Electric vehicle liquid-cooling system

Abstract

To provide a liquid-cooling system and an electric vehicle which include structure and layout available for efficient cooling of a component part of an electric vehicle.SOLUTION: A vehicle comprises: a liquid-cooling system which is made up of a chassis, a housing which stores one or plural battery modules and is supported with the chassis, an electric motor which receives power from the one or plural battery modules, a radiator which cools a coolant by allowing the same therethrough, and one or plural coolant pumps which are connected to the radiator and circulate the coolant; and an air-cooling system which cools the one or plural battery modules. The air-cooling system includes a compressor, a condenser, and one or plural evaporator coils. The radiator and the condenser are positioned next to each other.SELECTED DRAWING: Figure 29

Description

[Technical field]

[0001] The present invention relates to liquid cooling systems and electric vehicles, including structures and arrangements that can be used to cool components of the electric vehicle. More specifically, the present invention relates to liquid cooling systems and electric vehicles, including structures and arrangements that can be used to circulate a coolant between the components of the electric vehicle, thereby effectively cooling the components of the electric vehicle. [Background technology]

[0002] Conventional designs and arrangements used to cool vehicle components typically only use liquid cooling for the engine components and air cooling for the vehicle operator, however, electric vehicles also require cooling for a variety of additional components that cannot be cooled by conventional liquid or air cooling systems. Summary of the Invention [Problem to be solved by the invention]

[0003] SUMMARY OF THE PREFERRED EMBODIMENTS The preferred embodiments of the present invention provide a liquid cooling system and electric vehicle, including structures and arrangements that can be used to efficiently cool components of the electric vehicle. [Means for solving the problem]

[0004] A vehicle according to a preferred embodiment of the present invention includes a chassis, a housing that accommodates one or more battery modules and is supported by the chassis, an electric motor that receives power from the one or more battery modules, a liquid cooling system including a radiator that cools a coolant by passing the coolant through the radiator, and one or more coolant pumps connected to the radiator that circulate the coolant, and an air cooling system that cools the one or more battery modules. The air cooling system includes a compressor, a condenser, and one or more evaporator coils, and the radiator and the condenser are disposed adjacent to each other.

[0005] In a preferred embodiment of the invention, the vehicle further comprises a roof supported by the chassis, and the radiator and the condenser are both mounted on the roof.

[0006] In a preferred embodiment of the present invention, the condenser is disposed in front of the radiator in the front-rear direction of the vehicle.

[0007] In a preferred embodiment of the present invention, the housing comprises a first housing supported by the chassis, and a first side housing and a second side housing disposed on either side of the first housing, wherein each of the first housing, the first side housing, and the second side housing accommodates a portion of one or more battery modules, and the one or more coolant pumps include a first coolant pump and a second coolant pump, both of which are mounted on the second side housing.

[0008] In a preferred embodiment of the invention, the vehicle further comprises a cabin frame connected to the chassis and supporting a roof of the vehicle, and the fluid connection between the radiator and the first coolant pump and the fluid connection between the radiator and the second coolant pump extend through an interior of the cabin frame.

[0009] In a preferred embodiment of the present invention, the first coolant pump and the second coolant pump are disposed adjacent to each other on a front surface of the second housing.

[0010] In a preferred embodiment of the present invention, the vehicle further includes a roof supported by the chassis and a blower fan that guides air in a direction past the radiator, the blower fan being mounted on the roof adjacent to the radiator.

[0011] In a preferred embodiment of the present invention, the blower fan is disposed between the condenser and the radiator.

[0012] In a preferred embodiment of the present invention, the condenser is disposed in front of the radiator in the front-rear direction of the vehicle.

[0013] In a preferred embodiment of the present invention, the blower fan includes a first blower fan and a second blower fan, the first blower fan is disposed between the condenser and the radiator, and the second blower fan is disposed in front of both the condenser and the radiator in the fore-and-aft direction of the vehicle.

[0014] In a preferred embodiment of the present invention, the liquid cooling system further comprises an inverter cooled by the coolant, an electric motor cooled by the coolant and connected to the inverter, a heat exchanger through which the coolant and other liquids can be circulated, an on-board battery charger with a DC / DC converter cooled by the coolant, and a secondary DC / DC converter cooled by the coolant, and the one or more coolant pumps include a first coolant pump and a second coolant pump for circulating the coolant.

[0015] In a preferred embodiment of the present invention, the first coolant pump, the inverter, and the electric motor are included in a first cooling path circuit, and the second coolant pump, the heat exchanger, the on-board battery charger with DC / DC converter, and the secondary DC / DC converter are included in a second cooling path circuit, and the first cooling path circuit and the second cooling path circuit are parallel cooling path circuits.

[0016] In a preferred embodiment of the present invention, the vehicle further includes a first cooling path connection and a second cooling path connection, the first cooling path connection being disposed between the radiator and each of the first and second coolant pumps, and the second cooling path connection being disposed between the radiator and one end of the first cooling path circuit and between the radiator and one end of the second cooling path circuit.

[0017] In a preferred embodiment of the present invention, in the first cooling path circuit, the coolant flows from the first coolant pump to the inverter and from the inverter to the electric motor.

[0018] In a preferred embodiment of the invention, in the second cooling path circuit, the coolant flows from the second coolant pump to the heat exchanger, from the heat exchanger to the on-board battery charger with DC / DC converter, and from the on-board battery charger with DC / DC converter to the secondary DC / DC converter.

[0019] In a preferred embodiment of the invention, the other liquid comprises hydraulic oil, and the heat exchanger removes heat from the other liquid as the coolant and the other liquid pass through the heat exchanger.

[0020] In a preferred embodiment of the present invention, the liquid cooling system includes an inverter cooled by the coolant, and an electric motor cooled by the coolant, the inverter is disposed in front of the electric motor in the front-rear direction of the vehicle.

[0021] In a preferred embodiment of the present invention, the housing includes a first housing supported by the chassis, and a first side housing and a second side housing arranged on both sides of the first housing. Each of the first housing, the first side housing, and the second side housing accommodates a part of the one or more battery modules, and the inverter is attached to a bottom of the chassis below the first housing.

[0022] In a preferred embodiment of the invention, the liquid cooling system further comprises a heat exchanger through which the coolant and other liquids can be circulated, an on-board battery charger with a DC / DC converter cooled by the coolant, and a secondary DC / DC converter cooled by the coolant.

[0023] In a preferred embodiment of the present invention, the housing includes a first housing supported by the chassis, and a first side housing and a second side housing disposed on both sides of the first housing, each of the first housing, the first side housing, and the second side housing each accommodate a portion of the one or more battery modules, and the on-board battery charger with DC / DC converter is attached to the bottom of the chassis below the first housing.

[0024] The above and other features, elements, steps, configurations, characteristics, and advantages of the present invention will become more apparent from the following detailed description of preferred embodiments of the present invention, taken in conjunction with the accompanying drawings. [Brief description of the drawings]

