Power control and accessory system

Abstract

A power control and accessory system (PCAS) module configured for use in a vehicle includes a thermal management system (TMS), a distribution assembly, a first power distribution unit, and a second power distribution unit. The TMS includes a housing and is configured to receive a fluid and supply the fluid to one or more vehicle accessories. The distribution assembly is secured to and flatwise along a first sidewall of the TMS housing, and is configured to distribute power. The first power distribution unit is provided with one or more first power distribution sockets arranged to face a first direction. The second power distribution module is provided with one or more second power distribution outlets arranged to face a second direction, the second direction being different from the first direction, the first power distribution outlets and the second power distribution outlets being configured to direct power to and from the distribution assembly.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit of U.S. Provisional Application Serial No. 63 / 525,891, filed July 10, 2023, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] This disclosure relates to the control and distribution of power and thermal management components used in electric vehicle systems, particularly medium-sized vehicles, heavy-duty vehicles, off-road vehicles, school buses, engineering vehicles, and mining electric vehicles. Background Technology

[0004] Vehicles (especially electric vehicles) include relatively complex systems that enable the propulsion, charging, heating, and cooling of the cabin and vehicle components located outside the cabin. Summary of the Invention

[0005] According to one aspect of this disclosure, a powertrain control and accessory system (PCAS) module configured for use in a vehicle is provided. The PCAS module may include a thermal management system (TMS), a distribution assembly, a first power distribution unit, and a second power distribution unit. The TMS may be configured to receive one or more fluids and discharge the fluids to one or more vehicle accessories, and the TMS may include a TMS housing having one or more sidewalls. The distribution assembly may be fixed to and lie flat along a first sidewall of the one or more sidewalls of the TMS housing, and the distribution assembly may be configured to distribute power to the one or more vehicle accessories. The first power distribution unit may have one or more first power outlets arranged facing a first direction. The second power outlet module may have one or more second power outlets arranged facing a second direction different from the first direction.

[0006] According to another aspect of this disclosure, a powertrain control and accessory system (PCAS) configured for use in a vehicle includes: a vehicle chassis having a front end and a rear end and a longitudinal vehicle axle extending between the front end and the rear end; an energy storage system; and a compartment module configured to supply conditioned air to a compartment of the vehicle. The PCAS may include a distribution assembly and a thermal management system (TMS). The distribution assembly may have a distribution housing configured to house one or more circuits. The TMS may be directly connected to the distribution housing and configured to direct refrigerant to the compartment module and to a coolant structure disposed in or defined by the distribution housing. The TMS may be positioned closer to the front end of the vehicle chassis than to the rear end of the vehicle chassis.

[0007] According to another aspect of this disclosure, a powertrain control and accessory system (PCAS) module configured for use in a vehicle is provided. The PCAS module may include a thermal management system (TMS), a distribution assembly, and a core assembly. The TMS may be configured to receive one or more fluids and supply the fluids to one or more vehicle accessories. The TMS may include a TMS housing formed by one or more sidewalls and a top wall extending between the sidewalls. The distribution assembly may be fixed to and lie flat along a first sidewall of the TMS housing, and may be disposed between the core assembly and the TMS housing. A transducer may be disposed within at least one of the core assembly and the distribution assembly. The transducer may be configured to receive voltage from a first power source and distribute the power at a second voltage from the distribution assembly to the one or more vehicle accessories. Some of the one or more vehicle accessories may be disposed above the top wall of the TMS housing. Attached Figure Description

[0008] Figure 1 and Figure 2 Several schematic diagrams illustrate the positioning of exemplary battery electric vehicles (BEVs) and exemplary fuel cell electric vehicles (FCEVs) and powertrain control and accessory systems (PCAS) in BEVs and FCEVs.

[0009] Figure 3A A top view of an exemplary vehicle and the front portion of the PCAS located in the vehicle is shown.

[0010] Figure 3B Examples Figure 3A The diagram shows a plan view of the exemplary vehicle and the front portion of the PCAS.

[0011] Figure 4A plan view of an exemplary PCAS is shown, which is installed in a frame rail terminal tractor.

[0012] Figure 5 A perspective view of an exemplary PCAS according to one or more embodiments is shown.

[0013] Figure 6A and Figure 6B Examples Figure 5 A perspective view of an exemplary PCAS is shown.

[0014] Figure 7 and Figure 8 Another example PCAS floor plan is shown.

[0015] Figure 9 Examples Figure 7 and Figure 8 The exploded perspective view of PCAS is shown.

[0016] Figure 10 Examples Figure 7 and Figure 8 The image shows a partial exploded perspective view of the PCAS.

[0017] Figure 11 and Figure 12 A perspective view illustrating a vehicle accessory configured for installation on a TMS is shown.

[0018] Figure 13 A perspective view illustrating an on-board charger assembly configured for installation into a PCAS is shown.

[0019] Figure 14 A perspective view of a junction box of a high-voltage distribution unit (HVPDU) according to one or more embodiments is shown.

[0020] Figure 15 Examples Figure 14 A perspective view of the electrical connections of the junction box shown.

[0021] Figure 16 Examples Figure 15 Another perspective view of the electrical connections of the junction box shown.

[0022] Figure 17 The front perspective view of the HVPDU interface is shown.

[0023] Figure 18 A partial plan view of an allocation component for use in a PCAS is illustrated according to one or more embodiments.

[0024] Figure 19 Examples Figure 18The diagram shows the floor plan of the distribution components.

[0025] Figure 20 Examples Figure 18 The perspective view of the assigned components is shown.

[0026] Figure 21 and Figure 22 Examples Figure 18 The exploded perspective view of the allocation components is shown.

[0027] Figure 23 An exploded perspective view of a low-voltage distribution unit (LVPDU) according to one or more embodiments is illustrated.

[0028] Figure 24 Examples Figure 23 The perspective view of the LVPDU shown.

[0029] Figure 25 An exemplary schematic diagram of a vehicle thermal management architecture is shown.

[0030] Figure 26 and Figure 27 Each is illustrated with a perspective view of an exemplary thermal management system (TMS) of PCAS.

[0031] Figure 28 A packaging window is shown surrounding the internal components of an exemplary TMS.

[0032] Figure 29A and Figure 29B Examples Figure 28 The perspective view of the TMS shown.

[0033] Figure 30 An exploded perspective view of an exemplary valve used in a TMS is shown.

[0034] Figures 31 to 34 A schematic fluid diagram of an exemplary vehicle including a TMS is shown.

[0035] Figure 35A and Figure 35B Another schematic fluid and electrical diagram of an exemplary vehicle including a TMS is shown.

[0036] Figure 36A and Figure 36B Another schematic fluid diagram of an exemplary vehicle including a TMS is shown.

[0037] Figure 37 A single-line layout diagram of a PCAS electrical system according to one or more embodiments is illustrated.

[0038] Figure 38 The boundary diagram of the TMS of PCAS is shown.

[0039] Figure 39 An example of a high-voltage interlock circuit is shown. Detailed Implementation

[0040] This document describes embodiments of the present disclosure. However, it should be understood that the disclosed embodiments are merely examples, and other embodiments may take various and alternative forms. The drawings are not necessarily to scale; some features may be exaggerated or minimized to show detail of particular components. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but merely as a representative basis for teaching those skilled in the art to employ the embodiments in various ways. As will be understood by those skilled in the art, various features illustrated and described with reference to any of the accompanying drawings may be combined with features illustrated in one or more other drawings to produce embodiments not explicitly illustrated or described. The combinations of illustrated features provide representative embodiments for typical applications. However, various combinations and modifications of features consistent with the teachings of this disclosure may be desired for particular applications or implementations.

[0041] This invention is not limited to the specific embodiments and methods described below, as specific components and / or conditions may vary. Furthermore, the terminology used herein is for the purpose of describing particular embodiments of the invention only and is not intended to be limiting in any way.

[0042] As used in the specification and appended claims, the singular forms “an,” “a,” and “the” include a plural referent unless the context clearly indicates otherwise. For example, references to the singular form of a component are intended to include multiple components.

[0043] The terms “substantially” or “about” may be used herein to describe the disclosed or claimed embodiments. The terms “substantially” or “about” may modify values ​​or relative features disclosed or claimed in this disclosure. In such cases, “substantially” or “about” may mean that the value or relative feature it modifies is within ±0%, 0.1%, 0.5%, 1%, 2%, 3%, 4%, 5%, or 10% of that value or relative feature.

