................... 10
1.3 PARALLEL MAPPING OF CURRENT STANDARDIZATION SITUATION AND GAP ANALYSIS ........... 11
2 SAFETY GUIDELINES FOR BATTERY, BATTERY PACKAGING, AND SWAPPING
MECHANISM .......................................................................................................................... 13
2.1 SAFETY GUIDELINE ........................................................................................................ 13
2.1.1 SAFETY GUIDELINE FOR THE VEHICLE ............................................................................. 13
2.1.2 SAFETY GUIDELINE FOR THE BSS ................................................................................... 13
2.1.3 SAFETY GUIDELINE FOR THE BATTERY ............................................................................ 15
2.2 LIST OF REFERENCE DIRECTIVES AND STANDARDS ........................................................... 17

DEFINITIONS/ ABBREVIATIONS
Term Definition
CENELEC European Committee for Electrotechnical Standardization
CES Continental Engineering Services
DIN German Institute for Standardization
EASYBAT Easy and Safe Battery Switch in an EV
ECE Economic Commission for Europe (Vehicle Regulations)
EMC Electromagnetic compatibility
EV Electric Vehicle
GSR General Safety Regulation
IEC international Electrotechnical Commission
IKA Institute for Motor Vehicles
IPA Fraunhofer Institute for Manufacturing Engineering and Automation
ISO International Standardization Organisation
SAE Society of Automotive Engineers
TUV TUV Rheinland
VDE/ DKE German Commission for Electrical, Electronic & Information
Technologies of DIN and VDE
WP Work Package
WVTA European Whole Vehicle Type Approval

1 INTRODUCTION
How safe can life be? Safety is today considered as a key feature, in particular, of technical
systems. New and innovative technologies are under particular surveillance by a large number of
interest groups evaluating any imaginable assumed risk, not only technical but also under
ecological, economical, political, social and many other safety aspects. Wherever safety can be
argued for a higher price, particular equipment or even restrictions in use, it is widely accepted.
We are going to mutate to safety-maniacs and obviously the virtual rising number of technological
catastrophes support this. In particular in the area of passenger cars and public traffic installations,
where more than half of all innovations sail under the safety flag, EASYBAT is in a spiteful channel.
New cars, new batteries, new roadside installations, new machines, new supply logistics will
definitely challenge technological, political and societal discussions. All activities of EASYBAT have
to be reflected therefore in the context of a huge and multidisciplinary set of formalities. This is
particularly addressed in the present deliverable by the nomination and proposition of tools based
on repositories of norms and standards (see Section 2.2).
In the EASYBAT environment it is also strongly recommended to play an active and also European
role in public discussions to avoid early conflicts by unsatisfied public expectations. If any
EASYBAT technologies should find itself rated to be unsafe (in whatever aspect!) it will be very
difficult to prevent the decline to the status of dangerous and with that EASYBAT would lose its
role in the electro mobility scene.
What are aspects of safety? Safety is assumed to be defined as a technical feature, at least by
engineers. It has to do with free-of-danger and without-risk. But it is not at all restricted to technical
processes and items! Moreover, safety is understood very differently in different cultures. There is
also the dualism with security in some languages. EASYBAT is tackling an important change in
everyday life in Europe. Therefore we found that the safety aspects for EASYBAT have to be
based on a holistic approach encompassing all kinds of risks. In general risk categories to be
analyzed are for example:
 Accidental Personal damage and injuries.(e.g. in vehicle or BSS)

 Accidental Material damage
 Ecological damage (e.g. long term contamination)
 Manipulation (hacking of the BSS)

1.1 Mapping Safety

Across all running work packages risk analysis for EASYBAT was performed. In particular on the
basis of car and battery design important achievements could be reached (D1.1 and D1.2). The
developed methods allow assessing risks very systematically if they are already identified. In
course of the development it was found in WP 5 that identification of risks turn out to be a principle
challenge because the system is not closed, as a car is, and many functions procedures and
devices are not finally specified. Risk identification therefore is a search process in a three
dimensional space. While two physical dimensions are the physical and technical environment of
the enlarged EASYBAT environment and the EASYBAT life cycle processes the third dimension
are different safety aspects. It is very difficult to maneuver in such a grid to identify risks if not
supported by a systematic.
Within the present Deliverable D5.1 an extension to the existing assessment tool was developed to
present a solution for further and continuous risk management in EASYBAT. As the risk
assessment, it consists of spreadsheet where the environment and processes are mapped. Both
dimensions are extensible in the sense that the granularity can be matched to single items in
course of the development. Of course, additional templates are necessary in detail to
systematically analyze risk potential at the intersections of the grid. This risk identification system
was integrated with the risk assessment and available norms and standard tools to the EASYBAT
safety tool as the core development in deliverable 5.1