[0025] [Figure 1] 1 is a right front perspective view of an electric vehicle according to a preferred embodiment of the present invention; FIG. [Diagram 2] 1 is a left rear perspective view of an electric vehicle according to a preferred embodiment of the present invention; [Diagram 3] 1 is a front view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 4] 1 is a right side view of an electric vehicle according to a preferred embodiment of the present invention. [Diagram 5] 1 is a left side view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 6] 1 is a top view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 7] FIG. 1 is a bottom view of an electric vehicle according to a preferred embodiment of the present invention. [Figure 8] 1 is a partially assembled left-front perspective view of an electric vehicle according to a preferred embodiment of the present invention; FIG. [Figure 9] 1 is a partially assembled right front perspective view of an electric vehicle according to a preferred embodiment of the present invention; FIG. [Figure 10] 1 is a partially assembled left side view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 11]1 is a partially assembled front view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 12] FIG. 2 is a perspective view of a first battery housing and a second battery housing with their respective battery modules omitted for clarity, according to a preferred embodiment of the present invention. [Figure 13] FIG. 2 is a top view of a first battery housing according to a preferred embodiment of the present invention. [Figure 14] 1 is a partially assembled left-front perspective view of an electric vehicle according to a preferred embodiment of the present invention; FIG. [Figure 15] 1 is a partially assembled left-front perspective view of an electric vehicle according to a preferred embodiment of the present invention; FIG. [Figure 16] 1 is a partial assembled top view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 17] 1 is a partially assembled left perspective view of an electric vehicle according to a preferred embodiment of the present invention; FIG. [Figure 18] 1 is a partially assembled left side view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 19] 1 is a partially assembled left-front perspective view of an electric vehicle according to a preferred embodiment of the present invention; FIG. [Figure 20] 1 is a partially assembled left-rear perspective view of an electric vehicle according to a preferred embodiment of the present invention; FIG. [Figure 21] 1 is a partially assembled right-rear perspective view of an electric vehicle according to a preferred embodiment of the present invention; FIG. [Figure 22] FIG. 2 is a right side view of a second battery housing according to a preferred embodiment of the present invention. [Diagram 23] FIG. 2 is a left side view of the second battery housing with the first side cover and the second battery module omitted for clarity according to a preferred embodiment of the present invention. [Figure 24] 1 is a partial assembled bottom view of an electric vehicle according to a preferred embodiment of the present invention; [Diagram 25] 1 is a front view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 26] 1 is a top view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 27]FIG. 1 is a bottom view of an electric vehicle according to a preferred embodiment of the present invention. [Figure 28] 1 is a partially assembled front view of an electric vehicle according to a preferred embodiment of the present invention; [Figure 29] 1 is a schematic diagram of an example of a liquid cooling system included in an electric vehicle according to a preferred embodiment of the present invention. [Diagram 30] FIG. 2 illustrates components included in an air cooling system according to a preferred embodiment of the present invention. [Diagram 31] FIG. 2 illustrates components included in an air cooling system according to a preferred embodiment of the present invention. [Diagram 32] FIG. 2 illustrates components included in an air cooling system according to a preferred embodiment of the present invention. [Diagram 33] FIG. 2 illustrates components included in an air cooling system according to a preferred embodiment of the present invention. [Diagram 34] FIG. 2 illustrates components included in an air cooling system according to a preferred embodiment of the present invention. [Diagram 35] FIG. 2 illustrates components included in an air cooling system according to a preferred embodiment of the present invention. [Diagram 36] FIG. 2 illustrates components included in an air cooling system according to a preferred embodiment of the present invention. [Figure 37] FIG. 2 is a plan view showing an example of air flow through a first battery housing according to a preferred embodiment of the present invention. [Figure 38A] FIG. 2 is a left side view illustrating an example of airflow through a first battery housing according to a preferred embodiment of the present invention. [Figure 38B] FIG. 2 is a right side view showing an example of air flow through a first battery housing according to a preferred embodiment of the present invention. [Figure 39] FIG. 4 is a plan view showing an example of air flow through a second battery housing according to a preferred embodiment of the present invention. [Figure 40A] FIG. 4 is a left side view showing an example of air flow through a second battery housing according to a preferred embodiment of the present invention. [Figure 40B] 13 is a right side view showing an example of the flow of air through the second battery housing 70. FIG. [Diagram 41] 1 is a partial assembled bottom view of an electric vehicle according to a preferred embodiment of the present invention; [Diagram 42] FIG. 2 is a partial assembly view of a roof according to a preferred embodiment of the present invention. [Diagram 43] FIG. 2 is an exploded view of a cooling component according to a preferred embodiment of the present invention. [Diagram 44] FIG. 2 is an exploded view of a cooling component according to a preferred embodiment of the present invention. [Diagram 45] FIG. 1 is a block diagram of an electrical subsystem included in an electric vehicle according to a preferred embodiment of the present invention. [Figure 46] FIG. 2 is a schematic diagram illustrating the flow of refrigerant through a portion of an air-cooling system according to a preferred embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] Figures 1 to 7 show a vehicle 10 according to a preferred embodiment of the present invention. Figure 1 is an isometric view from a first end (front end) of the vehicle 10, and Figure 2 is an isometric view from a second end (rear end) of the vehicle 10. Figure 3 is a front view of the vehicle 10, and Figures 4 and 5 are side views of the vehicle 10. Figures 6 and 7 are top and bottom views of the vehicle 10, respectively.

[0027] In a preferred embodiment, the vehicle 10 includes a chassis 5, left and right front wheels 41L and 41R connected by a front axle 43F, and left and right rear wheels 42L and 42R connected by a rear axle 43R. However, the vehicle according to the preferred embodiment of the present invention is not limited to a four-wheeled vehicle. Instead of being limited to a single wheel, the vehicle may include any suitable number of wheels. For example, a vehicle according to a preferred embodiment may include only three wheels by removing one of the four wheels, may include a fifth wheel (e.g., an additional wheel aligned with a pair of the four wheels, a wheel at the front or rear of the vehicle, etc.), may include a pair of central wheels for a total of six wheels, etc. According to other preferred embodiments of the present invention, the vehicle may include one or more tracks or treads in place of one or more wheels.

[0028] In a preferred embodiment, the vehicle 10 may include a cabin 50 or the like having a roof 51 supported by a cabin frame, including a rear cabin frame 52 and a front cabin frame 55, supported by the chassis 5. The cabin 50 or the like may include various components, such as a seat for a driver of the vehicle 10 and vehicle controls, such as a steering wheel. However, the vehicle 10 is not limited to including the cabin 50 and may alternatively include a canopy or roll-over protective structure (ROPS).

[0029] In a preferred embodiment of the present invention, the vehicle 10 includes a first battery housing 60 that houses a plurality of first battery modules 61, and a second battery housing 70 that houses a plurality of second battery modules 71. In a preferred embodiment, the first battery housing 60 and the second battery housing 70 may be supported by a chassis 5. As shown in FIGS. 8 and 9 (with certain structural features removed for illustrative purposes), the first battery housing 60 may include a plurality of openings 67 connected to a plurality of sub-housings that each independently house the plurality of first battery modules 61. Similarly, the second battery housing 70 may include a plurality of openings 75 connected to a plurality of sub-housings that each independently house the plurality of second battery modules 71.

[0030] In a preferred embodiment, the openings 67 of the first battery housing 60 and the openings 75 of the second battery housing 70 face the width direction / side (left and right) direction of the vehicle 10. The first battery modules 61 may be aligned or substantially aligned in rows and columns in both the vertical direction of the vehicle and the longitudinal direction of the vehicle, so that the first battery modules 61 can be compactly stored and the required space of the first battery housing 60 can be reduced. Similarly, the second battery modules 71 may be aligned or substantially aligned in rows and columns in both the vertical direction of the vehicle and the longitudinal direction of the vehicle, so that the second battery modules 71 can be compactly stored and the required space of the second battery housing 70 can be reduced. In a preferred embodiment, the terminal ends of the first battery modules 61 and the second battery modules 71 may face the width direction / side (left and right) direction of the vehicle 10 when housed in the first battery housing 60 and the second battery housing 70, as shown in, for example, FIG. 9 and FIG. 13.

[0031] In a preferred embodiment, the second battery housing 70 is attached to the bottom surface of the first battery housing 60, and the first battery housing 60 and the second battery housing 70 may be arranged in a "T" shape, for example, as shown in Fig. 11. In other words, the first battery housing 60 may have a width greater than the width of the second battery housing 70 in the width / side (left / right) direction of the vehicle, such that the first battery housing 60 extends beyond the second battery housing 70 in the width / side (left / right) direction of the vehicle. The structure in which the first battery housing 60 overhangs / extends in the vehicle width direction beyond the second battery housing 70 ensures operation and rotation space for the left front wheel 41L and the right front wheel 41R.

[0032] As shown in Fig. 3 and Fig. 11, the outer edge A1 of the first battery housing 60 may be located inside the inner edges B1 of the front wheels 41R, 41L in the width direction of the vehicle. Furthermore, the lower edge A2 of the first battery housing 60 may be located a predetermined distance from the upper edges B2 of the front wheels 41R, 41L. The front wheels 41R, 41L may be spaced apart by a distance of 0.05 mm. A line connecting the upper edge B2 of the left front wheel 41L and the upper edge B2 of the right front wheel 41R may pass through a center portion of the second battery housing 70. In other words, in the vertical direction of the vehicle 10, a line connecting the upper edges B2 of the front wheels 41R, 41L may be located between the upper surface of the second battery housing 70 and the lower surface of the second battery housing 70.