[0044] When an element or layer is described as “located on another element or layer,” “joined to another element or layer,” “connected to another element or layer,” or “coupled to another element or layer,” it may be directly located on, joined to, connected to, or coupled to that other element or layer, or an intermediary element or layer may be present. Conversely, when an element is described as “directly located on another element or layer,” “directly joined to another element or layer,” “directly connected to another element or layer,” or “directly coupled to another element or layer,” an intermediary element or layer may not be present. Other terms used to describe relationships between elements should be interpreted in a similar manner (e.g., “between” vs. “directly between,” “adjacent” vs. “directly adjacent,” etc.). The term “and / or” includes any and all combinations of one or more of the associated listed items.

[0045] Although the terms first, second, third, etc., may be used to describe various elements, components, areas, layers, and / or segments, these elements, components, areas, layers, and / or segments should not be limited by these terms. These terms may only be used to distinguish one element, component, area, layer, or segment from another. Terms such as “first,” “second,” and other numerical terms, when used herein, do not imply a sequence or order unless the context clearly indicates otherwise. Therefore, the first element, component, area, layer, or segment discussed below may be referred to as the second element, component, area, layer, or segment without departing from the teachings of the exemplary embodiments.

[0046] Spatial relative terms (such as "inside," "outside," "below," "below," "lower," "above," "upper," etc.) may be used for descriptive convenience to describe the relationship of one element or feature to another, as illustrated in the figures. Spatial relative terms may be intended to cover different orientations of the device in use or operation other than those depicted in the figures. For example, if the device in the figures is flipped, an element described as "below" or "below" another element or feature would be oriented "above" that other element or feature. Thus, the example term "below" can cover both above and below orientations. The device may be oriented in other ways (rotated 90 degrees or in other orientations), and the spatial relative descriptors used herein will be interpreted accordingly.

[0047] The electrification of vehicles (particularly medium and heavy-duty vehicles, such as buses, off-road vehicles, tractor-trailers, fire trucks, mining vehicles, and any other vehicle with a gross vehicle weight rating ranging from 6,000 lbs to over 33,000 lbs) presents several challenges to the transportation industry. One of these challenges is achieving smooth and reliable control of medium and heavy-duty electric vehicles and ensuring that the integrated electric drive system powering the vehicle works seamlessly with the vehicle's powertrain, controls, and displays. In addition to regulating drive motor speed and other operating characteristics to ensure smooth acceleration, hill-climbing, regenerative braking, and other control aspects, a system is needed to provide reliable control and operation of vehicle accessories such as power steering, climate control, braking, and charging. Furthermore, the integrated electric drive system can include a powertrain control and accessory subsystem (PCAS) configured to provide such reliable control and operation.

[0048] The complexity of this issue lies in the fact that the electronic control system must be adaptable to a variety of vehicle types, each of which may employ accessories with different operating parameters. As a non-limiting example and as described herein, PCAS is configured for use in medium-duty (MD) trucks, heavy-duty (HD) trucks, buses, and terminal tractors. It should be understood that the term "heavy-duty vehicle" includes, but is not limited to, sleeper taxis or long-haul trucks, day taxis or cab-over-engine trucks, dump trucks, and garbage trucks. The term "medium-duty" can include front-engine buses, Class 6 to 7 trucks, and cab-over-engine trucks. PCAS can also be adopted in rear-engine buses, including low-floor and standard-floor chassis. Each of these vehicles may employ one or more accessories, such as pneumatic or electric brakes, hydraulic pumps, climate control, pre-charge modules, electrified power output modules (ePTO), DC fast charging, DC-DC converters, and on-board chargers.

[0049] The PCAS can be compatible with vehicles operating at different voltages, such as 12 volts or 24 volts, or other voltages as required. For vehicles with pneumatic brakes, the PCAS may include a brake air compressor configured to provide a flow rate of 13.4 cfm at 8 bar, or 13.4 cfm at 10 bar, or 14.5 cfm at 13 bar. A hydraulic pump may be part of the PCAS assembly, and the hydraulic pump may provide a flow rate of 16 lpm, 24 lpm, or 18.5 lpm at 186 bar, and up to 25 lpm at 206.8 bar, or another flow rate as required. If the vehicle includes electric brakes or electronic steering, the PCAS may include one or more motors to power the electric brakes and steering system. The PCAS may have a thermal load capacity ranging from 15 kW to 120 kW, allowing for the cooling or heating of one or more of the vehicle compartment, battery, converter, inverter, etc., as needed. As stated above, the PCAS may include a pre-charge module that limits inrush current before or during vehicle startup. Connectors (such as ePTO connectors) can be provided to supply up to 200kW for power output operation, and another connector can be provided to enable DC fast charging up to 300kW. The DC-DC converter can be configured to convert up to 20kW. The on-board charger can be configured to provide 11kW, 22kW, or another amount of power as needed.

[0050] Figure 1 and Figure 2 Various vehicle diagrams and the relative positions of the PCAS 60 within different vehicles are shown. These vehicles can be battery electric vehicles (BEVs) or fuel cell electric vehicles (FCEVs). Different BEVs (including wide-body terminal tractors and standard medium and heavy-duty categories) may include frame longitudinals, low-floor frames, and specialized chassis. In some BEVs, such as the frame longitudinals and specialized chassis used in wide-body terminal tractors and medium and heavy-duty vehicles, the PCAS may be positioned behind the radiator and in front of the ESS. The PCAS may be positioned behind the motor drive unit and adjacent to the radiator.

[0051] Figure 1The diagrams show the following configurations: BEV-PCAS front-mounted 10 for wide-body end-tractor vehicles with frame longitudinal beams; BEV-PCAS front-mounted 12 for standard MD / HD BEV-PCAS with frame longitudinal beams; BEV-PCAS rear-mounted 14 for low-floor (LFF) frame vehicles; BEV-PCAS front-mounted 16 for custom chassis (PBC) vehicles; FCEV-PCAS side-mounted 18 for wide-body end-tractor vehicles with frame longitudinal beams; FCEV-PCAS side-mounted 20 for standard MD / HD FCEV-PCAS with frame longitudinal beams; LFF FCEV-PCAS mid-mounted 22; and PBC FCEV-PCAS front-mounted 24. Figure 2 The following are illustrated: a side-mounted BEV-PCAS for a wide-body end-trailer vehicle with a frame longitudinal beam 26; a side-mounted BEV-PCAS for a standard MD / HD frame with a frame longitudinal beam 28; a side-mounted BEV-PCAS for a standard MD frame (e.g., a school bus) 30; and a hood-mounted BEV-PCAS for a standard MD frame (e.g., a school bus) 32. The vehicles listed above (10 to 32) are not an exhaustive list, and this disclosure also contemplates other types of vehicles not specifically provided.

[0052] In the BEV-PCAS front-mounted 10 of the frame longitudinal beam wide-body terminal tractor, the PCAS 60 can be positioned above the front axle 40, which extends between a pair of frame longitudinal beams 38. The PCAS 60 can be fluidly connected to a radiator 46 and electrically connected to one or more ESS modules 34, which can be positioned in front of the PCAS 60 and rearwards between the frame longitudinal beams 38. The PCAS 60 can also be electrically connected to a charging port 50, which can be positioned on one of the frame longitudinal beams 38 and behind the pedal 48. An ePTO (ePTO) module 54 can be positioned on the other frame longitudinal beam 38 and electrically connected to the PCAS 60. The ePTO can be operatively connected to an electric drive unit 36, which can be positioned adjacent to and operatively connected to the rear axle 42.

[0053] The standard MD / HD BEV-PCAS front mount 12 of the chassis longitudinal beam may include an intermediate axle 44 disposed between the front axle 40 and the rear axle 42, and the intermediate axle 44 and the rear axle 42 may each be coupled to an electric drive unit 36. A pair of ESS modules 34 may be disposed between the PCAS 60 and the drive unit 56 fixed to the intermediate axle 44, a third ESS module 34 may be disposed between the pedal 48 and the ePTO 54, and a fourth ESS module 34 may be disposed between the pedal 48 and the charging port 50.

[0054] The PBC BEV–PCAS front mount 16 may include a pair of custom frame longitudinal beams 52 fixed to the front axle 40, the middle axle 44, and the rear axle 42. The PCAS 60 may be mounted above the front axle 40 and behind the radiator 46. Three ESS modules 34 may be positioned between the drive units 56 fixed to the middle axle 44.