Identified hazard scenario
Figure 1.1: excerpt of the EASYBAT Safety Tool, identifying potential hazard scenarios

The worked out “EASYBAT safety Tool” partially shown in Fig. 1.1 shall be used to assess the
safety assessment. It allows identifying risks as an intersection of hierarchical structures of
EASYBAT physical layout and EASYBAT processes. This initial risk description is a structured
team approach for approving the concept – and can by no means replace the HAZARD
Analysis according to ISO 26262 leading to the safety integrity level nor the FMEA – which
would require a detailed design of the different modules. The FMEA must be performed later in
the process.
Risk list
Battery can be lost - and cause following cars to collide.
H1 A sudden disconnect of the terminals, will lead to welding arcs, high
temperature and risk of fire
H2 the insufficient fixation, can lead to welding arcs
H3 battery cannot be unloaded / exchanged
Loosening or loss of battery, lock or unlock not possible, mismatch of

H4
electric or cooling interfaces no energy supply, fire
battery can overheat, loss of cooling liquid, pollution due to chemistry,
H5
battery not cooled
amount of cooling liquid function can not be guaranteed over time, loss
H6
of pressure in cooling system, pressure sensor will be misled
H7 in any failure condition, the LV systems are extremely vulnerable
H8 welding arcs, fire, destruction of vehicle

danger for life and limb
Figure 1.2: Identified potential hazard scenarios
Figure 1.2 shows a table with summarized, identified potential hazard scenarios that result from
the intersection of physical structures and processes. These intersection as potential hazard
scenarios are the risks assessed in the further tables.
The main advantage of this Safety-Tool is that this approach allows identifying hazard
scenarios very systematically – and caused by this systematic the documentation effort
remains low. The procedure itself is related to functional analysis but offers a more systematic
consideration of the interaction of several complex systems. So we would recommend the use
of an EASYBAT wide integrated tool for development, with the aim to make this approach a
standard.
Risk management becomes a principal activity in all industrial developments and is not
restricted to technical items. Even in politics and in particular in financial politics a strategy how
to foresee the consequences of activities is mandatory. Although many tools to systematize

these strategies for various applications were developed recently (like the EASYBAT safety
tool) a critical point is a hidden pitfall: all considerations are mainly targeted on the future and
therefore assume a particular vision of the future. All conditions not being part of this personal
vision are domineered and could therefore represent a hidden risk.
An example for this is the risk of tax fraud in EASYBAT technology because many people do
not have a vision how tax losses on carbon-fuels by E-mobility may be compensated. Risk
management therefore has a strong relation to technology forecasting. Risk management
should therefore not be performed by closed groups of technology people but by
interdisciplinary teams as the EASYBAT consortium

1.2 Technical concepts for development

Initial technical concept development and technical impact contemplation from the vehicle
point of view as a base for the design rules
Figure 1.3: Technical simulation tool.
An important point for the market success of new mobility concepts like the battery swapping
process is the safety of the process and the EV.
With the aid of different tools for simulating a driving car (e.g. CarMaker, Adams Car) different
types of battery/vehicle configurations can be tested. The aim is to find the optimal position,
dimension and design for a switchable battery pack with regard to all safety aspects (vehicle
behaviour in extreme situations, risks in case of a crash, etc.). So far there are two main types
of battery Bays. The first is placed underneath the driver´s cab, whereas the other type is
situated behind the rear seats. This second option causes a massive reduction of the rear
trunk volume. Both options have their pros and cons, so the best solution can be found by
simulating real driving conditions. Furthermore other configurations can be simulated (always
in consideration of the defined safety aspects) in order to find an optimal solution.

