Electric recreational vehicle

Abstract

An electric vehicle, comprising: a plurality of ground-engaging members; a frame assembly supported by the plurality of ground-engaging members, the frame assembly including a front frame assembly, a middle frame assembly, and a rear frame assembly; a seating area supported by the middle frame assembly; electric powertrain components supported by the frame assembly for powering at least one of the ground-engaging members; and a shroud assembly.

Description

[0001] Related Applications

[0002] This application claims the benefit of U.S. Provisional Application No. 63 / 165,244, filed Mar. 24, 2021, entitled “ELECTRIC VEHICLE WITH SHROUDING ASSEMBLY”, docket number PLR-00TC-29460.01P-US, and U.S. Provisional Application No. 63 / 232,004, filed Aug. 11, 2021, entitled “ELECTRIC RECREATIONAL VEHICLE”, docket number PLR-00TC-29460.03P-US, the entire disclosures of which are hereby incorporated by reference in their entirety. Technical Field

[0003] This disclosure generally relates to a recreational vehicle, and more particularly to an electric recreational vehicle. Background Art

[0004] Recreational vehicles such as all-terrain vehicles (ATVs), utility vehicles (UVs), and side-by-side vehicles are widely used for recreational purposes. These vehicles can include various types of powertrains, including internal combustion engine-based powertrains, electric powertrains, and hybrid powertrains.

[0005] Embodiments have been described with respect to these and other general considerations. Moreover, although relatively specific problems have been discussed, it should be understood that embodiments are not limited to solving the specific problems identified in the background art. Summary of the Invention

[0006] As described above, embodiments provided herein relate to vehicle hazard condition detection for a recreational vehicle. Exemplary embodiments include, but are not limited to, the following examples.

[0007] In an exemplary embodiment of the present disclosure, an electric vehicle having a maximum vehicle lateral width is provided. The electric vehicle includes: a plurality of ground-engaging members; a frame assembly supported by the plurality of ground-engaging members, the frame assembly including a front frame assembly, a middle frame assembly, and a rear frame assembly; a seating area supported by the middle frame assembly; a roll cage extending over the seating area; electric powertrain components supported by the frame assembly, the electric powertrain components including an electric motor and a drivetrain operable to provide power from the electric motor to at least one ground-engaging member; and a shroud assembly coupled to the rear frame assembly, the shroud assembly having a maximum shroud lateral width less than the maximum vehicle lateral width.

[0008] In an example of the present disclosure, the shroud assembly includes a left shroud portion extending from a lower portion of the rear frame assembly to an upper portion of the rear frame assembly.

[0009] In a variation of the present disclosure, the electric vehicle further includes a left rear suspension that movably couples a first ground engaging member of the plurality of ground engaging members to the vehicle frame. The left suspension includes a first suspension arm movably coupled to the frame assembly and a second suspension arm movably coupled to the frame assembly independent of the first suspension arm, wherein the left shroud portion is entirely in front of a first connection point of the first suspension arm and the frame assembly.

[0010] In a further example of the present disclosure, the shroud assembly includes a top shroud portion extending across a longitudinal centerline of the electric vehicle. In a variation of the present disclosure, the electric vehicle further includes a cargo bed supported by the rear frame assembly, and the top shroud portion extends below the cargo bed. In a further variation of the present disclosure, the top shroud portion is coupled to the rear frame assembly independent of the cargo bed. In yet a further variation of the present disclosure, the top shroud portion is connected to the cargo bed.

[0011] In another exemplary embodiment of the present disclosure, an electric vehicle is provided. The electric vehicle includes: a plurality of ground engaging members; a frame assembly supported by the plurality of ground engaging members, the frame assembly including a front frame assembly, a middle frame assembly, and a rear frame assembly; a first rear suspension having a first suspension arm movably coupled to the vehicle frame and a second suspension arm movably coupled to the vehicle frame independent of the first suspension arm, the first suspension coupling a first ground engaging member of the plurality of ground engaging members to the frame assembly; a seat area supported by the middle frame assembly; a roll cage extending over the seat area; a cargo box coupled to the frame assembly; electric powertrain components supported by the frame assembly, the electric powertrain components including an electric motor and a drivetrain operable to provide power from the electric motor to at least one ground engaging member; and a shroud assembly coupled to the rear frame assembly, the shroud assembly including a top portion extending across a longitudinal centerline of the electric vehicle and a first side portion extending downward from the top portion.

[0012] In an example of the present disclosure, the first side portion is entirely in front of a first connection of the first suspension arm and the frame assembly.

[0013] In a further exemplary embodiment of the present disclosure, an electric vehicle is provided. The electric vehicle includes: a plurality of ground engaging members; a frame assembly supported by the plurality of ground engaging members, the frame assembly including a front frame assembly, a middle frame assembly, and a rear frame assembly; a seating area supported by the middle frame assembly; a cargo bed supported by the rear frame assembly; and an electric powertrain supported by the frame assembly. The electric powertrain includes: one or more batteries positioned below the seating area; a unit mounted to the frame assembly by a plurality of mounts. The unit includes: at least one frame member; an electric motor electrically coupled to the one or more batteries and coupled to the at least one frame member; a transmission coupled to the at least one frame member; and a flexible annular coupling that operatively couples an output end of the electric motor to an input end of the transmission. The electric vehicle further includes a drive shaft operable to provide power from the transmission to at least one ground engaging member.

[0014] In an example of the present disclosure, the electric motor is carried by a bracket rotatably coupled to the at least one frame member.

[0015] In a further example of the present disclosure, the unit includes at least one tensioner that rotates the electric motor away from the transmission to increase the tension on the flexible annular coupling.

[0016] In another example of the present disclosure, the electric vehicle further includes a shroud assembly coupled to the frame assembly. In a variation of the present disclosure, the shroud assembly includes a top shroud member extending across the top of the unit. In a further variation of the present disclosure, the top shroud member includes an air duct formed in a lower side and a fan positioned to move air through the air duct. In a still further variation of the present disclosure, the top shroud member and the electric motor cooperate to form a second air duct over the top of the electric motor. In yet another variation of the present disclosure, air passing through the second air duct enters the air duct of the top shroud member. In yet still another variation of the present disclosure, the unit further includes a motor controller operatively coupled to the electric motor and a cooling system for regulating the temperature of the electric motor. In a variation of the present disclosure, the cooling system is air-cooled. In another variation of the present disclosure, the cooling system is liquid-cooled. In a further variation of the present disclosure, the cooling system includes a radiator positioned behind the fan of the top shroud member.

[0017] In yet another example of the present disclosure, the electric vehicle further includes: a light bar supported by the vehicle frame, the light bar including a plurality of individually controllable zones, including a first central zone, a second zone, and a third zone, the second zone having a first second-zone segment on a first side of the first central zone and a second second-zone segment on a second side of the first central zone, the third zone having a first third-zone segment on a first side of the first central zone and a second third-zone segment on a second side of the first central zone. The electric vehicle further includes a lighting controller operatively coupled to each of the first central zone, the second zone, and the third zone of the light bar, the lighting controller controlling at least one lighting characteristic of each of the first central zone, the second zone, and the third zone of the light bar to indicate a state of charge of the one or more batteries of the electric powertrain.

[0018] Although multiple embodiments have been disclosed, other embodiments of the disclosed subject matter will be apparent to those skilled in the art from the following detailed description of the illustrative embodiments that show and describe the disclosed subject matter. Accordingly, the drawings and the detailed description are to be regarded as illustrative in nature and not restrictive. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and other features and advantages of the present disclosure and the manner of achieving them will become more apparent and will be better understood by referring to the following description of embodiments of the invention in conjunction with the accompanying drawings, in which:

[0020] Figure 1 A side view of an exemplary recreational vehicle of the present disclosure is shown;

[0021] Figure 2 Shows Figure 1 a left rear perspective view of an exemplary recreational vehicle;

[0022] Figure 3 Shows Figure 1 a left rear perspective view of the frame assembly and rear suspension assembly of an exemplary recreational vehicle;

[0023] Figure 4 Shows Figure 1 a top view of the frame assembly and rear suspension assembly of an exemplary recreational vehicle;

[0024] Figure 5 Shows Figure 1 a side view of the frame assembly and rear suspension assembly of an exemplary recreational vehicle;

[0025] Figure 6 Shows Figure 1 a left rear exploded view of the frame assembly and rear suspension assembly of an exemplary recreational vehicle;

[0026] Figure 7 and Figure 8 shows a left rear perspective view of a shroud assembly of an exemplary recreational vehicle; Figure 1

[0027] Figure 9 shows Figure 1 a representative view of an electric powertrain of an exemplary recreational vehicle;

[0028] Figure 10 shows Figure 1 a left front perspective view of an exemplary recreational vehicle;

[0029] Figure 11 shows Figure 1 a right front perspective view of an exemplary recreational vehicle;

[0030] Figure 12 shows Figure 1 a left side view of an exemplary recreational vehicle with the door covering the charging port removed;

[0031] Figure 13 shows Figure 1 a left side view of an exemplary recreational vehicle with the left shroud removed;

[0032] Figure 14 shows Figure 1 a top view of an exemplary recreational vehicle;

[0033] Figure 15 shows Figure 1 a bottom view of an exemplary recreational vehicle;

[0034] Figure 16 shows Figure 1 a front view of an exemplary recreational vehicle;

[0035] Figure 17 shows Figure 1 a rear view of an exemplary recreational vehicle;

[0036] Figure 18 shows Figure 1 a representative view of an electric powertrain of an exemplary recreational vehicle;

[0037] Figure 19 shows Figure 18 the respective components of the electric powertrain in Figure 1 an exemplary location within the frame of an exemplary recreational vehicle;

[0038] Figure 20 shows a right front perspective view of the respective components of the electric powertrain positioned as in Figure 19 ;

[0039] Figure 21 Shows the right rear perspective view of the various components of the electric powertrain positioned as Figure 19 shown in;

[0040] Figure 22 Shows the right rear perspective view of the various components of the electric powertrain positioned as Figure 19 shown in, where the transmission and the rear drive are removed;

[0041] Figure 23 Shows the top view of the various components of the electric powertrain positioned as Figure 22 shown in, where an air cooling system is used to cool the inverter and the motor controller of the electric powertrain;