[0055] The PCAS 60 of the LFF frame BEV-PCAS rear-mounted 14 can be positioned behind the rear axle 42, and the radiator 46 can be positioned adjacent to the PCAS 60 and arranged parallel to the longitudinal axis of the vehicle 14. The ESS module 34 can be positioned in front of the drive unit 56 fixed to the intermediate axle 44 and behind the front axle 40.

[0056] The FCEV-PCAS side-mounted tractor with a wide-body frame longitudinal beam can include a fuel cell DC / DC converter positioned above the front axle 40 and behind a radiator 46. The radiator 46 can be configured to regulate the temperature of an ESS module 34, which can be positioned between the fuel cell 58, the vehicle DC / DC converter 64, and the hydrogen tank 36. A PCAS 60 can be positioned between a foot pedal 48 and an ePTO 54, and another hydrogen tank 36 can be positioned behind the foot pedal, which is located on a frame longitudinal beam 38 opposite to the PCAS 60 to which it is fixed.

[0057] The PCAS 60 of the standard MD / HD FCEV-PCAS side-mounted 20 can be fixed to one of the frame longitudinal beams 38 and located between the ePTO 54 and the pedal 48. A fuel cell radiator 62 can be positioned between the fuel cell 58, the vehicle DC / DC converter 64, and one of the hydrogen tanks 36. Another hydrogen tank 36 can be positioned between the pedal 48 and the center axle 44. The LFF FCEV-PCAS mid-mounted 22 can include a pair of hydrogen tanks 36, which can be positioned behind the front axle 40 and in front of the radiator 46. The radiator 46 can be positioned adjacent to the ESS module 34 and the PCAS 60, which can be jointly positioned in front of the drive unit 56 fixed to the center axle 44. The fuel cell radiator 62 and the fuel cell DC / DC converter can each be positioned behind the rear axle 42.

[0058] The PCAS 60 of the PBC FCEV-PCAS front mount 24 can be positioned above the front axle 40 and between the radiator 46 and the fuel cell radiator 62. The PBC FCEV-PCAS front mount 24 includes a pair of specially designed chassis frame longitudinal beams 52, and the ESS module 34, hydrogen tank 36, and fuel cell radiator 62 can be positioned between the central portions of each frame longitudinal beam in the frame longitudinal beams 52. The PCAS 60 can be positioned in front of the fuel cell radiator, above the front axle 40, and behind the radiator 46.

[0059] One or more vehicles envisioned herein (such as a standard MD frame (e.g., a school bus) BEV-PCAS side mount 30 and a standard MD frame (e.g., a school bus) BEV-PCAS under-hood mount 32) may include a cabin module 66 configured to regulate the temperature of the vehicle cabin. In one or more embodiments, the cabin module 66 may be attached to one of the frame longitudinal beams 38 and disposed between the ESS module 34 and the rear axle 42.

[0060] Figure 3A A top view of the front end of an exemplary vehicle (such as school bus 68) is shown. Figure 3B Designed Figure 3A The diagram shows a plan view of the front of an exemplary vehicle and PCAS. Vehicle 68 includes a front axle (such as a steering axle 70), a pair of frame longitudinal beams 38, and crossbeams 74. Crossbeams 74 may be configured to support heat exchangers (e.g., radiators). For clarity, portions of vehicle 68 such as the compartment, hood, and fenders are not shown. The longitudinal axle LA of vehicle 68 extends from the rear of the vehicle's ROV to the front of the vehicle's FOV. Barriers (such as firewalls 76) may be located behind the steering axle 70 and one or more portions of PCAS 60.

[0061] Figure 5 A rear perspective view of a PCAS 60 according to one or more embodiments is shown. Figure 6A and Figure 6B The front and rear perspective views of a PCAS 60, which has multiple electrical wires and fluid lines, are shown. The PCAS 60 includes a thermal management system (TMS) 78, a low-voltage distribution unit (LVPDU) 88, a high-voltage distribution unit (HVPDU) 86, a distribution assembly 82, a core assembly 84, and one or more vehicle accessories, which may include an on-board charger 96, a power steering pump 92, and an air compressor 94.

[0062] As will be described herein, the PCAS 60 can be configured with a modular design suitable for use in various types of vehicles. Additionally or alternatively, the modular design of the PCAS can be configured to be arranged within various vehicles, allowing access to one or more portions of the PCAS for maintenance. The HVPDU 86 can be arranged facing the ROV of vehicle 68. The HVPDU 86 may include multiple high-voltage sockets 104. Some of the high-voltage sockets 104 can be arranged on a stepped structure 106 to allow wiring to be routed to accommodate the connection of one or more ESS modules 34 (e.g., eight-cell batteries) to the high-voltage sockets 104. A portion of the HVPDU 86 can be housed within a core assembly 84, and a cover portion 108 of the HVPDU 86 can be secured to the rear portion or wall 100 of the core assembly 84.

[0063] The core assembly 84 includes a rear wall 100 and a front wall 110 that can be secured (e.g., fastened) to the dispensing assembly 82. The upper portion of the front wall 110 includes an inclined surface 98 that can be positioned below and substantially parallel to one or more portions of the firewall 76. The arrangement of the core assembly 84 relative to the firewall 76 allows access to the HV receptacle 104, enabling relatively easy maintenance. The dispensing assembly 82 may include a base 112 and one or more peripheral walls 114 that extend from the base 112 (e.g., away from the base toward the core assembly 84, in a direction parallel to the longitudinal axis LA of the vehicle 68, or substantially perpendicular to the longitudinal axis LA) to form a receptacle 116. Figure 18 The base 112 of the dispensing assembly 82 may also be referred to as the rear wall and may be directly connected to one or more portions of the TMS housing 80 (e.g., rear wall 118). The front wall 110 of the core assembly 84 may be referred to as a cover, which is configured to cover the socket 116 of the dispensing assembly 82. Figure 18 ).

[0064] A portion of the dispensing assembly 82 (e.g., the bottom portion) may include a pair of lower flanges 122, which may be secured to one or more portions of the TMS housing 80 (e.g., the bottom portion) by one or more fasteners or other suitable means. The pair of flanges, along with one or more portions of the front wall or cover 110, may define a recess 124. Figure 18The recess 124 may be provided between a pair of lower flanges 122 of the dispensing assembly 82. The recess 124 may provide access to one or more fluid connectors 126 configured to receive or connect one or more fluid lines 120. For example, one or more fluid lines 120 may be provided below one or more HV lines 102 and extend parallel to the one or more HV lines.

[0065] As described herein, LVPDU 88 and HVPDU 86 are independent components to allow for independent maintenance of LVPDU 88 and HVPDU 86. LVPDU 88 may include a housing 132 and an access cover 134, which can be removed to access the interior of housing 132. LVPDU 88 may be positioned above TMS housing 80 and in front of distribution assembly 82, allowing LVPDU 88 to be accessed for maintenance (e.g., from one side of vehicle 68). LVPDU may include one or more controllers and control boards configured to supply low-voltage power and control one or more components of vehicle and PCAS 60. LVPDU 88 may be secured to the rear wall 112 of distribution assembly 82 (e.g., directly connected to the rear wall), and LVPDU support bracket 130 may be secured to LVPDU housing 132 and TMS housing 80.

[0066] The on-board charger 96 can be positioned on top of the TMS housing 80 and adjacent to the LVPDU 88. The on-board charger 96 can be electrically connected to one or more electrical components of the distribution assembly 82, such as a DC / DC converter, which can be configured to regulate the flow of energy into the ESS module 34 (e.g., the vehicle battery pack) while taking into account the increased internal resistance of the battery as the state of charge increases. The on-board charger 96 eliminates the need for an external battery charger and can save tens of thousands of dollars in infrastructure costs per vehicle and simplify the charging process. A cover (such as on-board charger cover 136) can be attached to the TMS housing 80 and enclose one or more portions of the on-board charger 96. The steering pump 92 and the air compressor 94 can each be attached to the cover 136 of the on-board charger 96.

[0067] The PCAS 60 can be supported and attached to a vehicle via one or more mounting brackets and one or more isolators. The mounting bracket may include a front mount 142 and one or more peripheral mounts 138. The front mount 142 may have a U-shaped configuration configured to receive and support the TMS housing 80, and the peripheral mounts 138 may be secured to the side of the PCAS 60. In one or more embodiments, one or more electrical wires may extend through the peripheral mounts 138.

[0068] Figure 4 A side plan view of a FCEV wide-body end tractor with PCAS 60 installed is shown. The TMS 78 of PCAS 60 can be positioned near the front of the vehicle, and the HVPDU 86 can be positioned near the rear of the vehicle 18. The LVPDU 88 can be positioned on one side of the vehicle 18 to allow access to the LVPDU 88.