1.3 Parallel mapping of current standardization situation and gap analysis

In task 3.2, a battery interaction analysis has been performed. There, the external battery
interaction points and their corresponding requirements have been investigated, with a special
focus on the data flows between the component connectors. Taking into consideration the
results of this battery interaction analysis – for further information see also D3.1 –, the
simulations described above in Section 1.2 have clearly defined boundary conditions regarding
standardization issues (especially safety issues for this task). Fig. 1.4 shows the standard
analysis table which was developed during the project.
Figure 1.4: Standardization catalogue “Electromobility”

Use example of the

Standard analysis table:
IEC 62196-2
Proposal type 1 Proposal type 2

(SAE J1772) (VDE-AR-E 2623-2-2)
Figure 1.5: Use example of the Standardization catalogue
Especially for this WP the following standards (extract) are crucial:
SAE J 1797: Recommended Practice for Packaging of Electric Vehicle Battery Modules
SAE J1766: Recommended Practice for Electric and Hybrid Electric Vehicle Battery
Systems Crash Integrity Testing
SAE J 2289: Electric-Drive Battery Pack System: Functional Guidelines
This SAE Information Report describes common practices for design of battery systems for
vehicles that utilize a rechargeable battery to provide or recover all or some traction energy for
an electric drive system. It includes product description, physical requirements, electrical
requirements, environmental requirements, safety requirements, storage and shipment
characteristics, and labelling requirements. It also covers termination, retention, venting
system, thermal management, and other features. This document does describe guidelines in
proper packaging of the battery to meet the crash performance criteria detailed in SAE J1766.
Also described are the normal and abnormal conditions that may be encountered in operation
of a battery pack system. It also provides the guidelines for designing a battery system to
package into manufacturer's electric drive vehicles. It lays the foundation for electric vehicle
battery systems and provides information to assist in developing a robust battery system.
In the future it will be possible to make new proposals for new standards out of the EASYBAT
project as simulation and prototype could result in new technical expertise.
CEN-CENELEC Focus Group recommends creating a unique standard that clearly defines the
interfaces of removable batteries, to allow for battery switching on electric vehicles that have
been designed for this application. Such interfaces should define the mechanical fixation
points, the electric power connectors, the data connectors, the cooling fluids and their
interfaces and the data formats that could be used during the charging of the batteries. Also,
CEN-CENELEC proposes create a battery switch station standard with safety, energy needs,

exchangeability, accessibility, data and communication framework. Also, battery switching

station storage of batteries of different vehicle models should be included (including
dimensions and mechanical /electrical /communication interfaces for integration, as well as
environmental requirements).
2 SAFETY GUIDELINES FOR BATTERY, BATTERY PACKAGING, AND

SWAPPING MECHANISM
The following safety guidelines are based on theoretical considerations for the battery swapping
mechanism. It is not yet complete, since practical tests have to be developed and tested on
sample vehicles.
2.1 Safety Guideline

These safety guidelines list elementary and required steps to ensure a basic level of safety when
designing, storing and manufacturing batteries for electric vehicles. It also lists all applicable and
existing standards for reference.
2.1.1 Safety Guideline for the Vehicle

1) It has to be ensured that in all cases and under all possible conditions during traffic (including
crash and misuse) the battery is reliably fixed under the car. Sensors and safety interlocks
may be used to ensure this requirement. Otherwise similar hardware solutions may be
considered. An additional redundant arrestor has to be attached. The driver has to receive a
clear visible and audible warning signal in case one arrestor starts loosening.
2) Additional interlocks should be provided to enable the driver, service or rescue personnel to
loosen or tighten the battery manually, if it cannot be removed or tighten due to certain
circumstances. These interlocks should be covered to prevent unauthorized access from the
outside.
3) Sufficient battery cooling has to be ensured at all times. This has to be ensured during the
charging process, which is not topic of this guideline. During the usage of the battery in the
car it has to be ensured that the volume flow and the hydraulic pressure of the cooling
medium is monitored and ensured. Two parameters have to be monitored continuously.
4) Low voltage and control circuitry has to be placed in safe wire ways and prevented from
damage by sufficient barriers or similar protective means. The connection of low voltage and
high voltage circuits has to be done in the right order to prevent arcing during connection and
disconnection.
2.1.2 Safety Guideline for the BSS

1) This procedure affects the driver as well as service and rescue personnel. Battery swapping
or removal has to be initiated by a hardware mechanism. The initiator or initiators have to be
located in a way that the driver can initiate the removal of the battery by the switch station and
that service or rescue personnel can initiate the removal of the battery from the outside in
case of an accident or other situations.
2) The battery shelves and transportation robots have to be reliably connected to permanent
potential bonding at all times.
3) Mechanical and structural hazards