[0033] Alternatively, the outer edge A1 of the first battery housing 60 may be aligned or substantially aligned with the inner edges B1 of the front wheels 41R, 41L, or the outer edge A1 of the first battery housing 60 may be positioned outboard in the vehicle width direction relative to the inner edges B1 of the front wheels 41R, 41L.

[0034] In a preferred embodiment of the present invention, the first battery housing 60 and the second battery housing 70 may be offset in a direction from a first end (front end) of the vehicle to a second end (rear end), as shown in FIG. 10. For example, the second battery housing 70 may extend closer to the first end (front end) of the vehicle 10 than the first battery housing 60. As an example, the second battery housing 70 may include at least one battery module 71A, and the at least one battery module 71A does not overlap the first battery housing 60 in the vertical direction. A power distribution unit (PDU) housing 80 (e.g., additional housing (other housing)) that houses one or more electrical components including a power distribution unit (PDU) 81 may be provided in a space formed by the forward offset of the second battery housing 70 relative to the first battery housing 60, as shown in FIGS. 8 to 11. As shown in FIG. 10, for example, a power distribution unit (PDU) 81 is housed in a power distribution unit (PDU) housing 80 and attached to the front surface 68 of the first battery housing 60.

[0035] In a preferred embodiment, the first battery housing 60 may extend toward the second (rear) end of the vehicle relative to the second battery housing 70. As an example, the first battery housing 60 may include at least one battery module 61A, which does not vertically overlap the second battery housing 70, as shown, for example, in FIG. 10 . A portion of an air cooling system, described in more detail below, may be provided in a space defined by the rearward offset of the first battery housing 60 relative to the second battery housing 70.

[0036] FIG. 12 is a perspective view of the first battery housing 60 and the second battery housing 70 with the respective battery modules 61, 71 omitted for clarity. A portion of the PDU housing 80 is also omitted from the view shown in FIG. 12. FIG. 13 is a top view of the first battery housing 60. As shown in FIGS. 12 and 13, the first battery housing 60 may include a first portion 60A (e.g., a left portion) and a second portion 60B (e.g., a right portion). For example, the first battery housing 60 may be divided into the first portion 60A and the second portion 60B by a vertical partition wall 69. The vertical partition wall 69 is shown, for example, in FIGS. 19-21, where a portion of the first portion 60A and the second portion 60B of the first battery housing 60 is omitted to better illustrate the vertical partition wall 69.

[0037] In a preferred embodiment, as shown in FIG. 8 and FIG. 9, the first portion 60A of the first battery housing 60 may accommodate a first battery module bank 62 including a first portion of a plurality of first battery modules 61, and the second portion 60B of the first battery housing 60 may accommodate a second battery module bank 63 including a second portion of a plurality of first battery modules 61. In a preferred embodiment, each of the first battery module bank 62 and the second battery module bank 63 may be arranged in rows and columns. As an example, each of the first battery module bank 62 and the second battery module bank 63 may include a plurality of first battery modules 61 arranged in three rows and eight columns, that is, a total of 24 first battery modules 61 provided in the first battery module bank 62 accommodated in the first portion 60A and a total of 24 first battery modules 61 provided in the second battery module bank 63 accommodated in the second portion 60B.

[0038] 1 and 2, the first battery housing 60 preferably includes a first side cover (side cover) 60L (left side cover) covering a first side of the first battery housing 60, a second side cover (side cover) 60R (right side cover) covering a second side of the first battery housing 60, and an upper cover 64 covering an upper side of the first battery housing 60. As shown in FIGS. 15 and 16, the first battery housing 60 further includes a cross wall 65 defining a column in which the first battery modules 61 are arranged, a mounting bar 66 supporting the first battery module 61, an opening 67 through which the first battery module 61 is inserted, a front surface 68 defining the frontmost portion of the first battery housing 60, and a base plate 612.

[0039] As shown in Figures 15, 20, and 21, the front surface 68 preferably includes an inner vent 681 and a middle vent 682 that allow air flow between the first battery housing 60 and the PDU housing 80, as described in more detail below. As shown in Figure 15, the cross wall 65 preferably includes a side vent 651 that allows air flow between adjacent first battery modules 61 arranged in a front-to-rear direction of the vehicle, as also described in more detail below. As shown in Figures 17-21, the vertical partition wall 69 preferably includes a center partition hole 691.

[0040] In a preferred embodiment, the second battery housing 70 accommodates a third battery module bank 72 including a plurality of second battery modules 71, as shown in FIG. 8. The third battery module bank 72 may be arranged in rows and columns. As an example, the third battery module bank 72 may include two rows and seven columns of second battery modules 71, i.e., a total of fourteen second battery modules 71 provided in the third battery module bank 72 accommodated in the second battery housing 70.

[0041] In a preferred embodiment of the present invention, the second battery housing 70 includes a first side cover 70L (left side cover), a second side cover 70R (right side cover), and a base plate 74, as shown in, for example, Figures 1, 5, and 22 to 24. In a preferred embodiment, the base plate 612 of the first battery housing 60 defines the top cover of the second battery housing 70 and functions as the top cover.

[0042] FIG. 22 is a right side view of the second battery housing 70, and FIG. 23 is a left side view of the second battery housing 70 without the first side cover 70L and the second battery module 71. For example, as shown in FIG. 23, the second battery housing 70 preferably includes a cross wall 76 that defines a vertical row in which the second battery modules 71 are arranged, a mounting bar 77 that is used to support the second battery modules 71 independently, and an opening 75 through which the battery module 71 is inserted. In a preferred embodiment, as shown in FIG. 24, for example, the first side cover 70L includes a first ramp 701L and the second side cover 70R includes a second ramp 701R. As described in more detail below, the first ramp 701L and the second ramp 701R guide the flow of air through the second battery housing 70.

[0043] In a preferred embodiment of the present invention, the vehicle 10 may also include one or more side housings 30. The one or more side housings 30 may be spaced apart from the first battery housing 60 and the second battery housing 70. For example, as shown in FIGS. 1-7, the vehicle 10 may include a first side (left side) housing (side housing) 30L and a second side (right side) housing (side housing) 30R. The first side housing 30L may be at least partially located between the left front wheel 41L and the left rear wheel 42L, and the second side housing 30R may be at least partially located between the right front wheel 41L and the right rear wheel 42R.

[0044] The first-side housing 30L may accommodate a plurality of first-side battery modules 31L, and the second-side housing 30R may accommodate a plurality of second-side battery modules 31R. The first-side housing 30L may accommodate a fourth battery module bank 32L including a plurality of first-side battery modules 31L arranged in rows and columns, and the second-side housing 30R may accommodate a fifth battery module bank 32R including a plurality of second-side battery modules 32R arranged in rows and columns. For example, the fourth battery module bank 32L may include one row of two battery modules 31L and one row of three battery modules 31L, and the fifth battery module bank 32R may include one row of two battery modules 31R and one row of three battery modules 31R. Thus, a total of five first-side battery modules 31L may be provided in the fourth battery module bank 32L, and a total of five second-side battery modules 32R may be provided in the fifth battery module bank 32R. In a preferred embodiment, the fourth battery module bank 32L and the fifth battery module bank 32R may each be provided in series with a third battery module bank 72 housed in the second battery housing 70.

[0045] In a preferred embodiment, the first side housing 30L and the second side housing 30R preferably include a service plug 380 that allows the first side battery module 31L and the second side battery module 31R to be disconnected from the vehicle's main power chain so that the first side battery module 31L and the second side battery module 31R can be serviced. The first side housing 30L and the second side housing 30R also preferably include saddle power interface connections 301L and 301R, respectively, that are used to connect the first side battery module 31L and the second side battery module 31R, respectively, with the third battery module bank 72 housed in the second battery housing 70.