[0069] Figure 7 and Figure 8 Each shows a side plan front view of another PCAS component 148 according to one or more embodiments. Figure 9 An exploded perspective view of the PCAS assembly 148 is shown. The core assembly 146 includes a rear wall 156, a front wall 164, an upper portion 152, and a bottom portion 158. A portion of the rear wall 156 (e.g., the bottom portion 158) may define one or more orifices 160 configured to receive or accommodate one or more portions of the HVPDU 86. The upper portion 152 may include a sloped surface 154 extending from the bottom portion of the rear wall 156 to the front wall 164 of the core assembly. The rear wall 164 may be configured to enclose the dispensing assembly 72. For example, the sloped surface may define one or more recesses or channels 166 configured to reduce weight, deflect debris or water away from the dispensing assembly 82, or both.

[0070] As described herein, the components of PCAS 144 are arranged to provide a relatively compact design, which is configured for use in a wide variety of vehicles with different packaging. The overall length L1 of PCAS 144 can range between 800 mm and 1,200 mm, the height H1 can range between 480 mm and 720 mm, and the width W1 can range between 480 mm and 720 mm.

[0071] In one or more embodiments, PCAS 144 may include one or more supports configured to position PCAS 144 or its components during installation into a vehicle or during assembly. For example, HVPDU 86 may include a handle 151 configured for gripping and manipulating by an operator or device (e.g., a robotic arm). Dispensing assembly 82 may include one or more supports 148 with openings configured to receive hooks or other means to enable lifting and positioning of dispensing assembly 82 and / or PCAS 144. TMS 78 may include one or more supports 150 that may be integrally formed with TMS housing 80.

[0072] Figure 10 An exploded rear-view perspective view of PCAS 144 is shown. For clarity, the on-board charger is not illustrated. One or more electrical connections may be located within an area that is situated above the housing 80 of TMS 78 and partially enclosed by the base 112 of the distribution assembly 82 and the LVPDU 88. These one or more electrical connections may include an on-board charger HV output socket 164, an accessory HV output socket 166, a measurement port 168, a TMS HV output socket 170, and an HV output auxiliary socket 172, all of which may extend from the base 112 of the distribution assembly 82. A low-voltage (LV) harness socket 174 may extend from the LVPDU 88. The measurement port 168 may be electrically connected to one or more electrical components (e.g., Figure 18 The current-limiting resistor plate 250 shown is one or more electrical components configured to receive a measuring device (e.g., a voltmeter) to measure the voltage of PCAS 144 prior to maintenance of PCAS 144.

[0073] The TMS HV output socket 170 can supply HV power from the distribution component 82 to one or more components of the TMS 80 (e.g., a PTC heater and an AC compressor). The core module housing 66 may include one or more vents (such as gore vent 172) configured to relieve pressure within one or more coolant passages formed in the core module housing 66.

[0074] The base 112 of the dispensing assembly 82 may define one or more openings configured to provide access to components disposed in the dispensing assembly 82. For example, a fuse printed circuit board (PCB) 178 ( Figure 17 The PCB can be disposed within the distribution housing 82, and the contact plate or cover 176 can be fixed to the base 112 of the distribution housing 82 to enable access to the fuse PCB 178.

[0075] PCAS 144 may include one or more air compressors (such as brake air compressor 94) configured to provide pressurized air to the vehicle's brakes. Electric steering pump 92 may be positioned above the TMS and adjacent to brake air compressor 94. Electric steering pump 92 may be configured to provide pressurized fluid (e.g., power steering fluid) to the vehicle's steering system. Brake air compressor 94, power steering pump 92, or both may include a motor inverter configured to convert DC to AC. Integrating the inverter into individual components (such as brake air compressor 94 and power steering pump 92) instead of providing a single inverter for all such components eliminates the need for a larger inverter and reduces the overall size of PCAS 144.

[0076] Figure 11 A perspective view of the power steering pump 92 and the steering pump mounting bracket 180 attached to the power steering pump 92 is illustrated. The pump mounting bracket 180 may include one or more struts 184 extending from a base 186 of the pump mounting bracket 180. The mounting bracket 184 may be configured for attachment to the TMS housing 80 of the TMS 78. The one or more struts 184 may be configured such that the power steering pump 92 is spaced apart from the base 186 of the mounting bracket 180. The spacing may be configured to allow the power steering motor 92 to be acoustically decoupled from the TMS module 78. One or more component isolators may be attached to the base 186 of the mounting bracket 180 to further facilitate acoustic decoupling of the power steering pump 92 from other parts of the PCAS 144.

[0077] Figure 12 A perspective view of a brake air compressor 94 and a brake air compressor bracket 188 fixed to the air compressor 94 is illustrated. The brake compressor bracket 188 may include a cross support 190 and one or more peripheral walls 192 that may surround and be connected to the cross support 190. One or more component isolators 182 may be fixed to an end portion of the cross support and disposed within the one or more peripheral walls 192.

[0078] Figure 13A bottom perspective view of an on-board charger 96 according to one or more embodiments is shown. One or more sides of the on-board charger 96 may include one or more electrical sockets configured to receive one or more wires for connection to vehicle components and PCAS 144. The one or more sockets may include a battery charger socket 198, an HV input AC / DC socket 194, and an HV DC output socket 196. The HV input AC / DC socket may be connected to an HV input AC / DC cable from an Electric Vehicle Supply Equipment (EVSE) component, such as an EV charger. The HV DC output socket may be connected to an HV DC output cable 202, which may be connected to one or more ESS modules in ESS module 34.

[0079] Figure 14 A front perspective view of the HV junction box 217 of the HVPDU 86 according to one or more embodiments is shown. Figure 15 A rear perspective view of one or more junction box connectors 232 is shown, and Figure 16 A front perspective view of one or more junction box connectors 232 is shown. An HV junction box 217 may form part of an HVPDU 86, and the junction box 217 may include a first sidewall 210, a second sidewall 214, and a base 212, each extending from a cover 108 of the HVPDU 86. The junction box 217 may be configured to accommodate one or more electrical components and one or more junction box connectors 232.

[0080] The one or more electrical components may include a pre-charge contactor 204, a pre-charge circuit 206, and a ground fault sensor 208, which may each be mounted to a first sidewall 210 of the junction box 217. The pre-charge circuit 206 may be configured to ensure that the inrush current is below the positive contactor threshold to change the current of the HV bus to a safe increment before closing the contactor (e.g., the pre-charge contactor 204), thereby enabling HV power distribution. The pre-charge circuit 206 may include a pre-charge resistor that may be configured to dissipate power to reduce the rated current before being connected to the pre-charge contactor 204 as part of a contactor control sequence during HV wake-up operation. The ground fault sensor 208 may be configured to detect a ground fault within the HVPDU 86 to disconnect power and prevent damage or harm to the PCAS 144.

[0081] The junction box connector 232 may include one or more stacked busbars 218, one or more fuses 224 (e.g., large fuses), a first number of single-pole contactors 226, a second number of single-pole contactors 228, a first number of HV contactors 220, a second number of HV contactors 222, and one or more double-pole contactors 230. The stacked busbars 218 may be arranged in one or more layers 218a-218c to facilitate electrical connections between the single-pole contactors 220, 222, the double-pole contactors 230, and the fuses 224. The one or more fuses 224 may be round fast-acting fuses configured to protect the ESS module 34, the drive inverter, and the HV bidirectional power port.

[0082] For example, the stacked busbar 218 may include one or more bent portions to achieve a stepped structure 106 for the electrical connectors and HV socket 104. Figure 5 The arrangement is relatively compact. The first layer 218a can be directly connected to the first number of single-pole contactors 226, the second layer 218b can be directly connected to each fuse in the fuses 224, and the third layer 218c can be directly connected to the second number of single-pole contactors 226. Each layer of 218a-218c can be directly connected to the first number of HV contactor assemblies 220 and the second number of HV contactor assemblies 222.

[0083] Figure 17 A rear view of an HVPDU 86 with an HV socket 104 and a stepped structure 106 is illustrated. The HV 104 socket may include multiple positive and negative ports and a fuse access panel 246. The fuse access panel 246 may be selectively removed to provide access to one or more fuses 224 disposed in the HVPDU junction box 217. A first pair of ports includes a positive first port 234a and a negative first port 234b, and a second pair of ports includes a positive second port 236a and a negative second port 236b. The first and second pairs of ports may each be configured to supply a continuous current of 500 amps (A) to one or more vehicle loads (e.g., a DC fast charger or a fuel cell) via one or more contactors 220, 222, fuses 224, or both.