[0042] Figure 24 Shows the right rear perspective view of the various components of the electric powertrain positioned as Figure 23 shown in, where the inverter, the motor controller and the associated brackets are removed;

[0043] Figure 25 Shows the left rear perspective view of the various components of the electric powertrain positioned as Figure 21 shown in;

[0044] Figure 25A Shows the Figure 25 detailed view of the coupling;

[0045] Figure 26 Shows the left side view of the various components of the electric powertrain positioned as Figure 21 shown in;

[0046] Figure 27 Shows the right side view of the various components of the electric powertrain positioned as Figure 21 shown in;

[0047] Figure 28 Shows the right rear perspective view of the various components of the electric powertrain positioned as Figure 22 shown in, where a liquid cooling system is used to cool the inverter and the motor controller of the electric powertrain;

[0048] Figure 29 Shows the left rear perspective view of the various components of the electric powertrain positioned as Figure 22 shown in, where a liquid cooling system is used to cool the inverter and the motor controller of the electric powertrain

[0049] Figure 30 Shows the Figure 28 and Figure 29 components of the liquid cooling system;

[0050] Figure 31 Shows the right rear perspective view of the various components of the electric powertrain positioned as Figure 22Individual components of an electric powertrain located therein, where Figure 28 and Figure 29 's liquid cooling system is located in Figure 1 the frame of an exemplary recreational vehicle;

[0051] Figure 32 Shows Figure 1 a top view of an exemplary recreational vehicle, where the roll cage, seat, floor panel, and body panel are removed;

[0052] Figure 33 Shows Figure 1 a left rear perspective view of a portion of the shroud assembly of an exemplary recreational vehicle;

[0053] Figure 34 Shows Figure 1 a right side perspective view of a portion of the shroud assembly of an exemplary recreational vehicle;

[0054] Figure 35 Shows Figure 1 a left rear perspective view of a portion of the shroud assembly of an exemplary recreational vehicle, where the top shroud of the shroud assembly is removed;

[0055] Figure 36 Shows an outside view of a portion of the left shroud of the shroud assembly;

[0056] Figure 37 Shows Figure 36 an inside view of a portion of the left shroud of the shroud assembly including noise suppression material;

[0057] Figure 38 Shows Figure 1 a top view of a portion of the shroud assembly of an exemplary recreational vehicle, where the top shroud of the shroud assembly is removed, and shows noise suppression material placed on the left and right shrouds of the shroud assembly;

[0058] Figure 39 Shows an outside view of the top shroud of the shroud assembly;

[0059] Figure 40 Shows Figure 39 an inside view of the top shroud of the shroud assembly including noise suppression material and the fluid pipes and fan of the air cooling system for the electric motor of the powertrain;

[0060] Figure 41 Shows a left side perspective view of the individual components of the electric powertrain, where the top shroud of the shroud assembly is removed;

[0061] Figure 42 Shows Figure 41 the inside of the covered lid and noise suppression material;

[0062] Figure 43 Shows a right front view of a cross-sectional view along the longitudinal centerline of an exemplary vehicle, showing components of an air-cooling system for an electric motor of a powertrain; Figure 1 Shows a right front view of a cross-sectional view along the longitudinal centerline of an exemplary vehicle, showing components of an air-cooling system for an electric motor of a powertrain;

[0063] Figure 44 Shows a right rear view of a cross-sectional view along the longitudinal centerline of an exemplary vehicle, showing components of an air-cooling system for an electric motor of a powertrain; Figure 1 Shows a right rear view of a cross-sectional view along the longitudinal centerline of an exemplary vehicle, showing components of an air-cooling system for an electric motor of a powertrain;

[0064] Figure 45 Shows a left rear view of a cross-sectional view along the longitudinal centerline of an exemplary vehicle, showing Figure 1 components of an electric powertrain and additional noise suppression materials in the operator space of an exemplary vehicle; Figure 1 components of an electric powertrain and additional noise suppression materials in the operator space of an exemplary vehicle;

[0065] Figure 46 Shows an outside view of the floor and seat front panel of an exemplary vehicle; Figure 1 Shows an outside view of the floor and seat front panel of an exemplary vehicle;

[0066] Figure 47 Shows an inside view of the floor and seat front panel including noise suppression materials; Figure 46 Shows an inside view of the floor and seat front panel including noise suppression materials;

[0067] Figure 48 Shows attachment ports inside the cargo bed of an exemplary recreational vehicle; Figure 1 Shows attachment ports inside the cargo bed of an exemplary recreational vehicle;

[0068] Figure 49 Is a schematic diagram of a transmission system of an electric vehicle; Figure 1 Is a schematic diagram of a transmission system of an electric vehicle;

[0069] Figure 50 Is a flowchart of a computer-implemented method for reducing gear noise in an exemplary electric vehicle; Figure 1 Is a flowchart of a computer-implemented method for reducing gear noise in an exemplary electric vehicle;

[0070] Figure 51 Shows a transmission system of an exemplary electric vehicle having separate electric motors for the front and rear axles; Figure 1 Shows a transmission system of an exemplary electric vehicle having separate electric motors for the front and rear axles;

[0071] Figure 52 Is a flowchart of a computer-implemented method for controlling the traction torque of an electric vehicle;

[0072] Figure 53 Is a schematic diagram of a control component of an electric vehicle regarding a flowchart; Figure 52 of a flowchart; Figure 1 Is a schematic diagram of a control component of an electric vehicle regarding a flowchart;

[0073] Figures 54A to 54E Shows an architecture for integrating a DC / DC converter on an electric vehicle with a 12V uncontrolled load;

[0074] Figure 55 Is for Figure 1 An exemplary schematic diagram of the input end of the powertrain of an electric vehicle;

[0075] Figure 56 Is for Figure 1 An exemplary input end of the powertrain of an electric vehicle;

[0076] Figure 57 Is Figure 1 An exemplary schematic diagram of the charging cable and charging connector of an electric vehicle;

[0077] Figures 58A to 58C Is Figure 1 An exemplary visual indicator of the charging status of an electric vehicle;

[0078] Figure 59 Is for Figure 1 An exemplary processing sequence of the controller of an exemplary cooling system for an electric vehicle; and

[0079] Figure 60 Is for Figure 1 Another exemplary processing sequence of the controller of an exemplary cooling system for an electric vehicle.

[0080] Throughout these views, corresponding reference numerals indicate corresponding parts. Although the drawings represent embodiments in accordance with the present disclosure, the drawings are not necessarily to scale, and some features may be exaggerated for better illustration and explanation of the present disclosure. The examples set forth herein illustrate embodiments of the present disclosure in one form, and such examples should not be construed as limiting the scope of the present disclosure in any way. Detailed Description

[0081] Various embodiments of the present invention will be described in detail with reference to the accompanying drawings, in which, in all of the several views, like reference numerals represent like components and assemblies. Referring to the various embodiments does not limit the scope of the present invention, which is limited only by the scope of the appended claims. Additionally, any examples set forth in this specification are not intended to be limiting, but merely illustrate some of the many possible embodiments of the claimed invention.

[0082] Referring to Figure 1 and Figure 2, showing an illustrative embodiment of an exemplary electric vehicle 10. The electric vehicle 10 is configured for off-road conditions. It should be understood that the electric vehicle 10 is an exemplary recreational vehicle, particularly a side-by-side off-road vehicle. The electric vehicle 10 includes a plurality of ground-engaging members 12, illustratively front wheels 14 and rear wheels 16. Exemplary ground-engaging members include skis, endless tracks, wheels, and other suitable devices for supporting the electric vehicle 10 relative to the ground. In one embodiment, one or more of the ground-engaging members 12 may include tracks, such as the Prospector II tracks available from Polaris Industries, Inc., 2100 Highway 55, Medina, MN 55340, such as those shown in U.S. Patent Nos. 7,673,711 (Attorney Docket No. PLR-01-177.02P-US) and 10,118,477 (Attorney Docket No. PLR-09-27412.02P-US), or may include non-pneumatic tires, such as those shown in U.S. Patent Nos. 8,176,957 (Attorney Docket No. PLR-09-25371.01P) and 8,104,524 (Attorney Docket No. PLR-09-25369.01P).

[0083] The electric vehicle 10 further includes a frame assembly 20 supported on the ground by the plurality of ground-engaging members 12. The ground may generally be horizontal or undulating dirt, grass, concrete, or other surfaces. The frame assembly 20 extends along a longitudinal centerline C of the electric vehicle 10 L (see Figure 4 ). The frame assembly 20 includes cast parts, sheet metal parts, weldments, tubular components, or combinations thereof. Referring to Figure 4 , the frame assembly 20 includes a front frame assembly 22, a middle frame assembly 24, and a rear frame assembly 26. The middle frame assembly 24 is positioned between the front frame assembly 22 and the rear frame assembly 26 and is configured to support a plurality of seats and other components. The rear frame assembly 26 extends rearwardly from the middle frame assembly 24. The front frame assembly 22 extends forwardly from the middle frame assembly 24. The front frame assembly 22 and the rear frame assembly 26 each narrow at their respective ends longitudinally remote from the middle frame assembly 24.

[0084] The frame assembly 20 supports electric powertrain components 28 (see Figure 7 and Figure 8 ). The electric powertrain components 28 may include a number of high-voltage carrying components, including a charger, a battery, an electric motor, and / or a powertrain that provides power from the electric motor to at least one ground-engaging member. Figure 9 An exemplary embodiment and arrangement of the electric powertrain components 28 are shown in

[0085] Referring toFigure 9 , the electric powertrain component 28 includes a power source 60 that supplies power to the electric motor 62. The power source 60 can include one or more batteries or other energy storage systems capable of supplying power to the electric motor 62. The output shaft of the electric motor 62 is operatively coupled to the front driveline 64 via a drive shaft 65 to provide power to one or more front wheels 14, and is operatively coupled to the rear driveline 66 via a drive shaft 67 to provide power to one or more rear wheels 16. In an embodiment, a separate electric motor 62 is provided to power each of the front driveline 64 and the rear driveline 66. In an embodiment, a separate electric motor 62 is provided to power each of the front wheels 14 and the rear wheels 16. In an embodiment, the front driveline 64 and the rear driveline 66 can be operatively coupled together independently of the electric motor 62. Thus, one of the front driveline 64 and the rear driveline 66 can receive power from the electric motor 62 and supply power to the other of the front driveline 64 and the rear driveline 66. Further, in an embodiment, one or more reduction units can be included in the driveline at any point between the electric motor 62 and the front wheels 14 and / or the rear wheels 16.