[0046] In a preferred embodiment of the present invention, the first battery module 61, the second battery module 71, the first side battery module 31L, and the second side battery module 31R can be charged and discharged in groups. For example, one or two battery module groups can be discharged to supply power for driving the vehicle 10, while the other battery groups can be idled or charged. For example, the first battery module bank 62 may form a first battery module group, the second battery module bank 63 may form a second battery module group, and the third battery module bank 72 may form a third battery module group. When the fourth battery module bank 32L and / or the fifth battery module bank 32R are included in the vehicle 10, the fourth battery module bank 32L and the fifth battery module bank 32R may be included in the third battery module group. Thus, each of the first battery module group, the second battery module group, and the third battery module group may include a total of 24 battery modules. However, other groupings of battery modules are also possible, which are also included in the preferred embodiment of the present invention. For example, the first battery module group may include more battery modules than the third battery module group, and the second battery module group may include more battery modules than the third battery module group.

[0047] In a preferred embodiment of the present invention, the first battery module 61, the second battery module 71, the first side battery module 31L, and the second side battery module 31R may be Lithium Titanium Oxide (LTO) battery modules. For example, each of the battery modules 61, 71, 31L, and 31R may have a nominal voltage of about 27.6V, thereby providing a nominal voltage of about 662.4V for each of the first battery module group, the second battery module group, and the third battery module group. Furthermore, each of the first battery module group, the second battery module group, and the third battery module group may have a minimum voltage of about 432V and a maximum voltage of about 778V, for example. Each of the battery modules 61, 71, 31L, and 31R may store energy of about 90kWh, for example. The battery modules 61, 71, 31L, 31R may be sealed in corresponding housings (first battery housing 60, second battery housing 70, first side housing 30L, second side housing 30R), and each battery module 61, 71, 31L, 31R may be removable and replaceable in the event of a malfunction.

[0048] As another example, the first battery module 61, the second battery module 71, the first side battery module 31L, and the second side battery module 31R may be, for example, a lithium ferrophosphate (LFP) battery module or a nickel manganese cobalt (NMC) battery module. The LFP battery module and the NMC battery module can be provided as battery modules that are smaller and lighter than the LTO battery module.

[0049] In a preferred embodiment, each of the first battery module 61, the second battery module 71, the first side battery module 31L, and the second side battery module 31R may be a removable battery module that can be individually attached and detached to the corresponding first battery housing 60, the second battery housing 70, the first side housing 30L, and the second side housing 30R. However, the battery modules 61, 71, 31L, and 31R may instead be sealed and fixed in the corresponding housing (the first battery housing 60, the second battery housing 70, the first side housing 30L, or the second side housing 30R) to insulate the battery modules and / or prevent corrosion of the battery terminals. As an example, the terminals of the battery modules 31L, 31R, 61, and 71 may be arranged facing the interior of the vehicle 10. As an example, as described above, one or two battery module groups may be discharged to provide power for operating the vehicle 10, while the other battery groups may remain idle or charged. Therefore, for example, a battery module included in an idle battery group can be removed or replaced while power is being supplied to the vehicle 10 from a battery group that is not idle.

[0050] In a preferred embodiment, communication between the first battery module 61, the second battery module 71, the first side battery module 31L, and the second side battery module 31R may be realized by a battery management unit (BMU) or the like via a controller area network (CAN) bus. One or more BMUs may be provided in one or more of the first battery housing 60, the second battery housing 70, the first side housing 30L, and the second side housing 30R, or may be provided at other locations in or on the vehicle 10. The vehicle 10 may also include a battery management system (BMS) that aggregates information from each battery module group. The BMS may be implemented by a supervisory control unit (SCU) that can be connected to a PDU housed in the PDU housing 80. The BMS can control charging and discharging of the battery modules, and preferably maintains each of the first battery module group, the second battery module group, and the third battery module group at a charge state of, for example, about 20% to about 80% in order to reduce deterioration of the battery modules. The state of charge may be maintained at the cell level within each battery module, at the battery module level, at the battery module bank level, or at the battery module group level.

[0051] 25 to 28 show a vehicle 110 according to another preferred embodiment of the present invention. As shown in the plan views of FIG. 26 and FIG. 27, the vehicle 110 includes a first side (left side) housing 130L and a second side (right side) housing 130R located closer to the center line CL in the left-right direction of the vehicle 110 than the first side housing 30L and the second side housing 30R of the vehicle 10. For example, the outer edge C1 of the second side housing 130R may be disposed at a position closer to the center line CL in the left-right direction of the vehicle 110 than each of the outer edge D1 of the right front wheel 41R and the outer edge E1 of the right rear wheel 42R. Similarly, the outer edge of the first side housing 130L may be disposed at a position closer to the center line CL of the vehicle 110 in the left-right direction of the vehicle 110 than each of the outer edge of the left front wheel 41L and the outer edge of the left rear wheel 42L. Furthermore, a line extending from the outer edge C1 of the second-side housing 130R may pass through one or both of the right front wheel 41R and the right rear wheel 42R in the width direction of the right wheels 41R, 42R. Similarly, a line extending from the outer edge of the first-side housing 130L may pass through one or both of the left front wheel 41L and the left rear wheel 42L in the width direction of the right wheels 41L, 42L.

[0052] However, the outer edge C1 of the second side housing 130R may be disposed at a position closer to the center line CL in the left-right direction of the vehicle 110 than only one of the outer edge D1 of the right front wheel 41R and the outer edge E1 of the right rear wheel 42R. Similarly, the outer edge of the first side housing 130L may be disposed at a position closer to the center line CL in the left-right direction of the vehicle 110 than only one of the outer edge of the left front wheel 41L and the outer edge of the left rear wheel 42L. For example, when the size of the rear wheels 42R, 42L is increased to improve the grip force, the outer edge C1 of the second side housing 130R may be disposed between the outer edge D1 of the right front wheel 41R and the outer edge E1 of the right rear wheel 42R in the left-right direction, and the outer edge of the first side housing 130L may also be disposed between the outer edge of the left front wheel 41L and the outer edge of the left rear wheel 42L in the left-right direction.

[0053] As another alternative, the outer edges of the first and second side housings 130L, 130R may be aligned or substantially aligned with any of the wheels 41R, 41L, 42R, 42L. The first and second side housings 130L, 130R may be individually adjusted relative to the centerline CL of the vehicle 110.

[0054] The other elements of the vehicle 110 are the same or similar to those of the vehicle 10 described above, and a repeated description thereof will be omitted.

[0055] FIG. 45 is a block diagram of the electrical subsystem of the electric vehicle 10. As shown in FIG. 45, the electrical subsystem includes a power distribution unit (PDU) that connects to three battery strings (e.g., a first battery module group, a second battery module group, and a third battery module group) via high voltage (HV) DC lines. Each battery string is controlled by a battery management unit (BMU) that communicates with other battery strings and a battery management system (BMS) master via, for example, an RJ45 CAN bus line. The BMS is responsible for aggregating information from all battery strings and responding to the appropriate BMU depending on the situation. In a preferred embodiment, the functionality of the BMS may be implemented in a supervisory control unit (SCU). The power distribution unit (PDU) is further connected to an inverter 6 via HV DC lines to drive the vehicle's electric motor 45, and to an on-board charge controller (OBC) 7, which may include a DC / DC converter in the presently preferred embodiment, as shown. The OBC 7 is connected to a 12V battery via low voltage (LV) DC lines and to an AC charge port, which may be a J1772 inlet. As shown in FIG. 45, in a preferred embodiment of the present invention, two electric vehicle supply equipment (EVSE) systems are provided. One is a standard SAE J1772 system with Level 2 charging at 240 VAC via an on-board charger (OBC DC / DC). The second EVSE is custom designed for DC fast charging. Both EVSEs provide power to the PDU to charge each battery string. The DC fast charger connects to battery strings 1-3 of the battery pack through the PDU. A supervisory control unit (SCU) is connected to the PDU via CANBus. The SCU connects to vehicle inputs or sensors through low voltage (LV) DC lines. A pump controller that controls one or more of the radiator 532, blower fan 533, first coolant pump 356L, and second coolant pump 356R, which will be described later, is connected to the SCU via the CAN bus.

[0056] In a preferred embodiment of the present invention, power may be supplied to the electric motor 45 via the inverter 6. As shown in FIG. 7, for example, the electric motor 45 may be disposed between the first side housing 30L and the second side housing 30R in the width direction / lateral (left-right) direction of the vehicle 10, and the electric motor 45 may be disposed in front of the first side housing 30L and the second side housing 30R in the front-rear direction of the vehicle 10. In a preferred embodiment, the inverter 6 is disposed in front of the electric motor 45 in the front-rear direction of the vehicle 10. The vehicle 10 may include a transmission 46 for driving each of the left front wheel 41L, the right front wheel 41L, the left rear wheel 42L, and the right rear wheel 42R in a four-wheel drive mechanism. However, the electric motor 45 and the transmission 46 may be realized in a two-wheel drive mechanism.