[0084] The third pair of ports includes a positive third port 238a and a negative third port 238b, which can be configured to supply a continuous current of 500A to the vehicle's drive inverter. The fourth pair of ports includes a positive fourth port 240a and a negative fourth port 240b, which are configured to supply current to at least one of the ePTO 54 (e.g., 200A), the braking resistor (e.g., 300A), and the drive inverter (e.g., 400A) via one or more fuses in fuse 224. The fifth pair of ports includes a positive fifth port 242a and a negative fifth port 242b, which are configured to supply current to the fifth wheel (e.g., 100A), the ePTO 54 (e.g., 200A), and the braking resistor (e.g., 300A) via one or more fuses in fuse 224. The first pair of ports 234 through the fifth pair of ports 242 can each be configured to supply the amperes disclosed above at a nominal voltage of 700V. It should be understood that the values ​​described above are approximate and can be adjusted as needed. The one or more ports include a plurality of positive ESS ports 244a and a plurality of negative ports 244b, which can be collectively configured to supply and receive power from one or more ESS modules in ESS module 34.

[0085] Figure 18 A plan view of the dispensing assembly 82 is illustrated. The dispensing assembly 82 may include a dispensing housing 113, which includes one or more peripheral walls 114, each of which extends from a base 112 and together forms a socket 116 of the dispensing housing 113. Figure 19 A plan view of a dispensing component 82 with a dispensing component cover 270 is shown. Figure 20 and Figure 21 Each shows a perspective exploded view of the allocation component 82.

[0086] In one or more embodiments, the dispensing housing 113 may be formed by casting and comprise one or more alloys (e.g., aluminum, magnesium, or other suitable materials), and include one or more peripheral walls 114 extending from the base 112 of the dispensing housing 113. The dispensing housing 113 may include a first side 113a and a second side 113b, the first side being directly attached to the TMS housing 80 (e.g., Figure 10The second side may define an opening in the socket 116. For example, the second side 113b may include a cover 270 that, when assembled, may cover the socket 116. The socket 116 may be configured to receive one or more electrical components, including a high-voltage interlock circuit (HVIL) PCB 276, a DC-DC electronic module 252, one or more busbars 258, 260, a fuse PCB 178, and a current-limiting resistor board 250.

[0087] One or more third single-pole contactors 248 may be fixed to one or more peripheral walls and extend into the socket 116 to enable connection between the distribution assembly 82 and one or more vehicle loads (e.g., a DC fast charger or a fuel cell). The base 112 may define an aperture (such as an LVPDU opening 266) that may be configured to receive one or more connectors of the LVPDU 88 to enable connection via the adapter board 280 to the system control module 278 (FIG. 36).

[0088] One or more busbars may be fixed to one or more inner walls or bases 112 of the distribution housing 113. For example, a first busbar 258 and a second busbar 260 may be disposed within the socket 116, and the first busbar 254 may be connected to the positive HV busbar cable 256 and the negative HV busbar cable 254 configured for connection with the HV PDU 86. The second busbar 260 may be connected to the on-board charger HV output socket 164, the accessory HV output socket 166, the TMS HV output socket 170, and the HV output auxiliary socket 172.

[0089] The DC-DC control module 252 can be configured to convert a high voltage from one or more batteries or battery strings to a lower voltage (e.g., 12V or 24V) to power one or more components (such as cabin accessories). The DC-DC electronic control module 252 may include one or more electronic circuits (e.g., one or more printed circuit boards 252a, 252b, 252c), electromechanical devices, or both, to convert a DC source from one voltage level to another. Circuit boards 252a, 252b, 252c may each include a height HPCB and a length LPCB. The height HPCB may range from 75mm to 125mm, and the length LPCB may range from 350mm to 490mm. Each of the circuit boards 252a, 252b, 252c may be spaced from the edge of the distribution component cover 270 by a first gap G, which may have a range between 21mm and 35mm.

[0090] The DC-DC control module 252 may generate a significant amount of heat during operation, and the distribution assembly 82 may include one or more heat exchangers configured to capture the heat generated by the DC-DC control module 252 during operation. The distribution assembly 82 may be fluidly connected to the TMS 80 and may include a coolant manifold 272 provided with one or more coolant channels or passages 274a, 274b, 274c in which coolant may be directed to capture or supply heat to the DC / DC converter 102. In one or more embodiments, the coolant channels 274a, 274b, 274c may each include a pair of U-shaped passages opposite each other and formed or defined by the base 112 of the distribution housing 113.

[0091] For example, coolant passages 274a, 274b, and 274c can be closed (e.g., sealed) by a coolant cover 268 configured to be fixed to a base 112 (e.g., a first side 113a of a dispensing housing 113a). The coolant cover may include one or more fluid receptacles, such as a first fluid coolant port 260, a second coolant port 262, and a breather port 264. The breather port 264 may be formed by one or more vents (such as gore vents), each configured to relieve pressure within the one or more coolant passages 274a, 274b, and 274c. The first coolant port 262 and the second coolant port 264 may be collectively configured to receive and discharge coolant from and to the dispensing assembly.

[0092] Figure 23 and Figure 24 Each LVPDU 88 is shown in perspective view according to one or more embodiments. The LVPDU 88 may include an LVPDU housing 132, which may include a first half 282 and a second half 290, the first half and the second half being attachable to each other by one or more fasteners (not illustrated) or another suitable means. The first half 282 may include an access cover 134, and removing the access cover 134 provides access to an LVPDU PCB 284 disposed within the first half 282 of the LVPDU housing 132. The LVPDU housing 132 may also be configured to house an LVPDU adapter board 286 and an LVPDU control board 288. As will be described in more detail below, the LVPDU 88 may be configured to provide LV power to the PCAS 144 and one or more components of the vehicle.

[0093] Figure 25An exemplary schematic diagram of a vehicle thermal management architecture 292 is shown. One or more coolant lines can fluidly connect the TMS module 78 to one or more vehicle components, including but not limited to the cooling module 294, vehicle drive motor 304 and inverter 306, one or more ESS modules 34 (e.g., battery pack 310), fuel cell stack 308, and compartment module 296. The cooling module can be fluidly and electrically connected to the TMS 78 via one or more coolant lines 312d (e.g., supply and return components) and a coolant module reservoir 300 configured to receive or supply excess coolant as needed. The compartment module 296 can be connected to the TMS 78 via one or more refrigerant lines 314 and one or more coolant lines 312a. TMS 78 can be configured to direct coolant and refrigerant (e.g., via one or more compressors or pumps) to cabin module 296, which may include one or more heat exchangers and fans configured to cooperate with each other to regulate the temperature of the vehicle cabin. Control panel 302 may be electrically connected to cabin module to allow a user or operator to adjust the heating and cooling of the vehicle cabin. TMS 78 may also be fluidly connected to fuel cell stack 308 via one or more coolant lines 312e and fluidly connected to drive motor 304 and drive inverter 306 via one or more coolant lines 312c.

[0094] Figure 26 The front perspective view of the TMS 78 is shown, and Figure 27 A rear perspective view of a TMS 78 according to one or more embodiments is shown. As described herein, the TMS 78 can be configured to provide structural support for other parts of the PCAS, and alternatively or additionally, the TMS 78 can be configured to regulate the temperature of the PCAS 144 and one or more vehicle components. The TMS 78 includes a TMS housing 80, which may be composed of one or more panels (e.g., metal stampings), the one or more panels including a first sidewall 77 and a second sidewall 79. Figures 8 to 9 The first sidewall and the second sidewall together enclose the components of the TMS78.

[0095] The TMS housing 80 may include an upper region 364, a lower region 362, a front surface 368, and an attachment surface 360 ​​that may be opposite the front surface 368. The lower region 362 is disposed below the upper region 364 and may have a width W1-TMS, which may be smaller than the width W2-TMS of the upper region 364. The upper region 364 includes a coolant reservoir socket 320 configured to receive and / or discharge coolant from a coolant reservoir that may extend from the front surface 368. The lower region 362 of the front surface 368 includes one or more fluid lines 120 (such as a coolant-radiator return member 322 and a coolant-radiator supply member 324), which may each be configured to receive and discharge coolant from one or more vehicle heat exchangers (e.g., the radiator of the cooling module 294). The TMS 78 can be electrically connected to one or more vehicle heat exchangers (e.g., cooling module 294) via one or more cables received by connector 326 (e.g., LV-2 connector), which can be disposed on the front panel 368. In one or more embodiments, the top wall 318 of the TMS housing 80 can be directly connected to the panel of the front panel 368 via a bend 370.