[0086] In an embodiment, at least a portion of the electric powertrain component 28 is isolated from the external environment by a shroud assembly 30 coupled to the frame assembly 20. In the illustrated embodiment, the shroud assembly 30 is supported by the rear frame assembly 26. In an embodiment, the shroud assembly 30 is positioned below the cargo box 36 of the electric vehicle 10. It should be understood that the shroud assembly 30 is separate from the cargo box 36. The cargo box 36 is rotatably coupled to the frame assembly 20 at the rear of the cargo box 36. The cargo box 36 is coupled to the frame 20 independently of the shroud assembly 30. The shroud assembly 30 does not move with the cargo box 36.

[0087] In an illustrative embodiment, the shroud assembly 30 is positioned relative to the electric powertrain component 28 such that the shroud assembly 30 provides splash and spray protection from the external environment during operation, power washing, and / or preventing debris from entering the electric powertrain component space. Additionally or alternatively, the shroud assembly 30 is adapted to protect a user (e.g., a driver, a passenger, and / or a technician) from an accidental or unknowing interaction with a high voltage system (e.g., the electric powertrain component 28). Additionally or alternatively, the shroud assembly 30 is adapted to provide a means to seal or direct exhaust gases from the battery and / or provide a conduit for moving air for cooling the electric powertrain hardware. Additionally or alternatively, in some embodiments, the shroud assembly 30 may also attenuate the airborne noise of the electric powertrain component 28 and provide an acoustic barrier for a quieter electric vehicle (EV) experience. Additionally or alternatively, the shroud assembly 30 may also provide a decorative cover for the electric vehicle 10 for a neater and higher quality aesthetic. Further, for the shroud assembly 30, the electric vehicle 10 includes one or more body panels 70 (see Figure 1 and Figure 2 ) that may provide shielding for the electric powertrain 28.

[0088] The electric vehicle 10 further includes a plurality of suspension systems that couple the ground engaging members 12 to the frame assembly 20. For example, the rear suspension system 46 couples the rear wheels 16 to the rear frame assembly 26. Exemplary suspension systems are disclosed in the following patents: U.S. Patent No. 10,369,886; U.S. Patent Application Serial No. 16 / 013,210, filed on June 20, 2018, entitled "VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL"; U.S. Patent Application Serial No. 16 / 529,001, filed on August 1, 2019, entitled "ADJUSTABLE VEHICLE SUSPENSION SYSTEM"; U.S. Patent Application Serial No. 15 / 816,368, filed on November 17, 2017, entitled "ADJUSTABLE VEHICLE SUSPENSION SYSTEM"; U.S. Patent Application Serial No. 16 / 198,280, filed on November 21, 2018, entitled "VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING", the entire disclosures of which are hereby expressly incorporated by reference.

[0089] AsFigure 1 As shown, the mid-frame assembly 24 is configured to support the seats for the operator and one or more passengers. In the illustrative embodiment, the seats include an operator / driver seat and a passenger seat; however, the seats may also include a rear seat for additional passengers. Exemplary seats include a straddle seat, a bench seat, a bucket seat, and other suitable support members.

[0090] Additionally, the electric vehicle 10 illustratively does not include doors and has an open cab with a mesh enclosure. However, it should be understood that in some embodiments, the electric vehicle 10 may include two doors, four doors, or another suitable number of doors. In other embodiments, the electric vehicle 10 may include lower half doors, lower quarter doors, or soft canvas doors. Further, the electric vehicle 10 has a roll cage and is an open-air vehicle.

[0091] Now referring to Figures 3 to 6 , a detailed view of the frame assembly 20 of the electric vehicle 10 with a rear suspension system 46 is shown. For example, the rear frame assembly 26 includes a lower tubular frame structure 40 with a skid plate attached, an upper tubular frame structure 42, and a plurality of upright tubular connectors 44 connecting the lower tubular frame structure 40 and the upper tubular frame structure 42. The lower tubular frame structure 40, the upper tubular frame structure 42, and the plurality of connectors 44 create an electric powertrain component space for at least a portion of the electric powertrain components 28. As discussed above, the electric powertrain components 28 may include many high-voltage carrying components, and the shroud assembly 30 provides a physical barrier or protection for the electric powertrain components 28 from the environment. Figure 7 and Figure 8 A detailed view of the one-piece shroud assembly 30 is shown in

[0092] Referring to Figure 3 , the rear suspension 46 includes an independent left suspension 80 for the left rear wheel 16 and a right suspension 82 for the right rear wheel 16. Each of the left suspension 80 and the right suspension 82 includes a lower suspension arm 84 and an upper suspension arm 86, which are rotatably coupled to the frame assembly 20. Each of the left suspension 80 and the right suspension 82 is coupled together by an anti-roll bar 88 independently coupled to the frame assembly 20. Each of the left suspension 80 and the right suspension 82 further includes a shock absorber independently coupled to the frame assembly 20 independent of the lower suspension arm 84 and the upper suspension arm 86.

[0093] Now referring to Figure 7 and Figure 8, the shroud assembly 30 is positioned rearward relative to the plurality of seats of the electric vehicle 10 and above the lower panel 40 of the rear frame assembly 26. The integral shroud assembly 30 includes a top panel 32 and side panels 34 to partially surround the electric powertrain components 28. Specifically, in the illustrative embodiment, the top panel 32 is positioned above the upper frame 42 of the rear frame assembly 26, and the side panels 34 are positioned between and attached to the upper frame 42 and the lower panel 40 of the rear frame assembly 26. Each of the top panel 32 and side panels 34 of the integral shroud assembly 30 can be made of a single layer or multiple layers of barrier materials (such as metal, plastic, adhesive material, composite, and / or other suitable materials).

[0094] The combination of the top panel 32 and side panels 34 of the shroud assembly 30 forms a barrier that at least partially surrounds the electric powertrain components 28 supported by the frame assembly 20, such as the electric powertrain components 28 supported by the lower frame portion 40 of the rear frame assembly 26. Such a barrier provides protection for the electric powertrain components 28 from environmental effects and / or attenuates the airborne noise of the electric powertrain components 28. As described above, the barrier can also protect users (e.g., drivers, passengers, and / or technicians) from accidental or unknowing interactions with the high-voltage system (e.g., the electric powertrain components 28). Additionally, the positions of the top panel 32 and side panels 34 of the shroud assembly 30 relative to the electric powertrain components 28 allow air to flow through the electric powertrain components 28 for cooling and exhaust evacuation.

[0095] Furthermore, since the electric powertrain components 28 are positioned below the cargo box 36, the shroud assembly 30 can prevent debris from the cargo box 36 from entering the electric powertrain component space. It should be understood that the shroud assembly 30 is separate from the cargo box 36. As Figure 8 shown, the cargo box 36 is positioned above the shroud assembly 30. Specifically, the shelf 38 is coupled to the upper frame 42 of the rear frame assembly 26 and is adapted to support the cargo box 36. As Figure 8 shown, the top panel 32 of the shroud assembly 30 is positioned between the cargo box 36 and the electric powertrain components 28 supported on the rear frame assembly 26.

[0096] Referring to Figures 10 to 47 , additional details regarding the electric vehicle 10 are disclosed. Referring to Figure 10 , the electric vehicle 10 includes an operator area 100 having a seat 102. The seat 102 is illustrated as a bench seat, but can include other exemplary seats, such as bucket seats. The operator area 100 further includes a steering input 104, illustratively, a steering wheel operatively coupled to the front wheels 14 to change the direction of travel of the electric vehicle 10. Referring to Figure 12, the operator area 100 is covered by a roll cage 110, which includes a rear portion 112, a front portion 114, and an intermediate portion 116 connecting the rear portion 112 and the front portion 114. The rear portion is coupled to the frame assembly 20 and is positioned behind the seat 102 and in front of the cargo box 36. The front portion is coupled to the frame assembly 20 and is positioned in front of the steering input 104.

[0097] Referring to Figure 18 , an exemplary electric powertrain 120 for an electric vehicle 10 is shown. The electric powertrain 120 includes a power source 60 that supplies power to an electric motor 62. The power is provided by a high-voltage control system 122. In an embodiment, the power source 60 supplies DC power, and the high-voltage control system 122 includes an inverter for generating AC power from the DC power and various control hardware and / or software (such as a pulse-width modulation circuit system and controls) for controlling the power level of the AC power supplied to the electric motor 62. The power source 60 may include one or more batteries or other energy storage systems capable of supplying power to the electric motor 62. The output shaft of the electric motor 62 is operatively coupled to a transmission 124. A first output 126 of the transmission 124 is operatively coupled to a front drive 64 to drive one or more front wheels 14, and a second output 128 of the transmission 124 is operatively coupled to a rear drive 66 to drive one or more rear wheels 16.

[0098] In an embodiment, the transmission 124 includes a shiftable transmission having a plurality of gear settings. Exemplary shiftable transmissions include a low gear setting, a high gear setting (higher speed than the low gear setting), a neutral setting in which the output of the transmission 124 rotates freely relative to the input of the transmission 124, and a park setting in which the output of the transmission 124 is held stationary. Further, the electric motor 62 can operate in a first direction, which causes the electric vehicle 10 to move in a forward direction in either the low gear setting or the high gear setting of the transmission 124, and the electric motor can operate in a second direction, which causes the electric vehicle 10 to move in a reverse direction in either the low gear setting or the high gear setting of the transmission 124.

[0099] Referring to Figure 55, which shows a representation of a transmission 124 having the following four settings: a low gear setting 602, a high gear setting 604, a neutral setting 606, and a park setting 608. Each of the low gear setting 602, the high gear setting 604, the neutral setting 606, and the park setting 608 can be selected via a first user input 620, which has a first position 622 corresponding to the transmission 124 being in the low gear setting 602, a second position 624 corresponding to the transmission 124 being in the high gear setting 604, a third position 626 corresponding to the transmission 124 being in the neutral setting 606, and a fourth position 628 corresponding to the transmission 124 being in the park setting 608. Exemplary first user inputs 620 include levers, dials, sliders, rotary handles, and other suitable input devices having multiple selectable positions. In an embodiment, the first user input 620 rotates or translates in a single degree of freedom.