[0057] In a preferred embodiment, an on-board battery charger with a DCDC converter (OBC / DCDC) 7 may be attached to the bottom surface of the second battery housing 70, for example as shown in FIGS.

[0058] In a preferred embodiment of the present invention, as described in detail below, vehicle 10 may include a liquid cooling system that is efficiently positioned at different locations around vehicle 10 while still being capable of sufficiently cooling heat generating elements of vehicle 10.

[0059] FIG. 29 is a schematic diagram of an example of a liquid cooling system 1 for a vehicle according to a preferred embodiment of the present invention. The liquid cooling system 1 preferably includes a radiator 532, a blower fan 533, a first coolant pump 356L, a second coolant pump 356R, a heat exchanger 381, an inverter 6, an electric motor 45, an on-board battery charger with a DCDC converter (OBC / DCDC) 7, and a secondary DC / DC converter (DCDC) 382. Preferably, the liquid cooling system 1 includes a pair of parallel cooling path circuits (e.g., a first cooling path circuit and a second cooling path circuit) provided between the first cooling path connection portion 11 and the second cooling path connection portion 12. For example, the first cooling path connection portion 11 preferably includes a Y connector, and the second cooling path connection portion 12 preferably includes a T connector. As shown in FIG. 29, the first cooling path circuit preferably includes the first coolant pump 356L, the inverter 6, and the electric motor 45. The second cooling path circuit preferably includes a second coolant pump 356R, a heat exchanger 381, an OBC / DCDC 7, and a secondary DC / DC converter (DCDC) 382. The first and second cooling path circuits are preferably parallel parts of a cooling loop formed by the liquid cooling system 1. In a preferred embodiment, the first and second coolant pumps 356L and 356R are preferably Coolant Water Aggregate (CWA) type pumps, e.g. with flow rates of 25 l / min@0.53 bar and 35 l / min@0.25 bar at an operating voltage of 8-16 V.

[0060] In a preferred embodiment, the first cooling path circuit receives cold coolant (e.g., water, a water / glycol mixture, or a water / ethylene glycol mixture) from the radiator 532 and circulates the coolant through the inverter 6 and the motor 45 using a first coolant pump 356L, after which the coolant returns to the radiator 532. The coolant cools the inverter 6 by absorbing heat from the inverter 6 and flows into a cooling flow path defined in the motor 45. While in the cooling flow path defined in the motor 45, the coolant absorbs heat from the motor 45 and proceeds to the radiator 532. In the radiator 532, the coolant that has been heated by passing through the inverter 6 and the motor 45 is collected and cooled.

[0061] In a preferred embodiment, the second cooling path circuit receives the coolant from the radiator 532 and uses the second coolant pump 356R to circulate the coolant through the heat exchanger 381, the OBC / DCDC7, and the secondary DC / DC converter (DCDC) 382, ​​after which the coolant returns to the radiator 532. The coolant cools the heat exchanger 381 by absorbing heat from the heat exchanger 381, and proceeds to the cooling circuit in the OBC / DCDC7, where it absorbs heat from the OBC / DCDC7. Once the coolant has passed through the cooling circuit in the OBC / DCDC7, it proceeds to the cooling circuit in the secondary DC / DC converter (DCDC) 382, ​​where it absorbs heat from the secondary DC / DC converter (DCDC) 382, ​​and then proceeds to the radiator 532. In the radiator 532, the coolant that has been heated through the heat exchanger 381, the OBC / DCDC7, and the secondary DC / DC converter (DCDC) 382 is collected and cooled.

[0062] In a preferred embodiment of the present invention, the heat exchanger 381 is connected to a hydraulic pump 481 which pumps heat to the vehicle's hydraulic system (e.g., a three-point lift for vehicle accessories, a brake system, a power steering system, etc.). The hydraulic pump 481 is connected to the hydraulic pump 481 so as to cool oil (e.g., hydraulic oil) used to operate the engine (e.g., steering, etc.). For example, the oil and coolant may each be circulated through the heat exchanger 381 such that heat from the oil may be transferred to the coolant, thereby cooling the heat exchanger 381 and the oil circulated through the heat exchanger 381. A heat exchanger rating of 125,000 BTU / Hr is preferred, although other desired types of heat exchangers may be used. In a preferred embodiment, the hydraulic pump 481 is mounted to the rear frame of the vehicle adjacent the right rear wheel 42R, as shown, for example, in FIG. 7. In a preferred embodiment, the hydraulic pump 481 is located rearward of the heat exchanger 381 in the fore-aft direction of the vehicle 10.

[0063] As shown in Figure 30, the first coolant pump 356L and the second coolant pump 356R are preferably mounted to the lower front surface of the second side housing 30R. The radiator 532 is preferably housed in a radiator-condenser module 53 secured to the roof 51 of the cabin 50 of the vehicle 10, as shown, for example, in Figure 1. In a preferred embodiment, the fluid connections (e.g., tubes or piping) between the radiator 532 and the first coolant pump 356L and between the radiator 532 and the second coolant pump 356R extend through the interior of the cabin frame or along the exterior of the cabin frame.

[0064] In a preferred embodiment, the heat exchanger 381 is preferably fixed to a portion of the vehicle adjacent the second side housing 30R. For example, in a preferred embodiment of the present invention, the heat exchanger 381 is mounted to the right side of the second battery housing 70, as shown, for example, in Figures 34 and 41. The location of the heat exchanger 381 allows the connection between the second coolant pump 356R and the heat exchanger 381 to be as short as possible, while facilitating connection to the hydraulic system, which is preferably located on the right side of the vehicle.

[0065] As described above, the radiator 532 is mounted on the roof 51 of the cabin 50 of the vehicle 10. Thus, the connections (e.g., tubes or piping) between the radiator 532 and the first and second coolant pumps 356L and 356R extend to the roof 51. The connections between the radiator 532 and the first and second coolant pumps 356L and 356R may include tubes or piping extending along the outside or inside of the rear cabin frame 52 or the front cabin frame 55. Providing tubes along or inside the rear cabin frame 52 or the front cabin frame 55 can efficiently provide connections between the first and second coolant pumps 356L, 356R and the radiator 532. Furthermore, providing the radiator 532 on the roof 51 allows the radiator 532 to be located far away from other heat-generating components of the vehicle, enhancing thermal cooling capacity. Furthermore, by providing the radiator 532 on the roof 51, the length of the vehicle 10 from front to rear can be made shorter than in the case where the radiator 532 is attached to the front of the vehicle 10.

[0066] FIG. 41 is a partial assembly bottom view of a vehicle including components of a liquid cooling system according to a preferred embodiment of the present invention. The vehicle preferably includes a chassis 5 supporting the lower surface of the second battery housing 70. The chassis 5 preferably further includes a pair of frame rails 511L and 511R supporting the inverter 6 and the OBC / DCDC 7 below the second battery housing 70. In a preferred embodiment, the inverter 6 and the OBC / DCDC 7 are also mounted below the first battery housing 60 in the vertical direction of the vehicle. The OBC / DCDC 7 is preferably disposed in front of the inverter 6 in the longitudinal direction of the vehicle. The chassis 5 also preferably includes a pair of saddle support beams 522 fixed to the bottoms of the first and second side housings 30L and 30R, and rigidly supporting the first and second side housings 30L and 30R to the chassis 5 via indirect or direct connection.

[0067] FIG. 42 shows the layout of the radiator-condenser module 53 with the cover omitted for the sake of illustration. 42 and 43, the blower fan 533 is disposed between the radiator 532 and the condenser 531 (described in detail below), and supplies cooling airflow to both the radiator 532 and the condenser 531 simultaneously. In another preferred embodiment shown in FIG. 44, the vehicle 10 includes a first blower fan 533a disposed between the condenser 531 and the radiator 532, and a second blower fan 533b disposed in front of the condenser 531.