The structural elements, of both machinery parts and BSS external enclosures, must be
designed and built in such a way that the loadings that are liable to act on it during its
constructions and use will not lead to any of the following:
a. Collapse of the whole or part of the structure, as a result of loads exerted by artificial or
natural and environmental effects.
b. Elastic deformations of structural elements to an inadmissible degree that will impose
damage to other parts of the station equipment or endanger personnel.
c. Plastic deformation of structural elements and load bearing elements.
4) Pneumatic and hydraulic

Pneumatic and hydraulic equipment of machinery shall be designed so that:
a. the maximum rated pressure cannot be exceeded in the circuits (using, for example,
pressure-limiting devices),
b. no hazard results from pressure fluctuations or increases, or from loss of pressure or
vacuum,
c. no hazardous fluid jet or sudden hazardous movement of the hose (whiplash) results
from leakage or component failures,
d. air receivers, air reservoirs or similar vessels (such as in gas-loaded accumulators)
comply with the applicable design standard codes or regulations for these elements,
e. all elements of the equipment, especially pipes and hoses, are protected against harmful
external effects,
f. as far as possible, reservoirs and similar vessels (for example, gas-loaded
accumulators) are automatically depressurized when isolating the machine from its
power supply and, if not possible, means are provided for their isolation, local
depressurizing and pressure indication (see also ISO 14118:2000, Clause 5), and
g. All elements which remain under pressure after isolation of the machine from its power
supply are provided with clearly identified exhaust devices, and there is a warning label
drawing attention to the necessity of depressurizing those elements before any setting or
maintenance activity on the machine.
All components within the pneumatic and hydraulic system shall be suitable for the specific
installation.
The hydraulic system shall comply with ISO 4413.
The pneumatic system shall comply with ISO 4414.
5) Guards and protective devices

Guards and protective devices shall be used to protect persons whenever an inherently safe
design measure does not reasonably make it possible either to remove hazards or to
sufficiently reduce risks. Complementary protective measures involving additional equipment
(for example, emergency stop equipment) may have to be implemented.
Certain safeguards may be used to avoid exposure to more than one hazard.
EXAMPLE: A fixed guard preventing access to a zone where a mechanical hazard is present
used to reduce noise levels and collect toxic emissions.

6) Fire protection
The battery switch station must be designed and constructed in such a way as to avoid any risk
of fire or overheating. Depending on the Risk analysis and the hazards anticipated, the station
must:
 Either allow easily accessible fire extinguishers to be fitted, or
 Be provided with built-in extinguisher systems.
7) Protection against explosive environment conditions (ventilation...)

Locations where hydrogen and /or other smoke gases might be accumulated should be
monitored by real sensors for gas detection for hydrogen and smoke gases low fast removal /
ventilation to prevent fire or exposure.
8) Electrical Hazards
The electrical part of battery switching station for electrical vehicles shall be in accordance
with generally accepted electrical standards, particularly: IEC 60204-1 for general safety of
machinery, ISO 13849-1 for safety of control equipment and other standards as far as
applicable. Compliance of electrical equipment to these standards shall be verified.
9) Control systems
The Control system shall be designed and constructed in such a way as to prevent hazardous
situations from arising.
The control system shall be designed and constructed in such a way that:
a. they can withstand the intended operating stresses and external influences
b. a fault in the hardware or the software of the control system does not lead to hazardous
situations
c. errors in the control system logic do not lead to hazardous situations
d. Reasonably foreseeable human error during operation does not lead to hazardous
situations
Particular attention must be given to the following points:

a. Machinery in the battery switch station must not start unexpectedly
b. Machinery in the battery switch station must not be prevented from stopping if the stop
command has already been given
c. Automatic or manual stopping of the moving parts, whatever they may be, must be
unimpeded
d. The protective devices must remain fully effective or give a stop command
e. For cable-less control, an automatic stop must be activated when correct control signals
are not received, including loss of communication.
2.1.3 Safety Guideline for the Battery

1) The battery in a built-in condition has to fulfil mechanical protection against the
ingress of particles and fluids.
2) Ensuring safety of batteries in the BSS

Batteries shall be handled according to OEM definitions. The batteries to be used in the
battery switch station shall be constructed and certified according to automotive standards not
listed in this document.
3) Battery safety during battery switch process
Batteries must be transported and manipulated in the battery switch station space by
automated devices which do not require humans to invest any efforts in doing those
movements.
Before battery is installed to the vehicle, battery has to undergo diagnostics test which will
ensure battery is safe and operational.
Before battery is removed from vehicle, battery diagnostics must be performed and voltage on
battery to vehicle connector must be measured.
Battery must not be removed from vehicle if battery connector voltage is higher than 60V and
battery must not be removed from the vehicle if battery internal contactors are not opened.
4) Battery storage
The battery switch station shall have an area for storing batteries. Each battery should be
stored in a designated bin, which will support the weight of the battery and will protect it from
falling.
Batteries in storage shall be protected from environmental hazards according to OEM
specifications.