[0100] The electric motor 62 also has a forward setting 632 and a reverse setting 634, in which the output of the electric motor 62 rotates in a first direction in the forward setting and rotates in a second direction opposite the first direction of the forward setting 632 in the reverse setting. Each of the forward setting 632 and the reverse setting 634 can be selected via a second user input 630, which has a first position 636 corresponding to the electric motor 62 being in the forward setting 632 and a second position 638 corresponding to the electric motor 62 being in the reverse setting 634. Exemplary second user inputs 630 include levers, dials, sliders, toggle switches, switches, rotary handles, and other suitable input devices having multiple selectable positions. In an embodiment, the second user input 630 rotates or translates in a single degree of freedom.

[0101] In an embodiment, both the first user input 620 and the second user input 630 are carried by a common support 640. In an example, the support 640 supports the first user input 620, and the first user input 620 supports the second user input 630 such that the common support 640 supports both the first user input 620 and the second user input 630.

[0102] Referring to Figure 56, an exemplary embodiment of a first user input 620 and a second user input 630 is shown. The first user input 620 is a shift lever 641 having an operator grip portion 642, and the operator grip portion includes markings 644 for each of a first position 622, a second position 624, a third position 626, and a fourth position 628 of the first user input 620. The shift lever 641 is rotatable about a pivot (not shown) in a direction 646 to select a desired one of the first position 622, the second position 624, the third position 626, and the fourth position 628 of the first user input 620. The pivot serves as a common support 640. In an embodiment, a linkage (not shown) couples the first user input 620 to the transmission 124 such that a corresponding one of a low gear setting 602, a high gear setting 604, a neutral setting 606, and a park setting 608 of the transmission 124 is set via the linkage. In an embodiment, a sensor monitors the position of the shift lever 641 and provides an indication to a transmission controller (not shown), and the transmission controller electronically sets a corresponding one of the low gear setting 602, the high gear setting 604, the neutral setting 606, and the park setting 608 of the transmission 124.

[0103] In an exemplary embodiment of the second user input 630, a toggle switch 650 is shown. The toggle switch 650 includes markings 652 for each of a first position 636 and a second position 638 of the second user input 630. By pressing a portion 654 of the toggle switch 650 corresponding to an "R" marking, the second position 638 is selected, and a controller of the high voltage control system 122 operatively coupled to the toggle switch 650 sets the electric motor 62 to a reverse setting 634. Similarly, by pressing a portion 656 of the toggle switch 650 corresponding to an "F" marking, the first position 636 is selected, and a controller of the high voltage control system 122 operatively coupled to the toggle switch 650 sets the electric motor 62 to a forward setting 632.

[0104] In an embodiment, the shift lever 641 is positioned to the right of the steering input 104 (see Figure 16) By grasping the operator grip portion 642 of the shift lever 641, the operator can easily select one of the first position 622, the second position 624, the third position 626, and the fourth position 628 of the first user input 620 and select one of the first position 636 and the second position 638 of the second user input 630 with the same hand without releasing the operator grip portion 642 of the shift lever 641. In an embodiment, for example, when plowing snow with the electric vehicle 10, the operator can select the first position 622 with the shift lever 641 and keep their hand on the operator grip portion 642 to select between the first position 636 and the second position 638 of the second user input 630, so as to move the electric vehicle 10 backward and forward. In an embodiment, the electric motor 62 will only switch between the forward setting 632 and the reverse setting 634 when the electric vehicle 10 is stopped. In an embodiment, the second user input 630 can be used to request a change in the electric motor 62, such as switching from the forward setting 632 to the reverse setting 634, while the electric vehicle 10 is moving, and the high-voltage control system 122 will delay the effect of the request until the electric vehicle 10 stops. The advantage of the shift lever 641 is especially that it allows the selection of the first position 636 or the second position 638 on a single control member when the transmission 124 is in the low gear setting 602 or the high gear setting 604.

[0105] Referring to Figures 19 to 27 , the various components of the electric powertrain 120 are shown as being positioned within the frame assembly 20 of the electric vehicle 10. Referring to Figure 19 , the power source 60 includes a plurality of battery packs, illustratively the battery pack 130 and the battery pack 132. The battery pack 130 is positioned below the driver portion of the seat 102, and the battery pack 132 is positioned so as to be below the rear portion of the passenger portion of the seat 102 on the right side of the electric vehicle 10. In other examples, the battery packs 130 and 132 can be in other positions. For example, the positions of the battery packs 130 and 132 can be selected to improve the balance of the vehicle 10, provide space in a selected area of the operator area 100, improve the heat dissipation or shock protection of the batteries 130 and 132, etc. The plurality of battery packs can be electrically connected in series, in parallel, or in a combination of series and parallel. In some examples, the plurality of battery packs can be modular or expandable, such that the selected number of battery packs and the selected configuration of the plurality of battery packs can be determined based on the predetermined function or performance of the vehicle 10. The battery packs 130, 132 are charged with a battery charger 140 (see Figure 21 ), and the battery charger receives electrical energy through a charging connector 142 (see Figure 12 and 21 ). Referring to Figure 13, the charging connector 142 is covered by a cover 144. The cover 144 is hinged to the body panel 70 along an edge 144. The hinge connection is angled with respect to both the horizontal and the vertical. The advantage of such a hinge structure is in particular that when the charging connector 142 is not connected to an external power source, the charging connector cover 144 falls closed due to gravity.

[0106] Referring Figure 57 , the charging connector 142 includes an interface 700 on a front face 702. The interface 700 includes a plurality of connectors 704 represented as grooves that receive corresponding connectors 706 of an interface 708 of a charging cable 710 when the charging cable 710 is connected to the charging connector 142. The charging cable 710 is operatively coupled to a power source 712, such as a power grid or a generator.

[0107] The charging cable 710 includes a first light source 720 that is disposed on a face 722 of the interface 708 to illuminate the charging connector 142 when the charging cable 710 is close to the charging connector 142. Although the light source 720 is shown on the face 722 of the interface 708, the first light source 720 can also be supported on other parts of the charging cable 710 as long as it provides illumination directly or indirectly (e.g., through a mirror or a light guide) to illuminate the charging connector 142. A single first light source 720 is shown, but in an embodiment, more than one first light source 720 is provided. Exemplary first light sources 720 include light-emitting diodes, light bulbs, and other suitable light sources.

[0108] In an embodiment, the charging cable 710 includes a release trigger (not shown), and the first light source 720 is illuminated when an operator presses the release trigger. The first light source 720 will remain on until the operator presses the release trigger. In an embodiment, the release trigger carries or actuates features on the charging cable 710 that cooperate with features on the charging connector 142 to hold the charging cable 710 to the charging connector 142, and when the release trigger is pressed, these corresponding features are moved to allow the charging cable 710 to separate from the charging connector 142. In an embodiment, the first light source 720 can remain illuminated for a period of time after the release trigger is pressed.

[0109] In an embodiment, the charging cable 710 includes a second light source 730. The light source 730 is positioned on the top side 732 of the charging cable 710 and serves as an indicator for an operator as to whether the charging cable 710 is properly connected to the charging connector 142. Although the light source 730 is shown on the top side 732 of the charging cable 710, the second light source 730 may also be supported on other portions of the charging cable 710 as long as it provides a visual indicator to the operator, either directly or indirectly (such as through a mirror or a light guide), as to whether the charging cable 710 is properly connected to the charging connector 142. A single second light source 730 is shown, but in an embodiment, more than one second light source 730 is provided. Exemplary second light sources 730 include light-emitting diodes, light bulbs, and other light sources. In an embodiment, the second light source 730 is replaced or augmented by one or more of an audio indicator and a tactile indicator.

[0110] In an embodiment, the charging cable 710 includes a sensor 740 and a controller 742. In an embodiment, the sensor 740 senses whether current is flowing from the power source 712 through the charging cable 710 to the charging connector 142. Based on the sensor 740, the controller 742 enables the first light source 720 or disables the second light source 730. For example, when the charging cable 710 is connected to the charging connector 142 and current flow is detected, the controller 742 causes the second light source 730 to be enabled to provide a visual indication of a proper connection. When no current flow is detected, the controller 742 disables the second light source 730.

[0111] Further, based on the sensor 740, the controller 742 may enable the first light source 720 or disable the first light source 720. For example, when the charging cable 710 is disconnected from the charging connector 142, the controller 742 causes the first light source 720 to be enabled to illuminate the charging connector 142 as the charging cable 710 approaches the charging connector 142. When current flow is detected, the charging cable 710 is connected to the charging connector 142, and the first light source 720 is disabled by the controller 742. In an embodiment, the charging connector 142 includes an accelerometer, and the controller 742 enables the first light source 720 in response to movement of the charging cable 710.

[0112] In an embodiment, the electric vehicle 10 provides a visual indication to an operator located outside the envelope of the electric vehicle 10 as to the charging status of the electric vehicle 10 and / or a charging fault of the electric vehicle 10. Refer to Figure 14, the envelope of the electric vehicle 10 has a horizontally extending range defined by the rear side 800 of the electric vehicle 10, the front side 802 of the electric vehicle 10, the left side 804 of the electric vehicle 10, and the right side 806 of the electric vehicle 10. The visual indication provided by the electric vehicle 10 is visible several feet away from the electric vehicle 10 and does not require peering into the operator area 100 of the electric vehicle 10.

[0113] In an embodiment, the visual indication is provided by one or more existing lights included on the electric vehicle 10 for illuminating the surrounding environment or for indicating the status of the vehicle, such as braking. Refer to Figure 16 , the electric vehicle 10 includes a light bar 810 that is positioned below the hood 812 of the electric vehicle 10 and is located between the headlights 814. In an embodiment, the light bar 810 is used to provide a visual indication of the charging status of the electric vehicle 10 and / or a charging fault of the electric vehicle 10. Thus, an operator in the surrounding environment can be able to determine the charging status of the electric vehicle 10 by looking at the front side 802 of the electric vehicle 10.