[0068] In a preferred embodiment of the present invention, the vehicle 10 preferably further includes an air-cooling system configured to cool the first battery module 61, the second battery module 71, the first side battery module 31L, and the second side battery module 31R. FIG. 46 is a schematic diagram showing the flow of the refrigerant R through a portion of the air-cooling system. For example, FIG. 46 shows the flow of the refrigerant through the AC compressor 362, the condenser 531, the dryer 357, the first expansion valve 358L, the second expansion valve 358L, the first evaporator coil 3551L, and the second evaporator coil 3551R. In a preferred embodiment, the AC compressor 362 may include an integrated motor and compressor powered by one or more of the first battery module 61, the second battery module 71, the first side battery module 31L, and the second side battery module 31R. The AC compressor 362 is operable to increase the pressure of the refrigerant R and sends the high-temperature, high-pressure refrigerant R (gas) to the condenser 531. The condenser 521 lowers the temperature of the refrigerant R but maintains the refrigerant R at a high pressure. The lowered temperature high pressure refrigerant R (liquid) is sent from the condenser 521 to the dryer 357 where moisture / water is removed from the refrigerant R, after which the refrigerant R (liquid) is sent to the first expansion valve 358L and the second expansion valve 358L. The first expansion valve 358L and the second expansion valve 358L lower the pressure of the refrigerant R to lower the temperature of the refrigerant R. The cooled refrigerant R (liquid) from the first expansion valve 358L is sent to the first evaporator coil 3551L to cool the first evaporator coil 3551L, and the cooled refrigerant R (liquid) from the second expansion valve 358R is sent to the second evaporator coil 3551R to cool the second evaporator coil 3551R. After the refrigerant R passes through the first evaporator coil 3551L and the second evaporator coil 3551R, the low-temperature, low-pressure refrigerant R (gas) is sent to the compressor 362 again.

[0069] In a preferred embodiment, the condenser 531 is mounted to the roof 51 and the fluid connection between the compressor 362 and the condenser 531 extends along or through the rear cabin frame 52 or the front cabin frame 55. As discussed above and as shown, for example, in FIG. 12, the condenser 531 is preferably located adjacent to the radiator 532 on the roof 51 and the blower fan 533 is located between the condenser 531 and the radiator 532 such that both the condenser 531 and the radiator 532 are located away from other heat generating components of the vehicle, thereby enhancing thermal cooling capacity.

[0070] In a preferred embodiment, the air-cooling system includes a first-side return duct 35L, a first-side outer duct 352L, a first lower return duct 354L, and a first evaporator air box 355L, which are attached to the first-side housing 30L, as shown in, for example, FIG. 30 to FIG. 36. In a preferred embodiment, a dryer 357 is also attached to the first-side housing 30L, as shown in, for example, FIG. 1. The first evaporator air box 355L is connected to the first-side outer duct 352L, the first-side chimney duct 351L, and the first lower duct 353L. The air-cooling system also preferably includes a second-side return duct 35R, a second-side outer duct 352R, a second lower return duct 354R, a compressor 362, a battery 363, and a second evaporator air box 355R, which are attached to the second-side housing 30R. The second evaporator airbox 355R is connected to the second side outer duct 352R, the second side chimney duct 351R, and the second lower duct 353R. In a preferred embodiment, the first expansion valve 358L is housed in the first evaporator airbox 355L, and the second expansion valve 358L is housed in the second evaporator airbox 355R.

[0071] In a preferred embodiment, the first side chimney duct 351L is connected between the first evaporator air box 355L and the first chimney duct blower 361L, and the second side chimney duct 351R is connected between the second evaporator air box 355R and the second chimney duct blower 361R. The first lower duct 353L is connected between the first evaporator air box 355L and the lower blower 360, and the second lower duct 353R is connected between the second evaporator air box 355R and the lower blower 360. The first side outer duct 352L is connected between the first evaporator air box 355L and the first side housing 30L, and the second side outer duct 352R is connected between the second evaporator air box 355R and the second side housing 30R. 32 and 34, for example, the first side return duct 35L is connected between the first side housing 30L and the first return housing 365L attached to the left cover 60L of the first battery housing 60, and the second side return duct 35R is connected between the second side housing 30R and the second return housing 365R attached to the right cover 60R of the first battery housing 60. The first lower return duct 354L is connected between the first side housing 30L and the return duct opening 370 attached to the right rear of the second battery housing 70, and the second lower return duct 354R is connected between the second side housing 30R and the return duct opening 370.

[0072] Next, the flow of air through the air-cooling system according to a preferred embodiment of the present disclosure will be described. The first evaporator airbox 355L and the second evaporator airbox 355R each cool the air circulating through the air-cooling system. For example, the first evaporator airbox 355L includes a first evaporator coil 3551L that cools the air circulating through the air-cooling system, and the second evaporator airbox 355R includes a second evaporator coil 3551R that cools the air circulating through the air-cooling system. Each of the first evaporator airbox 355L and the second evaporator airbox 355R includes a first side (e.g., bottom side) where warm air enters the evaporator airbox and a second side (e.g., top side) where cool air exits the evaporator airbox after passing through the evaporator coil included in the respective evaporator airbox.

[0073] In a preferred embodiment, the cool air leaving the second side of the first evaporator airbox 355L flows into the first stack duct 351L, the first side outer duct 352L, and the first lower duct 353L. As mentioned above, the first stack duct 351L is connected to the first stack duct blower 361L located at the upper end of the first stack duct 351L. The first stack duct blower 361L preferably includes a blower motor and fan that directs the cooled air from the first evaporator airbox 355L through the first stack duct 351L and into the first portion 21L (left portion) of the upper cooling duct 21, which will be described in more detail below. In a preferred embodiment, the first outer duct 352L is connected to a first blower 34L that directs cool air from the first evaporator air box 355L into the first housing 30L to cool the first battery module 31L, as shown in Fig. 32. The first lower duct 353L is connected to a lower blower 360 that directs cool air from the first evaporator air box 355L to the second battery housing 70, which will also be described in more detail below.

[0074] The warmed air returns to the first evaporator air box 355L (i.e., to the first side of the first evaporator air box 355L) through the interior of the first side housing 30L, which receives cool air via the first side outer duct 352L, as described above. The interior of the first side housing 30L also receives air from the first side return duct 35L and the first lower return duct 354L, and can cool the first side battery module 31L.

[0075] In a preferred embodiment, the cool air leaving the second side of the second evaporator airbox 355R flows to the second chimney duct 351R, the second side outer duct 352R, and the second lower duct 353R. As described above, the second chimney duct 351R is provided at the upper end of the second chimney duct 351R. The second chimney duct blower 361R is connected to the second chimney duct blower 361R, which is preferably connected to the second chimney duct 351R. The second chimney duct blower 361R preferably includes a blower motor and a fan that directs the cooled air from the second evaporator air box 355R through the second chimney duct 351R to the second portion 21R (right portion) of the upper cooling duct 21, which will be described in more detail below. The second side outer duct 352R is connected to the second side blower 34R that directs the cool air from the second evaporator air box 355R into the second side housing 30R to cool the second side battery module 31R, as shown in FIG. 34 for example. The second lower duct 353R is connected to the lower blower 360 that directs the cool air from the second evaporator air box 355R to the second battery housing 70, which will also be described in more detail below.

[0076] The warmed air returns to the second evaporator air box 355R (i.e., the first side of the second evaporator air box 355R) through the interior of the second side housing 30R, which receives cool air via the second side outer duct 352R, as described above. The interior of the second side housing 30R also receives air from the second side return duct 35R and the second lower return duct 354R, and can cool the second side battery module 31R.

[0077] As described above, the first chimney duct blower 361L guides the cooling air from the first evaporator air box 355L to the first part / duct 21L (left part) of the upper cooling duct 21 through the first chimney duct 351L, and the second chimney duct blower 361R guides the cooling air from the second evaporator air box 355R to the second part / duct 21R (right part) of the upper cooling duct 21 through the second chimney duct 351R. The cooled air from the first part 21L and the second part 21R flows into the central part 21C of the upper cooling duct 21, and flows from there along the vertical partition wall 69 to the central part of the first battery housing 60 in the front-rear and up-down directions. For example, the solid arrows in Figures 20 and 21 indicate the flow of the cool air CA along the vertical partition wall 69 in the front-rear and up-down directions.

