Retain the 12 V battery against acceleration and vibration and protect it from impact.
A light housing mounted to the frame. The move to a lithium iron phosphate battery cut battery mass from 7 lb to 3.9 lb, which allowed the mounting solution to be lightened as well.
No part-specific design process is documented. The Custom Electronics subsystem design process applies: 1. Collect the sensor list from every subteam, agree location and type with the designer who needs the data. 2. Split sensors between ECU and dash based on which parameters are engine-critical. 3. Size the charging system and validate it. A custom current measurement board (50 A bidirectional sensing chip, inline on the rectifier-to-PDM wire) measured what the rectifier actually puts back. 4. Build the datalogging parameter list with rates, then check CAN bus load. 5. Validate on a mock endurance: average battery voltage 13.4 V, minimum 12.1 V excluding cranking on CR26I.
Milled on the CNC.
Aluminium or CFRP.
No entry against the housing itself. The battery system's logged failure (CR22 Issue Log, 2023-12-03) was in the stator-to-rectifier crimps, which stopped the car charging and killed three batteries in a day.
Dimensions called out on the cost report drawings. These are the figures printed on the drawing, not a labelled specification; open the drawing itself for what each one refers to. Battery Housing (mm): 99.1, 12.7, 87.1, 38.1, 158.8, 95.3, 15.2, 62.5, 112.3, 66.0 100.3 Source: Cost report drawings: CR26i/Document Submissions/Cost Report/Instruments, Wiring & Accessories/Battery Assembly/Battery Housing.pdf Quantity per car, as costed: 1
Nothing in CrimsonStorage covers these yet.