[0114] Refer to Figures 58A to 58C , the light bar 810 includes a plurality of individually controllable zones, including zone Z1 820, zone Z2 822, and zone Z3 824. Zone Z1 820 is a single section, while both zone Z2 822 and zone Z3 824 include a plurality of non-connected sections. Each of zone Z1 820, zone Z2 822, and zone Z3 824 may include a plurality of lighting sources. Exemplary lighting sources include light-emitting diodes, light bulbs, and other suitable light sources. In an embodiment, the lighting controller 830 of the electric vehicle 10 (see Figure 58A ), which may be part of a vehicle controller or other system controller, controls one or more lighting characteristics of the lighting sources in each of zone Z1 820, zone Z2 822, and zone Z3 824 to indicate the charging status of the electric vehicle 10. Exemplary lighting characteristics include on / off, brightness level, color, and other suitable characteristics.

[0115] In an exemplary embodiment, the lighting controller 830 receives an input from the high-voltage control system 122 regarding the charging state of the electric vehicle 10 and monitors the key switch state (on / off) of a key (not shown) of the electric vehicle 10. If the electric vehicle 10 is not charging and the key switch state is set to on, the lighting controller 830 enables each of the zones Z1 820, Z2 822, and Z3 824. If the electric vehicle 10 is not charging and the key switch state is set to off, the lighting controller 830 disables each of the zones Z1 820, Z2 822, and Z3 824. If the electric vehicle 10 is charging, regardless of the key switch state, and the state of charge of the power source 60 is between a first threshold and a second threshold, the lighting controller 830 turns on and off each of the zones Z1 820, Z2 822, and Z3 824 in sequence, starting with zone Z3 824, then zone Z2 822, then zone Z1 820, and repeats. If the electric vehicle 10 is charging, regardless of the key switch state, and the state of charge of the power source 60 is between the second threshold and a third threshold, the lighting controller 830 turns on zone Z3 824 and pulses on and off zones Z2 822 and Z1 820. If the electric vehicle 10 is charging, regardless of the key switch state, and the state of charge of the power source 60 is between the third threshold and a fourth threshold, the lighting controller 830 turns on zones Z3 824 and Z2 822 and pulses on and off zone Z1 820. Exemplary thresholds include a first threshold of 0%, a second threshold of 33%, a third threshold of 66%, and a fourth threshold of 100%. When the state of charge of the power source 60 reaches the fourth threshold, each of the zones Z1 820, Z2 822, and Z3 824 is turned on and remains on if the key switch state is on, and is turned on for a first time period and then off if the key switch state is off. The exemplary time period is five minutes.

[0116] Although the light bar 810 is positioned on the front side 802 of the electric vehicle 10, the light bar 810 or other indicator lights can be placed on one or more of the rear side 800 (e.g., the rear panel), the left side 804, and the right side 806. Further, the light bar 810 or other indicator lights can be placed on the roll cage 110.

[0117] Return to Figure 19 , the high-voltage control system 122 includes via a plurality of high-voltage cables 156 (see Figure 21)Connect battery packs 130 and 132 to first battery controller 150 and second battery controller 152 of motor controller 154. First battery controller 150 and second battery controller 152 include contactors and control when each of battery packs 130 and 132 is connected to motor controller 154. Although described as including first battery controller 150 and second battery controller 152, in other examples, electric powertrain 120 may include multiple battery controllers, e.g., each battery controller associated with one or more respective battery packs. Motor controller 154 includes an inverter and associated circuitry to regulate the power level provided to electric motor 160, which is coupled to motor controller 154 via high voltage cable 156. In some examples, motor controller 154 may be mounted to the unit 160 that houses electric motor and / or transmission 168.

[0118] Referring to Figure 23 , output shaft 162 of electric motor 160 carries first pulley 164 (see Figure 25 ). Input shaft 166 of transmission 168 carries second pulley 170 (see Figure 25 ). First pulley 164 is operatively coupled to second pulley 170 by a flexible annular coupling (illustratively belt 172). As Figure 25 shown, each of first pulley 164, second pulley 170, and belt 172 includes laterally extending ribs that are staggered to reduce slippage of belt 172 relative to either first pulley 164 or second pulley 170.

[0119] Transmission 168 includes an integral rear drive unit 174 having an output coupling 176. Integral rear drive unit 174 is operatively coupled to rear wheel 16 via half shafts 178 (see Figure 4 ). Transmission 168 further includes an output coupling 177 that is operatively coupled to front drive unit 64 via a central drive shaft 178 (see Figure 45 ).

[0120] As Figure 25 shown, electric motor 160 and transmission 168 are coupled together as unit 180. Unit 180 is coupled to frame assembly 20 via a pair of front mounts 182 ( Figure 25 shows the left front mount) and a rear mount 184. Unit 180 is supported by front mounts 182 and suspended from rear mount 184. Figure 31 Unit 180 mounted to frame assembly 20 via front mounts 182 and rear mount 184 is shown.

[0121] Referring to Figure 24, unit 180 includes a left vehicle frame member 190 and a right vehicle frame member 192. The right vehicle frame member 192 is coupled to the left vehicle frame member 190 by a plurality of connectors 194 and a tension regulator support bracket 196, which will be further discussed herein. As Figure 25 and Figure 27 shown, two lower rear connectors 194 couple the transmission 168 to the left vehicle frame member 190 and the right vehicle frame member 192. Further, a short connector 198 also couples the transmission 168 to the left vehicle frame member 190.

[0122] Returning to Figure 24 , the electric motor 160 is carried by a bracket 200. The bracket 200 includes a left portion 202, a right portion 204, and an interconnecting rear portion 206. A lower front connector 194 near the front mount 182 couples the bracket 200 to the left vehicle frame member 190 and the right vehicle frame member 192. The bracket 200 is rotatable relative to the left vehicle frame member 190 and the right vehicle frame member 192 about the axis 210 of the lower front connector 194 in directions 212 and 214. In an embodiment, the lower front connector 194 passes through openings in both the bracket 200 and the electric motor 160. As the bracket moves about the axis 210 in one of the directions 212, 214, the electric motor 160 also moves with the bracket 200 about the axis 210 in one of the directions 212, 214.

[0123] As Figure 24 and Figure 25 shown, each of the left vehicle frame member 190 and the right vehicle frame member 192 includes a recess 220 to allow the electric motor 160 to rotate relative to the left vehicle frame member 190 and the right vehicle frame member 192. Further, a plurality of connectors 222 further couple the electric motor 160 to each of the left vehicle frame member 190 and the right vehicle frame member 192 to prevent the electric motor 160 from rotating relative to the left vehicle frame member 190 and the right vehicle frame member 192. Each connector 222 is received in a threaded boss 224 of the electric motor 160 (see Figure 24 ). Referring to Figure 25A , the opening 224 in the left vehicle frame member 190 that receives the connector 222 is elongated to allow the electric motor 160 and the bracket 200 to rotate as a unit about 210 when the connector 222 is loosened (see Figure 24 ).

[0124] Referring to Figure 26 , the center of rotation of the electric motor 160 is at a distance 230 behind the axis 210 of the connector 194. This positioning causes the electric motor 160 to rotate backward in the direction 212 when the connector 222 is loosened. Referring to Figure 24, the rotation of the bracket 200 and the electric motor 160 in the direction 212 is restricted by the tensioners 234 that extend from the tension regulator support bracket 196 and contact the interconnecting rear portion 206 of the bracket 200. In the illustrated embodiment, the tensioners 234 are bolts that are threadably received in the apertures of the tension regulator support bracket 196. The position of the tensioners 234 relative to the tension regulator support bracket 196 is maintained by lock nuts 236.

[0125] In operation, due to the spacing between the center of rotation of the first pulley 164 (output shaft of the electric motor 160) and the center of rotation of the second pulley 170 (input shaft of the transmission 168), the tension in the belt 172 can be adjusted as follows. The coupling 222 is loosened on both the left side frame member 190 and the right side frame member 192. The tensioners 234 are adjusted relative to the tension regulator support bracket 196 toward the front of the electric vehicle 10 to rotate the bracket 200 and the electric motor 160 in the direction 214 to increase the spacing between the center of rotation of the first pulley 164 (output shaft of the electric motor 160) and the center of rotation of the second pulley 170 (input shaft of the transmission 168), and thus increase the tension in the belt 172. In a similar manner, the tensioners 234 are adjusted relative to the tension regulator support bracket 196 toward the rear of the electric vehicle 10 to rotate the bracket 200 and the electric motor 160 in the direction 212 to decrease the spacing between the center of rotation of the first pulley 164 (output shaft of the electric motor 160) and the center of rotation of the second pulley 170 (input shaft of the transmission 168), and thus decrease the tension in the belt 172. Once in the desired position, the lock nuts 236 are tightened to hold the tensioners 234 in place.

[0126] Referring to Figure 22 and Figure 24 , a cable holder 240 is coupled to the right side frame member 192. The cable holder 240 includes a plurality of receiving members 242 in which respective high voltage cables 156 are positioned. The high voltage cables 156 are held in the receiving members 242 by fasteners (illustratively tie straps 244). In some examples, a cable harness 245 may be configured to retain and / or align the cables 156. For example, during installation and / or operation, the cable harness 245 may support the cables 156 at a selected spacing and / or orientation.

[0127] Referring to Figure 23 , an exemplary air cooling system 250 for the motor controller 154 is shown. The motor controller 154 is coupled to the right side frame member 192 by a U-shaped bracket 252 (see Figure 22 ). The bracket 252 includes an opening 254 (see Figure 25), the rear portion 256 of the motor controller 154 extends through the opening. Similarly, the front wall 258 and the rear wall 260 of the bracket 252 include openings (see Figure 25 ). The front wall 258 and the rear wall 260 define an air passage 262 between the right side frame member 192 and the rear portion 256 of the motor controller 154. One or more fans 264 positioned near the rear wall 260 of the bracket 252 draw air through the air passage 262 in the direction indicated by the arrow in Figure 23 . The air flow removes heat from the rear portion 256 of the motor controller 154. In an embodiment, the rear portion 256 of the motor controller 154 includes heat sinks to increase the surface area of the rear portion 256 in contact with the cooled air.