[0078] In a preferred embodiment of the present invention, the cool air CA flowing along the vertical partition wall 69 then flows in a direction (vehicle width direction) across the first battery module 61 included in the first battery module bank 62 housed in the first portion 60A of the first battery housing 60, and also flows in a direction across the first battery module 61 included in the second battery module bank 63 housed in the second portion 60B of the first battery housing 60. For example, FIG. 37 is a plan view showing an example of the air flow passing through the first battery housing 60, in which the solid arrows indicate the flow of the cool air CA and the dashed arrows indicate the flow of the warm air WA. FIG. 38A is a left side view showing an example of the air flow passing through the first battery housing 60, and FIG. 38B is a right side view showing an example of the air flow passing through the first battery housing 60.

[0079] As shown in FIG. 37, the cold air CA flows from the central portion 21C / vertical partition wall 69 of the upper cooling duct 21 in a first horizontal direction (leftward) across the first battery module 61 included in the first battery module bank 62 housed in the first portion 60A of the first battery housing 60, and then reaches the first side cover 60L as warm air (warm air used to cool the first battery module 61 included in the first battery module bank 62). In a preferred embodiment, the cold air CA flowing in the first horizontal direction flows across the upper and / or lower surfaces of the first battery module 61 housed in the first portion 60A of the first battery housing 60. Then, the warm air that reaches the first side cover 60L flows backward along the first side cover 60L and then flows into the first return housing 365L. When the warm air flows backward along the first side cover 60L, the warm air flows across the terminal ends of the first battery module 61 included in the first battery module bank 62.

[0080] In a preferred embodiment, the first return housing 365L is connected to the upper end of the first side return duct 35L and directs the warm air flowing along the first side cover 60L to the first side return duct. The warm air that has flowed into the first side return duct 35L then flows into the first side housing 30L to which the first side return duct 35L is connected.

[0081] As shown in FIG. 37, the cold air CA flows from the central portion 21C / vertical partition wall 69 of the upper cooling duct 21 in the second horizontal direction (rightward) across the first battery module 61 included in the second battery module bank 63 housed in the second portion 60B of the first battery housing 60, and then reaches the second side cover 60R as warm air (warm air used to cool the first battery module 61 included in the second battery module bank 63). In a preferred embodiment, the cold air CA flowing in the second horizontal direction flows across the upper and / or lower surfaces of the first battery module 61 housed in the second portion 60B of the first battery housing 60. The warm air that reaches the second side cover 60R moves backward along the second side cover 60R and then flows into the second return housing 365R. When the warm air flows backward along the second side cover 60R, the warm air flows across the terminal ends of the first battery module 61 included in the second battery module bank 63.

[0082] In a preferred embodiment, the second return housing 365R is connected to the upper end of the second-side return duct 35R and guides the warm air flowing along the second-side cover 60R to the second-side return duct 35R. The warm air that has flowed into the second-side return duct 35R then flows into the second-side housing 30R to which the second-side return duct 35R is connected.

[0083] In a preferred embodiment of the present invention, the cool air flowing in the front-to-rear direction along the vertical partition wall 69 can also flow into the PDU housing 80 through the inner vent 681, as shown in, for example, Figures 15 and 37. The cool air entering the PDU housing 80 can cool components contained within the PDU housing 80 before exiting the PDU housing 80 as warm air through the middle vent 682. The warm air exiting the PDU housing 80 through the middle vent 682 can flow rearward along the first side cover 60L toward the first return housing 365L and rearward along the second side cover 60R toward the second return housing 365R.

[0084] As described above, the lower blower 360 guides the cool air from the first evaporator air box 355L through the first lower duct 353L to the second battery housing 70, and the lower blower 360 guides the cool air from the second evaporator air box 355R through the second lower duct 353R to the second battery housing 70. In a preferred embodiment, the cool air from the first evaporator air box 355L and the cool air from the second evaporator air box 355R flow into the second battery housing 70 at a first side (e.g., left side) in the vehicle left-right direction of the second battery housing 70. In a preferred embodiment, the lower blower 360 is attached to the rear surface of the second battery housing 70, on the first side in the vehicle left-right direction of the second battery housing 70.

[0085] In a preferred embodiment of the present invention, the cool air CA guided by the lower blower 360 flows in the front-rear direction along the first side cover 70L, and also flows laterally (in the vehicle width direction) across the second battery module 71 included in the third battery module bank 72 housed in the second battery housing 70. For example, Fig. 39 is a plan view showing an example of the air flow passing through the second battery housing 70, with solid arrows indicating the flow of cool air CA and dashed arrows indicating the flow of warm air WA. Fig. 40A is a left side view showing an example of the air flow passing through the second battery housing 70, and Fig. 40B is a right side view showing an example of the air flow passing through the second battery housing 70.

[0086] As shown in FIG. 39, the cool air CA flows from the first side cover 70L in a first horizontal direction (rightward) across the second battery modules 71 included in the third battery module bank 72 housed in the second battery housing 70, and then flows into the warm air (the second The cold air CA flows in the first lateral direction and reaches the second side cover 70R as the return duct opening 370. In a preferred embodiment, the cold air CA flows in the first lateral direction and flows across the upper and / or lower surfaces of the second battery modules 71 housed in the second battery housing 70. The warm air that reaches the second side cover 70R moves rearward along the second side cover 70R and then flows into the return duct opening 370. In a preferred embodiment, when the warm air flows rearward along the second side cover 70R, the warm air flows across the terminal ends of the second battery modules 71 included in the third battery module bank 72.

[0087] In a preferred embodiment, the return duct opening 370 is connected to a front end of the first lower return duct 354L and a front end of the second lower return duct 354R, and guides the warm air flowing along the second side cover 70R to the first lower return duct 354L and the second lower return duct 354R. In a preferred embodiment, a first portion of the warm air that flows into the return duct opening 370 flows through the first lower return duct 354L into the first side housing 30L, and a second portion of the warm air that flows into the return duct opening 370 flows through the second lower return duct 354R into the second side housing 30R.

[0088] In a preferred embodiment of the present invention, the volume of the first battery housing 60 is larger than the volume of the second battery housing 70. Thus, in a preferred embodiment, the total volume of the cold air from the second side of the first evaporator coil 3551L (e.g., the first portion of the cold air from the second side of the first evaporator coil 3551L) induced by the first chimney duct blower 361L and the cold air from the second side of the second evaporator coil 3551R (e.g., the first portion of the cold air from the second side of the second evaporator coil 3551R) induced by the second chimney duct blower 361R is larger than the total volume of the cold air from the second side of the first evaporator coil 3551L (e.g., the second portion of the cold air from the second side of the first evaporator coil 3551L) and the cold air from the second side of the second evaporator coil 3551R (e.g., the second portion of the cold air from the second side of the second evaporator coil 3551R) induced by the lower blower 360. In this manner, the first battery housing 60, having a volume larger than the volume of the second battery housing 70, receives a larger volume of cool air from the second side of the first evaporator coil 3551L and the second side of the second evaporator coil 3551R than the second battery housing 70.

[0089] In a preferred embodiment of the present invention, the volume of the first side housing 30L is smaller than the volume of the second battery housing 70, and the volume of the second side housing 30R is smaller than the volume of the second battery housing 70. Therefore, in a preferred embodiment, the volume of cold air from the second side of the first evaporator coil 3551L induced by the first side blower 34L (e.g., the third portion of the cold air from the second side of the first evaporator coil 3551L) is smaller than the total volume of cold air from the second side of the first evaporator coil 3551L and the second side of the second evaporator coil 3551R induced by the lower side blower 360, and the volume of cold air from the second side of the second evaporator coil 3551R (e.g., the third portion of the cold air from the second side of the second evaporator coil 3551R) induced by the second side blower 34R is smaller than the total volume of cold air from the second side of the first evaporator coil 3551L and the second side of the second evaporator coil 3551R induced by the lower side blower 360. In this way, the second battery housing 70, which has a larger volume than each of the first side housing 30L and the second side housing 30R, receives a larger volume of cold air from the second side of the first evaporator coil 3551L and the second side of the second evaporator coil 3551R than each of the first side housing 30L and the second side housing 30R.