2.2 List of reference directives and standards
Vehicle:
European Whole Vehicle Type Approval (WVTA)
Rules of Vienna Convention on Road Traffic (10-7-1968 – 11-8-1968)
ISO 26262: Functional Safety for Road Vehicles
General Safety Regulation (GSR)
- ECE-R 100: Electrical Safety,
- ECE-R 12: Protective Steering,
- ECE-R 94: Frontal Impact,
- ECE-R 95: Lateral Impact,
- ECE-R 10: EMC
In addition:
- EN / DIN EN 13149 Part 4 and 5, CEN/TS 13149-6
- Public transport - Road vehicle scheduling and control systems - Part 2: WORLDFIP
Cabling specifications; English version EN 13149-2
Battery:
BATSO 01
UN T 38.3: Transport of Batteries / Transport Regulations
ISO/DIS 12405-1:2009 (BS ISO 12405-1:2009), Electrically propelled road vehicles –
Test specification for lithium-Ion traction battery systems - Part 1: High power applications
ISO/DIS 12405-2:2010 (BS ISO 12405-2:2010), Electrically propelled road vehicles –
Test specification for lithium-ion traction battery packs and systems - Part 2: High energy
application
DIN EN 60086-4:2008 (IEC 60068-4:2007) Primary Batteries, Part 4: Safety Standard for Lithium-
Batteries
DIN IEC 61982-5: Secondary batteries for the propulsion of electric road vehicles –
Part 5: Reliability and abuse testing for lithium-ion cells
Regulations, Laws (Europe):

- Machinery directive
- Low voltage directive
- EMC directive
- EMC EC directive
- EMC ECE regulation
- battery directive on waste batteries and accumulators

Storage, switching and packaging:

- EN 1127-1:2007 + FprEN 1127-1:2011, Explosive atmospheres - Explosion prevention and
protection – Part 1: Basic concepts and methodology
- EN 1299+A1:2008 Mechanical vibration and shock - Vibration isolation of machines –
Information for the application of source isolation
- EN 1493:2010 Vehicle lifts
- EN 13861:2002 + FprEN 13861:2011 Safety of machinery – Guidance for the application of
ergonomics standards in the design of machinery
- EN 15512:2009 Steel static storage systems – Adjustable pallet racking systems – Principles for
structural design
- EN 50272-1:2010 Safety requirements for secondary batteries and battery installations – Part 1:
General safety information
- EN 50272-3:2002 Safety requirements for secondary batteries and battery installations – part 3:
Traction batteries
- IEC 15095: Power-operated mobile racking and shelving, carousels and storage lifts - Safety
requirements
- IEC 60204-1: Safety of Machinery – Electrical Equipment of machines
- IEC 60204-32: Safety of Machinery – Electrical Equipment of machines; Requirements for
hoisting machines
- IEC 61310-1:2007, Safety of machinery - Indication, marking and actuation – Part 1:
Requirements for visual, acoustic and tactile signals
- IEC 61496-1:2008+ AMD 2:2010, Safety of machinery - Electro-sensitive protective equipment –
Part 1: General requirements and tests / Note: Combines IEC 61496-1 (2004-02) and AMD 1
(2007-09)
- IEC 61508-1: Functional safety of electrical / electronic safety related systems – Part 1: General
requirements
- IEC 61558-1:2009 + Corr 3:2011, Safety of power transformers, power supplies, reactors and
similar products – Part 1: General requirements and tests / Note: Combines IEC 61558-1 (2005-
09), AMD 1 (2009-02) and Corrigendum 1 (2008-03)
* Applies in conjunction with IEC 61558-2.
- IEC 61800-5-2:2007 Adjustable speed electrical power drive systems -Part 5-2: Safety
requirements – Functional
- IEC 61984:2008, Connectors - Safety requirements and tests
- IEC 62061:2005, Safety of machinery -Functional safety of safety-related electrical, electronic
and programmable electronic
Control systems
- ISO 10218-1:2007: Safety Requirements for Robots.
- ISO 12100-1:2003: Safety of Machinery – Basic concepts, general principles for design –
Part 1: Basic Terminology Methodology
- ISO 12100-2:2003: Safety of Machinery – Basic concepts, general principles for design - Part 2:
Technical Principles
- ISO 13849-1:2006 Safety of machinery –Safety related parts of control systems -Part 1: General
principles for design
- ISO 13849-2:2003 Safety of machinery –Safety related parts of control systems -Part 2:
Validation
- ISO 13850:2006 Safety of machinery -Emergency stop -Principles for design