[0128] Referring to Figures 28 to 30 , an exemplary liquid cooling system 300 for the motor controller 154 is shown. Referring to Figure 30 , a cooling plate 302 is coupled to the U-shaped bracket 252, which illustratively has a flat rear surface 266. The cooling plate 302 includes a liquid fluid inlet 304, a liquid fluid outlet 306, and a serpentine fluid flow channel 308 connecting the liquid fluid inlet 304 and the liquid fluid outlet 306. The flat rear surface 266 of the rear portion 256 of the motor controller 154 forms the surface of the serpentine fluid flow channel 308, and a seal 310 seals the connection between the cooling plate 302 and the rear portion 256 of the motor controller 154 when the rear portion 256 of the motor controller 154 is coupled to the cooling plate 302 by fasteners 312.

[0129] Referring to Figure 28 and Figure 29 , the cooling plate 302 is coupled to an air-cooled radiator 320 through a coolant circuit 322 formed by a plurality of hoses. A fluid pump 324 is also connected to the coolant circuit 322 to pump the liquid coolant around the coolant circuit 322 and through the cooling plate 302 and the air-cooled radiator 320. The air-cooled radiator 320 is positioned at the rear end of the electric vehicle 10, behind the output 176 of the integrated rear drive unit 174.

[0130] Referring to Figure 43 and Figure 44 , an air-cooling system 400 for cooling the electric motor 160 is shown. The shroud assembly 30 of the electric vehicle 10 forms part of the air-cooling system 400. Referring to Figure 43 , the top shroud panel 402 defines an air passage 404 behind the electric motor 160 between an upper portion 408, a lower portion 410, and side portions 412 (see Figure 40 ) and 414. A fan 406 is disposed at the rear end of the air passage 404.

[0131] The top shroud panel 402 further includes a protrusion 420 to define an air passage 422 between the top side of the electric motor 160 and the top shroud panel 402. The air passage 422 is in fluid communication with the air passage 404. The shroud assembly 30 further includes a front shroud panel 430 located in front of the electric motor 160 and a bottom shroud panel 438 located below the electric motor 160 and in front of the transmission 168. The front shroud panel 430 includes an opening 432 that serves as the main air inlet of the air cooling system 400. The suction of the fan 406 and the direction of the air passage 404 towards the upper portion of the electric motor 160 and the presence of the bottom shroud panel 438 of the shroud assembly 30 cause the air entering the opening 432 of the front shroud panel 430 to move as indicated by the arrow through the air passage 422 across the top of the electric motor 160, enter the air passage 404, and pass through the fan 406 towards the air-cooled radiator 320 (see Figure 43 and Figure 44 ). In some examples, air can also flow below the electric motor 160 in a passage defined by the bottom shroud panel 438 and the electric motor 160.

[0132] To further enhance air flow, a sealing material 440 is carried by the top shroud panel 402 and positioned around the sides and front of the electric motor 160 (see Figure 40 , Figure 43 and Figure 44 ). Exemplary sealing materials include foams, rubbers, and other suitable compliant materials. To further enhance cooling, the electric motor 160 includes a plurality of heat dissipating devices to increase the surface area contacted by the air flow through the air cooling system 400.

[0133] This positioning of the air-cooled radiator 320 allows the air-cooled radiator 320 to be cooled by the air exiting the air cooling system 400 through the fan 406. Although the temperature of the air exiting the air cooling system 400 may be at a higher temperature compared to the ambient air temperature, it may remain at a temperature relative to the liquid coolant of the liquid cooling system 300 to remove sufficient heat to cool the motor controller 154.

[0134] In some examples, the air cooling system 250 and / or the liquid cooling system 300 may include at least one controller configured to monitor the temperature of one or more portions of the electric powertrain 120 and operate the air cooling system 250 and / or the liquid cooling system 300 to maintain the temperature within a selected temperature range. The cooling system controller may be independent of other controls, such as the first battery controller 150 and the second battery controller 152. During operation, based on the monitored temperature of the electric powertrain, the cooling system controller may control the operating state (e.g., on / off state or motor speed) of the fan 406 and / or the fluid pump 324. In some examples, the cooling system controller may operate hysteretically. For example, the cooling system controller may determine a selected temperature threshold (e.g., one or more limits of the selected temperature range) based on the rate of change of the monitored temperature. In this way, the cooling system controller may operate using a dynamic temperature threshold. In some examples, the dynamic temperature threshold may be based on the predicted state of the electric powertrain 120, including but not limited to increased electric motor output, decreased electric motor output, the orientation of the vehicle 100 (e.g., climbing or descending a grade), a change in steering input (e.g., coming out of a turn), or other vehicle inputs that may change the output of the electric powertrain 120.

[0135] In an embodiment, a controller (such as a vehicle controller or the high voltage control system 122) controls the operation of the electric motor 62 and the cooling system of the electric vehicle 10 (such as the air cooling system 400 and / or the liquid cooling system 300). Additionally, the controller may change the operation of the electric motor 62 and / or the cooling system based on various inputs, including vehicle drive mode, vehicle ground speed, acceleration, historical driving information (vehicle speed over time, acceleration over time), motor current, braking events, motor temperature, and other suitable parameters. In an embodiment, the controller selects a modulation drive curve for the electric motor 62 based on one or more parameters to counteract, for example, an expected temperature rise caused by the electric motor 62 and thus reduce the available torque. The advantage of selecting a modulation drive curve for the electric motor 62 that reduces the torque level allowed by the electric motor 62 is especially to increase the range of the electric vehicle 10 and / or maintain a "torque reserve" required to climb a hill.

[0136] In an embodiment, the cooling system of the electric vehicle 10 (such as the air cooling system 400 and / or the liquid cooling system 300) is controlled to act before a component (such as the electric motor 62) that would need to be cooled if overheated and counteract such heating before it occurs. Refer to Figure 59, shows the processing sequence 900 of the controller. As shown in block 902, the controller monitors the current characteristics of the components cooled by at least one of the air-cooling system 400 and / or the liquid-cooling system 300. In an embodiment, the component is the electric motor 62 and the characteristic is the temperature of the electric motor 62. As shown in block 904, the controller further monitors the characteristics of the system of the electric vehicle 10. In an embodiment, the system is the electric powertrain 120 and the characteristic is the load on the system. The load is a predictor of the temperature of the electric motor 62. An exemplary load indicator is the phase current level of the electric motor 62. As shown in block 906, based on the current temperature of the electric motor 62 and the load of the electric powertrain 120, the controller predicts the expected temperature rise of the electric motor 62 and adjusts the cooling system to counteract the expected temperature rise. Exemplary adjustments include speed control of the fluid pump 324 of the liquid-cooling system 300 (see Figure 31 ) (as shown in block 908), and speed control of the fan 406 of the air-cooling system 400 (see Figure 43 ) (as shown in block 910).

[0137] Referring to Figure 60 , shows the processing sequence 950 of the controller. The processing sequence has a conventional control 952 and a predictive control 954. If either the conventional control 952 or the predictive control 954 detects a condition that warrants a change in the cooling system of the electric vehicle 10, such as the fan speed of the air-cooling system 400 or the pump speed of the liquid-cooling system 300, the controller makes an adjustment, as shown in block 960. The conventional control 952 is reactive and thus notices the temperature rise more slowly, while the predictive control 954 acts before the temperature changes and acts more quickly. The advantage of the processing sequence 950 is especially that the predictive control 954 can address the expected temperature rise early, and the conventional control 952 can take over when the system load is reduced.

[0138] For the conventional control 952, the controller monitors the temperature of the component being cooled and adjusts the cooling system of the electric vehicle 10 when the monitored temperature exceeds a threshold, as shown in block 962. For the predictive control 954, the controller monitors the load of the system (such as the phase current of the electric motor 62), and adjusts the cooling system of the electric vehicle 10 when the monitored load exceeds a threshold, as shown in block 962.

[0139] In an embodiment, a portion of the powertrain of the electric vehicle 10 is located behind one or more shields of the shield assembly 30. The advantages of the shield assembly 30 as described herein are especially noise suppression of the noise from the powertrain to the operator space 100. Further, additional portions of the electric vehicle 10 include features for suppressing noise from the powertrain to the operator space 100.

[0140] Referring to Figure 22 、Figure 41 and Figure 42 , the first pulley 164, the second pulley 170, and the belt 172 are covered by the cover 450. The cover 450 is removably mounted to the left side frame member 190. Refer to Figure 42 , a noise suppression material 452 is adhered or otherwise coupled to the inner side of the cover 450. Exemplary noise suppression materials include polymer-based materials, foams, vinyls, felts, and other suitable sound damping materials. In an embodiment, the noise suppression material 452 is one of a spray foam or a foam insert.

[0141] Refer to Figure 40 , the top shroud panel 402 of the shroud assembly 30 also includes a noise suppression material 452 adhered or otherwise coupled to the inner surface 403 of the top shroud panel 402. Further, in an embodiment, the sealing material 440 is made of a noise suppression material that also serves as a seal for the air cooling system 400. As Figure 40 shown, the noise suppression material 452 covers the portion of the inner surface 403 of the top shroud panel 402 that is outside of the sealing material 440.

[0142] Refer to Figure 36 and Figure 37 , a portion of an exemplary left side shroud 460 of the shroud assembly 30 is shown, Figure 36 the outer side 464 in Figure 37 and the inner side 466 in Figure 33 . The left side shroud 460 is shown assembled to the frame assembly 20 as shown in Figure 34 . In Figure 37 , a similar right side shroud 462 is shown assembled to the frame assembly 20. Refer to Figure 38 , the inner side 466 of the left side shroud 460 includes a noise suppression material 452. The right side shroud 462 includes a similar noise suppression material 452 on the inner side of the right side shroud 462. Refer to

[0143] Refer to Figure 45 , along the region around the half shaft 178, particularly within the longitudinal extent of the operator space 100, additional noise suppression material 452 is included. Refer to Figure 14 , Figure 46 and Figure 47 , the operator space panel 500 includes an outer side 502 facing the operator space 100 (see Figure 46 ) and an inner side 504 facing the central drive shaft 178 (see Figure 47 ). The inner side 504 of the operator space panel 500 includes a noise suppression material 452 to help suppress noise from the rotating half shaft 178 and other parts of the powertrain.