[0090] In a preferred embodiment of the present invention, one or more temperature sensors are provided to measure the temperature of each of the first battery module 61, the second battery module 71, the first side battery module 31L, and the second side battery module 31R. For example, in a preferred embodiment, each of the battery modules included in the first battery module 61, the second battery module 71, the first side battery module 31L, and the second side battery module 31R may include a temperature sensor for measuring the temperature of the respective battery module.

[0091] In a preferred embodiment, the first chimney duct blower 361L, the second chimney duct blower 361R, the lower blower 360, the first side blower 34L, and the second side blower 34R may be operated in response to temperatures detected by one or more temperature sensors. For example, the first chimney duct blower 361L, the second chimney duct blower 361R, the lower blower 360, the first side blower 34L, and the second side blower 34R may be turned ON (e.g., controlled to direct cool air) when one or more temperature sensors measure a temperature equal to or greater than a predetermined temperature threshold. For example, in a preferred embodiment of the present invention, the first chimney duct blower 361L, the second chimney duct blower 361R, the lower blower 360, the first side blower 34L, and the second side blower 34R may be configured to, for example, turn ON when one or more of the (at least one) temperature sensors measure a temperature equal to or greater than a first predetermined temperature threshold (e.g., a turn-on target temperature), and then return to OFF when each of the one or more temperature sensors measures a temperature less than a second predetermined temperature threshold (e.g., a turn-off target temperature). In a preferred embodiment, the first predetermined temperature threshold (e.g., a turn-on target temperature) is greater than the second predetermined temperature threshold (e.g., a turn-off target temperature).

[0092] In another preferred embodiment, the cooling system can control certain ones of the first chimney duct blower 361L, the second chimney duct blower 361R, the lower blower 360, the first side blower 34L, and the second side blower 34R based on the temperature detected by one or more temperature sensors. For example, in a preferred embodiment, it is possible to turn on only the first chimney duct blower 361L and the second chimney duct blower 361R based on the temperature detected by one or more temperature sensors included in the first battery module 61. Similarly, in a preferred embodiment, it is possible to turn on only the lower side blower 360 based on the temperature detected by one or more temperature sensors included in the second battery module 71. Similarly, in a preferred embodiment, it is possible to turn on only the first side blower 34L and the second side blower 34R based on the temperature detected by one or more temperature sensors included in the first side battery module 31L and the second side battery module 31R.

[0093] In a preferred embodiment of the present invention, the secondary DC / DC converter provides power to one or more components of the vehicle including, for example, the first chimney duct blower 361L, the second chimney duct blower 361R, the lower blower 360, the first side blower 34L, the second side blower 34R, the first coolant pump 356L, and the second coolant pump 356R. The secondary DC / DC converter 382 and the OBC / DCDC7 preferably output power to a common 12V bus. The common 12V bus is preferably buffered by a battery 363 supported on the top surface of the second side housing 30R.

[0094] It should be understood that the foregoing description is only illustrative of the present invention. Various alternatives and modifications may be devised by those skilled in the art without departing from the present invention. Accordingly, the present invention is intended to embrace all such alternatives, modifications and variations that fall within the scope of the appended claims. [Explanation of symbols]

[0095] 45 Electric Motor 60,70,30L,30R Housing 61,71,31L,31R Battery Module 3551L, 3551R Evaporator coil 356L, 356R Coolant Pump 362 Compressor 531 Condenser 532 Radiator

Claims

1. A chassis, a housing that houses one or more battery modules, the housing being supported by the chassis; an electric motor receiving power from the one or more battery modules; a liquid cooling system including a radiator for passing a coolant through the radiator to cool the coolant, and one or more coolant pumps connected to the radiator for circulating the coolant; an air-cooling system for cooling the one or more battery modules; The air cooling system comprises: A compressor and A condenser; one or more evaporator coils; The vehicle, wherein the radiator and the condenser are disposed adjacent to each other.

2. a roof supported by the chassis; The vehicle of claim 1 , wherein the radiator and the condenser are both mounted to the roof.

3. The vehicle according to claim 1 , wherein the condenser is disposed in front of the radiator in a front-rear direction of the vehicle.

4. The housing includes: a first housing supported by the chassis; a first side housing and a second side housing arranged on either side of the first housing, each of the first housing, the first side housing, and the second side housing accommodates a portion of one or more battery modules; the one or more coolant pumps include a first coolant pump and a second coolant pump; 2. The vehicle of claim 1, wherein the first coolant pump and the second coolant pump are both mounted to the second side housing.

5. A cabin frame connected to the chassis and supporting a roof of the vehicle, 5. The vehicle of claim 4, wherein a fluid connection between the radiator and the first coolant pump and a fluid connection between the radiator and the second coolant pump extend through an interior of the cabin frame.

6. The vehicle of claim 4 , wherein the first coolant pump and the second coolant pump are disposed adjacent to one another on a front side of the second side housing.

7. a roof supported by the chassis; A blower fan that guides air in a direction passing through the radiator, The vehicle according to claim 1 , wherein the blower fan is attached to the roof adjacent to the radiator.

8. The vehicle according to claim 7 , wherein the blower fan is disposed between the condenser and the radiator.

9. The condenser is disposed in front of the radiator in the front-rear direction of the vehicle.

9. The vehicle according to claim 8.

10. The blower fan includes a first blower fan and a second blower fan, the first blower fan is disposed between the condenser and the radiator, The vehicle according to claim 7 , wherein the second blower fan is disposed in front of both the condenser and the radiator in a front-rear direction of the vehicle.

11. The liquid cooling system comprises: an inverter cooled by the coolant; an electric motor cooled by the coolant, the electric motor being connected to the inverter; a heat exchanger through which the coolant and other liquids can be circulated; an on-board battery charger with a DC / DC converter, cooled by said coolant; a secondary DC / DC converter cooled by the coolant, The vehicle of claim 1 , wherein the one or more coolant pumps include a first coolant pump and a second coolant pump that circulate the coolant.

12. the first coolant pump, the inverter, and the electric motor are included in a first cooling path circuit, the second coolant pump, the heat exchanger, the on-board battery charger with DC / DC converter, and the secondary DC / DC converter are included in a second cooling path circuit; 12. The vehicle of claim 11, wherein the first and second cooling circuit circuits are parallel cooling circuit circuits.

13. A first cooling path connection portion; A second cooling path connection portion, the first cooling path connection is disposed between the radiator and each of the first and second coolant pumps; 13. The vehicle according to claim 12, wherein the second cooling path connection portion is disposed between the radiator and one end of the first cooling path circuit, and between the radiator and one end of the second cooling path circuit.

14. 13. The vehicle of claim 12, wherein in the first cooling path circuit, the coolant flows from the first coolant pump to the inverter and from the inverter to the electric motor.

15. 13. The vehicle of claim 12, wherein in the second cooling path circuit, the coolant flows from the second coolant pump to the heat exchanger, from the heat exchanger to the on-board battery charger with DC / DC converter, and from the on-board battery charger with DC / DC converter to the secondary DC / DC converter.

16. the other liquid includes hydraulic oil; 12. The vehicle of claim 11, wherein the heat exchanger removes heat from the coolant and the other liquid as the other liquid passes through the heat exchanger.

17. The liquid cooling system comprises: an inverter cooled by the coolant; an electric motor cooled by the coolant, the electric motor being connected to the inverter; The inverter is disposed in front of the electric motor in the front-rear direction of the vehicle. The vehicle of claim 1 .

18. The housing includes: a first housing supported by the chassis; a first side housing and a second side housing arranged on either side of the first housing, each of the first housing, the first side housing, and the second side housing accommodates a portion of the one or more battery modules; 18. The vehicle of claim 17, wherein the inverter is mounted to a bottom of the chassis, below the first housing.

19. The liquid cooling system comprises: a heat exchanger through which the coolant and other liquids can be circulated; an on-board battery charger with a DC / DC converter, cooled by said coolant; The vehicle of claim 1 , further comprising: a secondary DC / DC converter cooled by the coolant.

20. The housing includes: a first housing supported by the chassis; a first side housing and a second side housing arranged on either side of the first housing, each of the first housing, the first side housing, and the second side housing accommodates a portion of the one or more battery modules; 20. The vehicle of claim 19, wherein the on-board battery charger with DC / DC converter is mounted to the bottom of the chassis, below the first housing.

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