[0096] The top of the TMS housing 80 may include one or more walls arranged in a stepped configuration, including a top wall 318, a vertical wall 356, and a lower top wall 358. The top wall 318 may be spaced above the lower top wall 358, and the vertical wall 356 may extend between the top wall 318 and the lower top wall 358. For example, the top wall 318 may be configured to support one or more vehicle accessories, such as an on-board charger 96, a power steering pump 92, and an air compressor 94 (e.g., Figure 6A The vertical wall 356 and the lower top wall 358 can be configured together to provide space for one or more electrical and fluid connections, and the electrical and fluid connections disposed in the space can be at least partially enclosed by the side walls of the TMS housing 80.

[0097] Power module interface socket 334 and LV power input socket 332 may each extend from vertical wall 356. Power module interface socket 334 may be configured to receive one or more wires electrically connected to distribution assembly 82 (e.g., ...). Figure 10The TMS HV output connector harness 328 shown is illustrated, and the LV power input socket can be configured to receive one or more wires electrically connected to the LVPDU 88 to provide power and control to one or more low-voltage components of the TMS. An electrical bonding connector 354 can extend from the vertical wall 356 and can be configured to connect the metal TMS housing 80 or other non-conductive metal objects to each other to prevent arcing or electric shock.

[0098] The coolant return connector 354 and the coolant supply connector 352 may each be disposed on the vertical wall 356. The coolant return connector 354 and the supply connector 352 may be configured together to guide and direct coolant from and to the distribution assembly 82 (e.g., the first fluid port and the second fluid ports 260, 262). One or more coolant supply and return lines 330 may extend from the lower top wall 358 to enable fluid connection to one or more vehicle heat exchangers (e.g., compartment module 296, ESS module 34).

[0099] In one or more embodiments, the widths of the upper and lower regions of the front surface 360 ​​may be substantially equal. The upper region 364 of the attachment surface 360 ​​may include a recess 366 that allows access to electrical and fluid connections 334, 336, 354, 352, 330 disposed on the vertical wall 336 or the lower top wall 358. One or more fasteners (such as studs 366) may extend from the attachment surface 360 ​​to allow attachment to the dispensing housing 113. The lower region 362 of the attachment surface 360 ​​may include one or more fluid receptacles, including a coolant drive return 338, a coolant drive supply 340, a coolant battery supply 342, a coolant battery return 344, a coolant charge port 346, a coolant heater core supply 348, and a coolant heater core return 350.

[0100] Coolant drive return socket and coolant drive supply socket 338, 340 may be configured to direct fluid (e.g., coolant) to and receive from one or more drive components of the vehicle (such as drive inverter 306 and drive motor 304). Coolant battery supply unit 342 and coolant battery return unit 344 may be configured to direct fluid (e.g., coolant) to and receive from one or more heat exchangers or ESS module 34 components (such as battery backplate 310, fuel cell stack 308, battery condenser and evaporator, battery cooler and heater, ePTO 54, etc.). Coolant heater core supply unit 348 and coolant heater core return unit 350 may be configured to direct fluid (e.g., coolant) to and receive from one or more heat exchangers or components configured to regulate the temperature of the vehicle compartment.

[0101] Figure 28 A packaging window surrounding internal components 374 of a TMS 78 is shown according to one or more embodiments. As described herein, the TMS 78 can be specifically designed to accommodate a relatively small packaging size. For example, the height of the TMS 78 is denoted by "Z" and can be approximately 320 mm, the length of the TMS 78 is denoted by "X" and can be approximately 600 mm, and the width of the TMS 78 is denoted by "Y" and can be approximately 500 mm. It should be understood that the width, height, and length dimensions described above can vary and are not intended to be limiting. To achieve such a relatively small packaging size, the TMS 78 can integrate several components into a module. For example, such components may include one or more pumps 220, a battery cooler, a refrigerant valve, an LCC, a coolant valve, a refrigerant manifold 222, a coolant manifold 224, and an accumulator. In another embodiment, Z can be equal to 250 mm, X can be equal to 486 mm, and Y can be equal to 500 mm.

[0102] Figure 29A and Figure 29B A first perspective view and a second perspective view of the internal components 374 of the TMS 78 are shown. The TMS includes a coolant manifold 376 and a refrigerant manifold 378. The coolant manifold 376 includes one or more coolant inlets and outlets 384 that receive and guide coolant sockets 338-354. The refrigerant manifold is configured to receive refrigerant or another substance configured for heat transfer and to guide refrigerant to refrigerant supply and return lines 330. The TMS 78 may also include one or more pumps 380, 382, ​​at least one compressor 392, and a condenser 390. The one or more pumps 380, 382 may be attached to the coolant manifold 376.

[0103] Figure 30An exploded view of the at least one valve 390 according to one or more embodiments is shown. The valve 390 includes a valve core 394 and an actuator 396 (e.g., a brushless motor) configured to actuate to open and close one or more of nine valves.

[0104] Figures 31 to 34 A schematic fluid diagram of an exemplary vehicle including the TMS 78 is shown. Figure 31 A first fluid schematic diagram 452 is shown, illustrating one or more coolant circuits and one or more refrigerant circuits. The coolant circuits may include a first coolant ESS circuit 454, a second coolant ESS circuit 456, and a first coolant vehicle drive and power electronics (PE) circuit 458. The refrigerant circuits may include a first refrigerant ESS circuit 460, a second refrigerant ESS circuit 462, and a first refrigerant compartment circuit 464. (Reference) Figure 31 The refrigerant circuit and coolant circuit illustrated in schematic diagram 446 can be applied to other schematic diagrams described herein.

[0105] The first schematic diagram 446 may include a valve (such as a six-way valve 400) that can be actuated and commanded by one or more controllers to selectively control the flow of fluid into and out of the six-way valve 400. A second coolant ESS circuit 456 may extend from valve 400 (e.g., outlet five) through an ESS heat exchanger (such as a battery cooler and heater (BCH) 414) and return to valve 400, such that coolant is supplied to the battery pack 310 whether it is heated or cooled by BCH 414, enabling temperature regulation of the battery pack 310.

[0106] The first coolant vehicle drive and PE circuit 458 may extend from valve 400 (e.g., outlet four) via pump 422, which is configured to pump coolant to one or more drive components and electrical components (such as vehicle drive, inverter, and PE 406). In one or more embodiments, the vehicle drive, inverter, and PE may include, but are not limited to, one or more vehicle drive motors configured to power the vehicle, one or more drive inverters operatively connected to the drive motors, ePTO 54, steering pump 92, air compressor 94, on-board charger 96, and distribution assembly 82. Coolant may be selectively directed through three-way valve 440 to supply coolant from the inverter and PE 406 to cooling module 294. It should be understood that cooling module 294 may include one or more fans and one or more heat exchangers (e.g., radiators).

[0107] The first coolant ESS circuit 454 can extend from valve 400 (e.g., outlet two) through battery pack 310 into ESS pump 404, which is configured to pump coolant into a heater (such as positive temperature coefficient heater 410). After the coolant flows through heater 410, the coolant can then be directed to a battery heat exchanger (such as liquid-cooled condenser 402).

[0108] The first refrigerant ESS circuit 460 may include a shut-off valve 442, which may be selectively configured to allow refrigerant to flow from the first compressor 408 to the condenser 418. Refrigerant may then be directed from the condenser 418 to the battery heat exchanger 402. Another shut-off valve 412 may be located between the first compressor 408 and the battery heat exchanger 402. Closing shut-off valve 442 and opening shut-off valve 412 allows refrigerant to be directed away from the compressor 408, through the battery heat exchanger 402, and to the condenser 418.

[0109] The second refrigerant ESS 462 may include a first compressor 408 configured to direct refrigerant through a condenser 418 to an accumulator 430. Refrigerant may flow from the accumulator 430 to an electronic expansion valve 434, which may be configured to selectively allow refrigerant flow to the BCH 414. The first refrigerant compartment circuit 464 may include a second compressor 444 configured to supply refrigerant to the condenser 424 and into the accumulator 432. Refrigerant may be supplied from the accumulator 432 to an electronic expansion valve 436, which may selectively direct refrigerant via one or more valves (e.g., a thermal expansion valve 438) to one or more HVAC heat exchangers (such as an evaporator 416).