[0144] Referring to Figure 48 , the interior of a portion of the cargo box 36 is shown. The interior of the cargo box 36 includes an accessory connector 510 to the electrical system of the electric vehicle 10. In some examples, the accessory connector 510 may include, for example, a low voltage power source of less than 12V or less than 24V, or a higher voltage power source of greater than 24V (such as, for example, about 120V). In some examples, the cargo box 36 may include a hinge configured to actuate the cargo box, for example, into a dump box configuration. In some examples, the wires coupling the accessory connector 510 to the electrical system of the electric vehicle 10 may include one or more flexible members configured to allow the wires to move and / or protect the wires when the cargo box 36 is moved into the dump box configuration.

[0145] Referring to Figure 49 , various applications of the vehicles of the present disclosure may require a quiet or noise-reduced powertrain assembly. However, due to the sound generated by gear teeth meshing together, many conventional gear sets and powertrains may cause an increase in noise in the vehicle at high speeds. To compensate for this, the vehicles of the present application may utilize a method to sense the noise generated from the transmission when the teeth of the EV motor gear and the teeth of the powertrain gear mesh together. The vehicle's inertial measurement unit ("IMU") may sense the noise from the tooth meshing and may provide the sensed noise as feedback into an MCU-regulated PID loop to transmit a phase-shifted oscillating torque to the electric motor (e.g., motor 1002) to cancel the noise from the gear tooth meshing. More particularly, when the noise at the transmission exceeds a predetermined threshold, the controller for motor 1002 may control a fast (e.g., millisecond-level) response torque vector to quickly adjust the torque from motor 1002. This noise cancellation method may be used any time the noise at the transmission exceeds a predetermined threshold, or may be used only when the vehicle is operating in one or more predetermined driving modes (e.g., stealth mode). In the latter embodiment, the noise may be sensed only at the transmission, and / or the phase-shifted oscillating torque adjustment may occur in response to the actuation of a predetermined driving mode. These examples, along with reducing noise, may also be implemented to provide vibration damping to improve occupant comfort and / or durability.

[0146] Now referring to Figure 50, a computer-implemented method 1500 for reducing gear noise in an electric vehicle is shown. The transmission in an electric vehicle may generate noise due to tooth meshing between the electric motor gear and the driveline gear. Specifically, the source of the noise is the micron-level flexure of the gear teeth when the gear teeth mesh and separate as the gears rotate. Then the gear noise resonates in the transmission of the electric vehicle. To reduce the transmission noise, a noise detection sensor can be used to detect the noise generated in the transmission due to tooth meshing. Then the detected noise is used as feedback into a proportional-integral-derivative (PID) loop regulated by a microcontroller (MCU) to transmit a phase-shifted oscillating torque to the electric motor, thereby eliminating the noise in the gear at a given motor speed.

[0147] In an illustrative embodiment, method 1500 is executed by a controller of the electric vehicle. In block 1502, the controller monitors the noise in the transmission to detect noise in the transmission due to tooth meshing that exceeds a first predetermined threshold. For example, the controller can be communicatively coupled to a noise detection sensor such as an inertial measurement unit (IMU) that is positioned on the transmission housing to detect noise from the transmission.

[0148] If the noise is not detected in block 1504, method 1500 loops back to block 1502 to continue monitoring the noise in the transmission. However, if the noise is detected in block 1504, method 1500 proceeds to block 1506.

[0149] In response to detecting the noise, the controller transmits a phase-shifted oscillating torque to the electric motor to eliminate the noise in the gear. To do this, the controller determines the frequency and period of the detected noise, as shown in block 1506.

[0150] In block 1508, the controller adjusts one or more electric motors to control the input gear torque to reduce tooth flexure. For example, for a 32-inch tire at 60 MPH, the typical speed at which gear teeth will mesh is in the range of 350 Hz. The controller can be configured to adjust the one or more electric motors to keep the frequency in a range from about 300 Hz to about 400 Hz, such as in a range from about 325 Hz to about 375 Hz, or in another selected frequency range.

[0151] In an illustrative embodiment, the one or more electric motors are adjusted with millisecond-level torque accuracy by pulse width modulation (PWM). Thus, to adjust the one or more electric motors, the controller adds a superimposed sinusoidal-like frequency torque signal to the main motor power signal to phase-shift the power signal.

[0152] Subsequently, in block 1510, the controller receives feedback from the transmission noise detection sensor and determines whether the noise is below a second predetermined threshold. If not, method 1500 loops back to block 1506 to continue adjusting the electric motor based on the updated frequency and period of the detected noise. However, if the controller determines that the noise is below the second predetermined threshold, method 1500 loops back to block 1502 to continue monitoring the noise generated by the gear teeth to detect noise exceeding the first predetermined threshold.

[0153] In some embodiments, the controller may determine whether the noise is minimized. For example, if the feedback from the transmission noise detection sensor indicates that the noise level is in a steady state and adding an additional sinusoidal-like frequency torque signal to the main motor power signal does not further reduce the noise, the controller determines that the noise is minimized.

[0154] In a gear transmission driven system with a single electric motor, the dimensions of the front half shaft and the rear half shaft are generally determined to withstand the maximum torque that the driveline can provide. This typically increases the cost and weight of the half shafts and may also limit the articulation angle of the half shaft joints. Thus, the required half shaft dimensions are often a limiting factor for the steering angle and / or suspension travel of the vehicle.

[0155] In contrast, as Figure 51 shown, the transmission system of an electric vehicle 1600 having separate electric motors 1602, 1604 for the front axle and the rear axle can be controlled by a motor controller 1606 to provide a higher articulation angle for sharper turning. By doing so, the weight and cost of these axles can be reduced and the axle life can be increased.

[0156] Specifically, the motor controller 1606 is configured to control the transmission system of the electric vehicle 1600 to protect the axles. Since the front axle and the rear axle of the electric vehicle are driven by separate electric motors, the peak torque of each electric motor can be controlled to remain below the limit of the corresponding axle. For example, as Figure 24 shown, the rear axle of the electric vehicle 1600 is a non-steering axle, while the front axle of the electric vehicle 1600 is a steering axle.

[0157] For the (multiple) non-steering axles, the motor controller 1606 is configured to monitor the peak torque suspension of the rear driveline to control the motor torque output of the rear axle not to exceed the limit or threshold of the corresponding axle.

[0158] For a (plurality of) steering axles, the motor controller 1606 is configured to monitor the steering angle of the front axle. Since the strength of the front axle depends at least in part on the angle of the joints at the ends of the axle, the joints become weaker and certain torque thresholds may cause failure at more extreme angles. Accordingly, when the wheels are steered beyond a threshold angle, the motor controller 1606 is configured to reduce the motor torque output supplied to the steering axle to prevent any damage to the axle. Additionally, the motor controller 1606 is further configured to monitor, e.g., with an accelerometer, the suspension position of the front axle to control the motor torque output. For example, the motor controller 1606 may increase the torque output when the half shafts are approaching a more straight angle or decrease the torque output as the half shaft angle increases.

[0159] In other words, for an electric vehicle having separate front and rear axle motors, the motor controller 1606 allows the electric vehicle 1600 to use joints with much higher angles to provide a sharper turning radius and increase suspension travel.

[0160] Now referring to Figure 52 and Figure 53 , a control schematic and a computer-implemented method 1800 for controlling the torque of an electric vehicle are shown. In an illustrative embodiment, the electric vehicle may include a traction control system that is configured to provide fast (e.g., millisecond-level) and precise torque control to improve vehicle stability and safety. For example, when using an electric vehicle for towing, it may cause too much power to be supplied to the tires and loss of traction. In such an example, the traction control system may be enabled to limit the towing torque. To that end, the vehicle controller of the electric vehicle is configured to detect traction loss (e.g., wheel slip). If the electric vehicle has wheel speed sensors, the vehicle controller may directly measure the vehicle ground speed based on the wheel speeds to detect its speed change due to traction loss. However, not all electric vehicles have wheel speed sensors. If the electric vehicle does not have wheel speed sensors, the electric vehicle may rely on a vehicle speed sensor at the output of the transmission to detect traction loss. However, the vehicle speed sensor at the output of the transmission may not be able to compensate for slip conditions and may not allow for correct vehicle speed measurements in various conditions. In such an embodiment, the method 1800 may be performed by the electric vehicle to detect traction loss and enable the traction control system.

[0161] In an illustrative embodiment, method 1800 may be performed by a vehicle controller of an electric vehicle to enable a traction control system. To this end, in block 1802, the vehicle controller determines an estimated vehicle ground speed. For example, if the electric vehicle does not have wheel speed sensors, it may not be possible to reliably measure the vehicle ground speed in all conditions. Thus, the vehicle controller estimates the vehicle ground speed by using a sensor fusion algorithm (e.g., a Kalman filter). A Kalman filter is an algorithm that provides an estimate of some unknown variable based on measurements observed over time. In this case, the Kalman filter estimates the vehicle ground speed based on at least one of GPS data, IMU data (e.g., triaxial accelerometer data), and vehicle speed sensor data (at the output of the transmission) measured and observed over time. All Kalman filter input signals are passed through a sanity check before processing. It should be understood that the Kalman filter input signals can be passed through a sanity check before processing.

[0162] If in block 1804 the vehicle controller determines that the vehicle ground speed estimate is not available, method 1800 proceeds to block 1806. In block 1806, the vehicle controller determines whether the motor speed derivative is higher than a predetermined acceleration limit.

[0163] However, if in block 1804 the vehicle controller determines that the vehicle ground speed estimate is available, method 1800 proceeds to block 1808. In block 1808, the vehicle controller determines whether the rate of change of the motor speed exceeds a predetermined threshold amount of the rate of change of the vehicle ground speed.

[0164] Subsequently, in block 1810, the vehicle controller detects vehicle slip. For example, if in block 1806 the vehicle controller determines that the electric motor speed derivative is higher than a predetermined acceleration limit, vehicle slip can be detected. Alternatively, if in block 1808 the vehicle controller determines that the rate of change of the motor speed exceeds a predetermined threshold amount of the rate of change of the vehicle ground speed, vehicle slip can be detected. In other words, if the electric motor speed changes too fast compared to the vehicle ground speed, vehicle slip is detected.