- ISO 13855:2010 Safety of machinery - Positioning of safeguards with respect to the approach
speeds of parts of the human body
- ISO 13856-1:2001 Safety of machinery - Pressure-sensitive protective devices –
Part 1: General principles for design and testing of pressure-sensitive mats and pressure-
sensitive floors
Part 2: General principles for the design and testing of pressure-sensitive edges and pressure-
sensitive bars
Part 3: General principles for the design and testing of pressure-sensitive bumpers, plates, wires
and similar devices
- ISO 13857:2008 Safety of machinery -Safety distances to prevent hazard zones being reached
by upper and lower limbs
- ISO 14118:2000 Safety of machinery - Prevention of unexpected start-up

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FP7- EASYBAT- 265684

Deliverable D5.1 Safety guidelines for battery,

Deliverable 5.1 – Safety guidelines for

Date September 6th, 2012

© EASYBAT 265684 Confidential & Proprietary Page 1 of 19

© EASYBAT 265684 Confidential & Proprietary Page 2 of 19

EXECUTIVE SUMMARY/ABSTRACT ...................................................................................... 2

© EASYBAT 265684 Confidential & Proprietary Page 3 of 19

© EASYBAT 265684 Confidential & Proprietary Page 4 of 19

 Accidental Personal damage and injuries.(e.g. in vehicle or BSS)

© EASYBAT 265684 Confidential & Proprietary Page 5 of 19

1.1 Mapping Safety

© EASYBAT 265684 Confidential & Proprietary Page 6 of 19

Identified hazard scenario

© EASYBAT 265684 Confidential & Proprietary Page 7 of 19

H2 the insufficient fixation, can lead to welding arcs

H3 battery cannot be unloaded / exchanged

Loosening or loss of battery, lock or unlock not possible, mismatch of

H7 in any failure condition, the LV systems are extremely vulnerable

H8 welding arcs, fire, destruction of vehicle

Figure 1.2: Identified potential hazard scenarios

to foresee the consequences of activities is mandatory. Although many tools to systematize

© EASYBAT 265684 Confidential & Proprietary Page 9 of 19

1.2 Technical concepts for development

Figure 1.3: Technical simulation tool.

© EASYBAT 265684 Confidential & Proprietary Page 10 of 19

1.3 Parallel mapping of current standardization situation and gap analysis

Figure 1.4: Standardization catalogue “Electromobility”

© EASYBAT 265684 Confidential & Proprietary Page 11 of 19

Use example of the

Proposal type 1 Proposal type 2

Figure 1.5: Use example of the Standardization catalogue

Especially for this WP the following standards (extract) are crucial:

© EASYBAT 265684 Confidential & Proprietary Page 12 of 19

exchangeability, accessibility, data and communication framework. Also, battery switching

2 SAFETY GUIDELINES FOR BATTERY, BATTERY PACKAGING, AND

2.1 Safety Guideline

2.1.1 Safety Guideline for the Vehicle

2.1.2 Safety Guideline for the BSS

3) Mechanical and structural hazards

4) Pneumatic and hydraulic

5) Guards and protective devices

© EASYBAT 265684 Confidential & Proprietary Page 14 of 19

7) Protection against explosive environment conditions (ventilation...)

Particular attention must be given to the following points:

2.1.3 Safety Guideline for the Battery

© EASYBAT 265684 Confidential & Proprietary Page 15 of 19

© EASYBAT 265684 Confidential & Proprietary Page 16 of 19

2.2 List of reference directives and standards

Regulations, Laws (Europe):

© EASYBAT 265684 Confidential & Proprietary Page 17 of 19

Storage, switching and packaging:

© EASYBAT 265684 Confidential & Proprietary Page 18 of 19

© EASYBAT 265684 Confidential & Proprietary Page 19 of 19

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