[0110] Each schematic diagram may include one or more temperature sensors 470, one or more pressure and temperature sensors 468, or both. For example, the first schematic diagram 446 includes pressure and temperature sensors 468 disposed on each side of the first compressor 408, and a third pressure and temperature sensor 468 may be disposed between the accumulator 432 and the second electronic expansion valve 436. A fourth pressure and temperature sensor 468 may be disposed between the first accumulator 430 and the first electronic expansion valve 434, and a fifth pressure and temperature sensor may be disposed between the second compressor 444 and the condenser 424. A first temperature sensor 470 may be disposed between the first outlet of valve 400 and the liquid-cooled condenser 402, a second temperature sensor 470 may be disposed between the second pump 422 and the inverter and PE 406, and a third temperature sensor 470 may be disposed between the fifth outlet of valve 400 and BCH 414.

[0111] The second schematic diagram 448 may include a first coolant ESS circuit 454, a second coolant ESS circuit 456, a first vehicle coolant drive and PE circuit 458, a first refrigerant ESS circuit 460, and a second refrigerant ESS circuit 462. Since these circuits have been described above with reference to the first schematic diagram, they will not be repeated here. The second schematic diagram 448 may include a first coolant compartment circuit 466, which may include a third pump 426 configured to pump coolant to an HVAC PTC heater 428. The HVAC PTC heater may be configured to supply coolant through a temperature sensor 470 and to a heater core 420. The heater core 420, the HVAC PTC heater 428, and the condenser 418 may collectively form a compartment module 426. Figure 25 It is part of the heater core 420, and the airflow (e.g., indicated by the directional arrows) can be supplied to the heater core 420.

[0112] The third diagram 450 does not include Figure 31 The HVAC evaporator 416 shown is fluidly connected to the HVAC evaporator, or the HVAC heater core 420 is fluidly connected to the HVAC heater core 420.

[0113] The fourth schematic diagram 452 includes a first coolant ESS circuit 454, a second coolant ESS circuit 456, a first coolant vehicle drive and PE circuit 458, a first refrigerant ESS circuit 460, and a second refrigerant ESS circuit 462. The fourth schematic diagram 452 may include a second coolant compartment circuit 474, which may be equipped with a compartment liquid cooling condenser 472, a third pump 426, an HVAC PTC heater 428, a heater core 420, and an HVAC evaporator 416.

[0114] Figure 35A and Figure 35BA schematic fluid and electrical diagram of an exemplary vehicle including TMS 78 is shown. As described herein, PCAS 144 can be configured to support the operation of various aspects of the vehicle, such as a compartment, energy storage system (ESS), power electronics, one or more electrical loads, and one or more vehicle accessories or components. The compartment, ESS, power electronics, one or more electrical loads, and one or more vehicle components can be fluidly, electrically, and / or structurally connected (e.g., mechanically connected) to PCAS 144. Vehicle components may include a power steering system 488, a lift feature 496, and a bonding feature 498. The distribution assembly 82 of PCAS 144 can be structurally connected to vehicles 12, 20 via mechanical connections (such as vehicle mounting frame member M1). The power steering system 488 can be mechanically connected to the vehicle via power steering mounting member M3, and the lift feature 496 (e.g., a mechanical suspension component or a pneumatic suspension component) can be coupled to the vehicle at lift feature attachment member M6.

[0115] The high-voltage power input HV1, connected to the distribution component 82, can receive HV power from the HVPDU 86 via HV line 506. The low-voltage power and signal input LV1, connected to the LVPDU 88 and controller 278, can receive LV power and communicate via LV line 504 and communication line 508. The vehicle 12 can be connected to one or more fans (such as cooling fan 488) via another LV line 504. The LVPDU 88 and controller 278 can be electrically and communicatively connected to multiple components of the TMS 78.

[0116] One or more electrical loads can be distributed among the compartment, the ESS, and the power electronics of vehicle 12, and TMS 78 is configured to provide refrigerant and / or coolant to enable temperature regulation of the one or more electrical loads. The electrical loads of the compartment may include a temperature expansion valve 438, an evaporator 416, and a heater core 420. The electrical loads of the ESS may include one or more battery packs 310. The electrical loads of the power electronics may include a brake air compressor 94, an AC-DC charger 502, a DC-DC converter 504, a fuel cell 308, one or more drive motors 304, and an ePTO motor 512.

[0117] TMS 78 may include one or more thermal management units (TMUs), which may consist of one or more coolant supply and return lines and one or more refrigerant supply and return lines, and each TMU may be fluidly interconnected via one or more fluid interconnects.

[0118] The first TMU may include a compartment condenser supply unit F2 and a compartment evaporator return unit F1, a refrigerant compartment evaporator supply unit F8, a coolant heater core supply unit F9, a coolant heater core return unit F10, and a refrigerant compartment evaporator return unit F11. The first TMU may include a compressor 444 configured to receive refrigerant from an accumulator 432 and supply refrigerant to a compartment condenser 424 via the compartment condenser supply unit F2. The compartment condenser 424 may form part of a cooling module for the vehicle compartment.

[0119] A refrigerant compartment evaporator return unit F1 can direct refrigerant from the compartment condenser 424 to a first valve 476. The first valve 476 can be configured to direct refrigerant to a refrigerant compartment evaporator supply unit F8, and the refrigerant compartment evaporator supply unit F8 can supply refrigerant to a temperature expansion valve 438, which can supply refrigerant to an evaporator 416. A first TMU may include a second valve 478, which can be disposed within a refrigerant compartment condenser supply unit F2 between the first valve 476 and the compartment condenser 474. The second valve 478 can be configured to selectively direct refrigerant to a compartment liquid-cooled condenser 472. A coolant heater core supply unit F9 can receive coolant from a pump 426, and the pump 426 can supply coolant to a heater core 420. Coolant can return from the heater core 420, via a coolant heater core return unit F10, to the liquid-cooled condenser 472, and from the liquid-cooled condenser 472 to a heater (such as a resistance heater 428).

[0120] For example, the LVPDU 88 can be electrically connected to the compressor 444 via the LV line 504, and the compressor 444 and the first resistance heater 514 can receive HV power from the HVPDU via the HV line 506. The controller 278 can be configured to provide commands to the compressor 444, the pump 426, and the first resistance heater 514 via the communication line 508 and to receive signals from them.

[0121] The second TMU may include a refrigerant battery condenser return unit F3, a refrigerant battery condenser supply unit F4, a refrigerant charge port F18, a coolant reservoir line F5, a coolant battery supply unit F12, and a coolant battery return unit F13. Pump 404 may receive coolant from the coolant reservoir line F5 or the fifth valve 484, or both. The reservoir line F5 is fluidly connected to the reservoir 300. Pump 404 may pump coolant to BCH 414 and to the second resistance heater 516. The coolant battery supply unit F12 may supply coolant from the second resistance heater 516 to one or more battery packs 310 that may be fluidly connected to each other (e.g., in parallel), and coolant may return from one or more battery packs 310 to the fifth valve 484 via the coolant battery return unit F13.

[0122] Compressor 444 or another compressor 468 can receive refrigerant from the accumulator through refrigerant charge port F18. At least one of compressors 444 and 468 can be configured to supply refrigerant to a third valve 480, which can be configured to selectively direct refrigerant to a battery condenser and evaporator 518 via a refrigerant battery condenser supply element F4. Refrigerant can be supplied from the battery condenser and evaporator 518 to a fourth electronic expansion valve 492, and a refrigerant battery condenser return element F3 can return refrigerant to the third electronic expansion valve 490, which can be selectively configured to supply refrigerant to BCH 414.

[0123] LV line 504 can supply low-voltage power from LVPDU 88 to third valve 480, electronic expansion valve 490, pump 404, and fifth valve 484. Controller 278 can communicate 508 with second resistance heater 516, pump 404, electronic expansion valve 490, and compressor 468, and HV line 506 can supply HV power from distribution assembly 82 to pump 404, compressor 468, and second resistance heater 516.

[0124] The third TMU may include a coolant radiator return unit F6, a coolant radiator supply unit F7, a coolant PE supply unit F14, a coolant PE return unit F15, a coolant drive supply unit F16, and a coolant drive return unit F17. A fourth valve 482 may be fluidly connected to the third and second TMUs (e.g., directly fluidly connected to a fifth valve 484). The third TMU may further include a radiator 46, a second electronic expansion valve 436, and a liquid-heated evaporator 500. The expansion valve 436 and the evaporator 500 may receive refrigerant from one or more of compressors 444 and 468, respectively, located in the first and second TMUs.