[0165] If no vehicle slip is detected in block 1812, method 1800 loops back to block 1802 to continue determining the estimated vehicle ground speed to detect vehicle slip. However, if vehicle slip is detected, method 1800 proceeds to block 1814 to enable the traction control system of the electric vehicle to limit the traction torque (e.g., torque reduction). It should be understood that the traction control system can also take into account the driver torque request, the driver brake request, the actual motor torque and / or speed, the maximum motor torque and / or speed of the electric vehicle, and / or the motor phase current and / or voltage for reducing the electric vehicle torque. It should be understood that the use of one or more electric motors in an electric vehicle allows the traction control system to provide fast and precise torque control.

[0166] After enabling the traction control system, method 1800 proceeds to block 1816 to detect whether vehicle slip is still detected based on the updated vehicle ground speed estimate and the updated motor speed. If vehicle slip is still detected in block 1818, method 1800 loops back to block 1816 to continue the detection until vehicle slip is no longer detected. In other words, the traction control can act as a torque control loop.

[0167] If in block 1818 the vehicle controller determines that vehicle slip is no longer detected, the vehicle controller disables the traction control system, which again increases the traction torque to the normal range, as shown in block 1820. Subsequently, method 1800 loops back to block 1802 to continue determining the estimated vehicle ground speed to detect vehicle slip.

[0168] It should be understood that if the electric vehicle has a single motor, the traction control system is configured to control that single electric motor. If the electric vehicle has multiple electric motors, the traction control system can control each axle individually, or even each wheel if each electric motor is associated with a single wheel. Additionally, in some embodiments, the operator of the electric vehicle can have the option to manually enable or disable the traction control system, and / or the traction control system can be automatically activated based on the vehicle operation or driving mode.

[0169] Now refer to Figures 54A to 54E, discloses an architecture for integrating a DC / DC converter on an electric vehicle with a 12V unregulated load. In an illustrative embodiment, a precharge circuit is enabled to reduce inrush current before closing the main battery contactor to enable high voltage components. However, due to the limited current supply capacity of the precharge circuit, precharging may fail if there is a load on the high voltage system. Since the operator and / or passengers of an electric vehicle can use the 12V battery as a constant power source for in-vehicle electronics and / or accessory components, there is still a need to develop a mechanism to disconnect the DC / DC converter that powers the 12V system during precharging.

[0170] To this end, the vehicle controller of the electric vehicle is configured to control a relay or connector to disconnect the DC / DC converter. As Figure 54A shown, in block 1902 the vehicle controller initiates the closing of the contactor. In an embodiment, the contactor is the (multiple) main battery contactors that trigger precharge and DC / DC relay operation as an initial condition. In block 1904, the vehicle controller disconnects the DC / DC enable contactor. Subsequently, in block 1906 the precharge circuit is enabled, and in block 1908 the main battery contactor is closed. It should be noted that the DC / DC converter remains disconnected. Subsequently, in block 1910, the DC / DC enable contactor is closed to power the 12V system.

[0171] Four possible configurations based on the DCDC component capabilities and system power levels:

[0172] High voltage contactors on the DC / DC enable and power lines, for disconnecting all HV voltages to the DCDC circuit. ( Figure 54B )

[0173] High voltage contactor on the DC / DC enable line, if recommended by the DCDC manufacturer, for switching power only to the enable circuit within the DCDC converter. ( Figure 54C )

[0174] High voltage contactors on the DC / DC enable and power lines, if required, with an additional low voltage relay on the DCDC output according to DCDC component requirements. ( Figure 54D )

[0175] Low voltage relay on the DCDC output, for disconnecting the 12v battery and load from the DCDC converter and preventing draw on the HV system. ( Figure 54E )

[0176] In some embodiments, to select an active driving mode of a vehicle, a two-step process (e.g., two intentional and distinct actions) may need to be performed by an operator. For example, for a vehicle with the transmission in park, the operator of the vehicle can select an active driving mode from one or more driving modes by performing the following two steps: (1) turning on the key, and (2) shifting from park to any drive gear (see Figure 55 ). In step (2), the drive gear can be a gear associated with a specific driving mode (e.g., reverse gear, forward gear, high gear, low gear), or the driving mode can be initiated simply by shifting from park to any drive gear. For example, if a Rock Crawl driving mode is desired, it may be necessary to shift from park to low gear. Conversely, if a Sport or High Performance driving mode is desired, it may be desirable to shift from park to high gear or forward gear. Alternatively, any driving mode can be initiated by shifting from park to any drive gear. If the vehicle is in a drive gear before the key is turned on, it may be necessary to first shift the transmission to park and then back to a possible drive gear. Alternatively, in another example, the operator can select an active driving mode by (1) turning on the key and (2) shifting from the current gear to a new possible drive gear. Alternatively, if the vehicle is in park or neutral, the operator can select an active driving mode by (1) turning on the key and (2) shifting from park or neutral to any possible drive gear.

[0177] The foregoing specification, examples and data provide a complete description of the manufacture and use of the composition of the invention. Since many embodiments of the invention can be made without departing from the spirit and scope of the invention, the invention is defined by the following claims.

Claims

1. An electric vehicle having a maximum vehicle lateral width, the electric vehicle comprising: a plurality of ground contact members; a frame assembly supported by the plurality of ground contact members, the frame assembly including a front frame assembly, a middle frame assembly, and a rear frame assembly; a seating area supported by the middle frame assembly; a roll cage extending over the seating area; electric powertrain components supported by the frame assembly, the electric powertrain components including an electric motor and a powertrain that is operable to provide power from the electric motor to at least one ground contact member; and a shroud assembly coupled to the rear frame assembly, the shroud assembly having a maximum shroud lateral width that is less than the maximum vehicle lateral width, wherein the shroud assembly includes a top shroud portion extending across the top of the electric powertrain components, and the top shroud portion includes an air duct formed on the lower side and a fan positioned to move air through the air duct.

2. The electric vehicle according to claim 1, wherein the shroud assembly includes a left shroud portion extending from a lower portion of the rear frame assembly to an upper portion of the rear frame assembly.

3. The electric vehicle according to claim 2, further comprising a left rear suspension that movably couples a first ground contact member of the plurality of ground contact members to the frame, the left rear suspension including a first suspension arm movably coupled to the frame assembly and a second suspension arm movably coupled to the frame assembly independent of the first suspension arm, wherein the left shroud portion is entirely located in front of a first connection point of the first suspension arm to the frame assembly.

4. The electric vehicle according to any one of the preceding claims, wherein the top shroud portion extends across the longitudinal centerline of the electric vehicle.

5. The electric vehicle according to claim 4, further comprising a cargo bed supported by the rear frame assembly, the top shroud portion extending below the cargo bed.

6. The electric vehicle according to claim 5, wherein the top shroud portion is coupled to the rear frame assembly independent of the cargo bed.

7. An electric vehicle having a maximum vehicle lateral width, the electric vehicle comprising: a plurality of ground contact members; a frame assembly supported by the plurality of ground contact members, the frame assembly including a front frame assembly, a middle frame assembly, and a rear frame assembly; a first rear suspension having a first suspension arm movably coupled to the frame and a second suspension arm movably coupled to the frame independent of the first suspension arm, the first suspension coupling a first ground contact member of the plurality of ground contact members to the frame assembly; a seating area supported by the middle frame assembly; a roll cage extending over the seating area; a cargo box coupled to the frame assembly; electric powertrain components supported by the frame assembly, the electric powertrain components including an electric motor and a powertrain that is operable to provide power from the electric motor to at least one ground contact member; and a shroud assembly coupled to the rear frame assembly, the shroud assembly including a top portion extending across the top of the electric powertrain components and across the longitudinal centerline of the electric vehicle and a first side portion extending downwardly from the top portion, wherein the top portion includes an air duct formed in the underside and a fan positioned to move air through the air duct.

8. The electric vehicle of claim 7, wherein, the first side portion is entirely in front of the first connection of the first suspension arm and the frame assembly.

9. An electric vehicle, comprising: a plurality of ground engaging members; a frame assembly supported by the plurality of ground engaging members, the frame assembly including a front frame assembly, a mid-frame assembly, and a rear frame assembly; a seat area supported by the mid-frame assembly; a cargo bed supported by the rear frame assembly; and an electric powertrain supported by the frame assembly, the electric powertrain including: one or more batteries positioned below the seat area; a unit mounted to the frame assembly by a plurality of mounts, the unit including: at least one frame member; an electric motor electrically coupled to the one or more batteries and coupled to the at least one frame member; a transmission coupled to the at least one frame member; and a flexible annular coupling operatively coupling the output end of the electric motor to the input end of the transmission; a drive shaft operable to provide power from the transmission to at least one ground engaging member; and a shroud assembly coupled to the frame assembly, wherein the shroud assembly includes a top shroud member extending across the top of the unit, and the top shroud member includes an air duct formed in the underside and a fan positioned to move air through the air duct.

10. The electric vehicle of claim 9, wherein, the electric motor is carried by a bracket rotatably coupled to the at least one frame member.

11. The electric vehicle of claim 9, wherein, the unit includes at least one tensioner that rotates the electric motor away from the transmission to increase the tension on the flexible annular coupling.

12. The electric vehicle of claim 9, wherein, the top shroud member and the electric motor cooperate to form a second air duct over the top of the electric motor.

13. The electric vehicle of claim 12, wherein, air passing through the second air duct enters the air duct of the top shroud member.

14. The electric vehicle of claim 9, wherein, the unit further includes a motor controller operatively coupled to the electric motor and a cooling system for regulating the temperature of the electric motor.

15. The electric vehicle of claim 14, wherein, the cooling system is air-cooled.

16. The electric vehicle of claim 14, wherein, the cooling system is liquid-cooled.

17. The electric vehicle of claim 16, wherein, The cooling system includes a radiator positioned behind the fan of the top shroud member.

18. The electric vehicle according to claim 9, further comprising: A light bar supported by the vehicle frame, the light bar including a plurality of individually controllable zones, including a first central zone, a second zone, and a third zone, the second zone having a first segment of the second zone on a first side of the first central zone and a second segment of the second zone on a second side of the first central zone, the third zone having a first segment of the third zone on a first side of the first central zone and a second segment of the third zone on a second side of the first central zone; and A lighting controller operatively coupled to each of the first central zone, the second zone, and the third zone of the light bar, the lighting controller controlling at least one lighting characteristic of each of the first central zone, the second zone, and the third zone of the light bar to indicate the state of charge of the one or more batteries of the electric powertrain.

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