[0125] The coolant radiator return unit F6 can supply refrigerant from radiator 46 to a fourth valve 482, which can be configured to selectively direct refrigerant to a fifth valve 484. The fifth valve 484 can direct refrigerant to a third pump 426, which can pump coolant to a coolant power electronics supply unit F14 and a coolant drive supply unit F16. The power electronics supply unit F14 can supply coolant to a brake air compressor 94, an AC-DC charger 502, and a DC-DC converter 504. The coolant drive supply unit F16 can supply coolant to a fuel cell 308, a DC-AC inverter 306, a drive motor 304, and an ePTO motor 512. The coolant power electronics return unit F15 and the coolant drive return unit can direct coolant to a liquid heating evaporator 500 and then to the fourth valve 482.

[0126] The controller 278 can communicate 508 with the coolant level sensor 486 (configured to monitor the amount of coolant in the reservoir 300), the second electronic expansion valve 436, the pump 426, the fifth valve 484, and the fourth valve 482. The LVPDU 88 can supply LV power to the coolant level sensor 486, the fourth valve 482, the fifth valve 484, and the second expansion valve 436. The distribution assembly 82 can supply HV power to the third pump 426.

[0127] Figure 36A and Figure 36B Another fluid schematic diagram 520 according to one or more embodiments is illustrated. The description and function of the reference numerals described in the previous figures also apply. Figure 36A and Figure 36B And for the sake of brevity, it will not be elaborated further.

[0128] Figure 37 A single-line layout diagram of a PCAS electrical system according to one or more embodiments is illustrated. As described herein, PCAS 144 can be configured for electrical and fluid connections to one or more vehicle systems (indicated by dashed boxes), including a hydraulic system 530, a pneumatic system 532 and a cabin climate control system 594, vehicle drive components 596, and power electronics 598.

[0129] The PCAS 144 and one or more vehicle systems can be interconnected via a Low Voltage High Power DC (LVHPDC) line 504, an LV logic power and / or signal line 562, an intelligent controller 539, a common wake-up CAN1 line 538, an XEV CAN2 line 540, a proprietary CAN3 line, a diagnostic wake-up CAN4 line 544, an HVIL line 564, an HV DC bus 566, a coolant supply line 568, a coolant return line 570, a refrigerant supply line 572, a refrigerant return line 574, a terminating resistor 575, and a bonding element 576. The diagnostic wake-up CAN4 line 544 can be configured to trigger a diagnostic protocol in response to a voltage exceeding a predetermined threshold. The HV DC bus can be a signal line used for exchanging data between one or more controllers.

[0130] PCAS 144 may include TMS 78, distribution component 82, and power module 610, which may consist of HVPDU 86 and LVPDU 88. PCAS 144 may also include telematics module 548, CAN repeater 552, and service port 614. Service port 614 may be configured to receive one or more scanning, engineering, manufacturing, or service tools.

[0131] The vehicle HVAC system 522 may include an intelligent controller 539 and a first auxiliary connector 600a and a second auxiliary connector 600b, which can be connected to the HV DC bus 566. The hydraulic system 530 may be operatively coupled to a hydraulic pump 92, which may include a motor and an inverter equipped with the intelligent controller 539. The pneumatic system 532 may include an air tank and a filter coupled to a brake air compressor 94, which includes a motor and an inverter equipped with the intelligent controller 539. The inverters of the hydraulic pump 92 and the pneumatic system 94 may each be connected to CAN3 542, CAN1 538, HVIL line 564, and HV DC bus 566, respectively. The inverter of the brake air compressor 94 may be fluidly connected to the TMS 78 via a coolant supply line 568 (e.g., at F14). The on-board charger 96 can be electrically connected to the combined charging system (CCS1) 612a and the distribution assembly 82 via HVAC lines extending between HV-AC and HV-AC to the OBC and from the OBC to HVA 1200 and HV-DC. The HV DC bus 566 extending between the hydraulic system 530, pneumatic system 532, on-board charger 96, and TMS 78 can be connected to the distribution assembly 82 via one or more HV safety interlock devices 630.

[0132] The vehicle power electronics 598 may include a cabin heater 632, a cabin controller 554, a fifth wheel 556, a body builder 558, an electric steering module 560, a fuse panel 608, a battery (e.g., a 12V battery) 606, and a combined charging system 612b.

[0133] The vehicle cabin climate control system 594 may include a fuse panel 595, a cooling module 294, a battery condenser and evaporator 518, a cabin condenser 424, and a cabin evaporator 416. The vehicle drive 596 may include one or more drive motors 304, an ePTO motor 512, a fuel cell 308, a hydrogen tank 36, a braking resistor 564, and an ESS 34, each of which may be equipped with an intelligent controller. The vehicle electrical and electronic system 598 may include a fifth wheel 556, a body builder 558, an electric steering control 560, a battery (e.g., a 12V battery) 606, a fuse panel 608, and a combined charging system (CCS) 612.

[0134] The power module 610 may include a low-voltage direct current (LVDC) module 616, which may be electrically positioned between the LVPDU adapter board 286 and one or more vehicle power electronics components 598 and the distribution assembly 82. For example, an LVDC line 504 may extend from terminals T1, T2 to the fuse panel 608, and from the fuse panel to the distribution assembly 82, the body builder 558, and the cabin climate controller 594. At terminals T2, T4, the LVDC line 504 may be connected to a radsocket 618a to connect to the distribution assembly 82. The LVDC line 504 may extend from the radsocket 618a to a DC-DC converter 620. The DC-DC converter may be positioned between the door drive board 622 and the cold plate or cooling manifold 272 of the distribution assembly 82. The distribution assembly 82 may include a DC-DC low-voltage board 524, which is connected to the door drive board 622 via a CAN1 line 538.

[0135] LVDC 616 can be connected to LV logic line 562 at connectors CN01, CN02, and CN03. These connectors connect one or more components of the vehicle drive system 596 to the LV adapter board 286. LVDC can also be connected to CAN2 line 540 and CAN4 line 544 to connect with the LV adapter board 286. CAN4 line can extend from connector CN02 to telematics module 548. CAN2 line 540 can extend from connector CN02 to CAN repeater 552 and service port 614, as well as one or more components of the vehicle drive system 596.

[0136] The power module 610 may also include a system control module 278, an isometer and HV measurement module 536 and an HV PDUPCB 626, and one or more of contactors 220, 222 and fuses 224. For example, the pre-charge circuit 206 may include four contactors 220, 222 and may be connected to the ESS port 244 and lines 564, 538 and 566. The distribution assembly 82 may also include an HV interlock PCB 628 and an HV fuse PCB 634.

[0137] The proprietary CAN3 542 can communicate with the isometer and HV measurement module 532, system control module 278, DC-DC LV board, hydraulic pump 92, pneumatic compressor 94, on-board charger 96, and TMS 78. (Figure)

[0138] Figure 38 illustrates a boundary diagram of a TMS module according to one or more embodiments. The diagram includes three axes: a temperature axis, which may begin at -40°C and end at 55°C; a humidity axis, which begins at 0% humidity and ends at 100% humidity; and a power axis, which begins at idle and ends at full power. The humidity and temperature axes correspond to the environment in which the vehicle operates, and the power axis refers to the state of the vehicle's powertrain (e.g., idling or maximum power generated by one or more electric traction motors).

[0139] Figure 39 A schematic wiring diagram of one or more portions of a high-voltage interlock (HVIL) system according to one or more embodiments is shown. As described herein, the HVIL can be configured to detect one or more conditions, such as a disconnection between one or more batteries in a battery and an HV socket or another portion of an HV PDU. In one or more embodiments, the HVIL can be configured to detect one or more disconnections by monitoring analog inputs. The analog inputs can range from 0 bits to 4,096 bits, and the bit count changes depending on which connection is disconnected, resulting in a voltage change (e.g., between 0V and 5V).

[0140] The HVIL system may include five HVILs (labeled "HVIL_1" to "HVIL_5") connected to the analog input and controller 278. The voltage U applied to the analog input... 输入 The amount can depend on R 输入 The amount of current I conducted through the equivalent resistance of R6 is expressed by the following equation:

[0141]

[0142] Where I depends on the voltage output by HVIL and the total resistance R. 等效 ,in:

[0143]

[0144] Let R 输入 = 2.2 kΩ and R6 = 332Ω, then the equivalent resistance R at the analog input is AI Will be R AI = = 288.5Ω.

[0145] Let R1 = 301Ω, R2 = 365Ω, R3 = 475Ω, R4 = 715Ω and R5 = 1470Ω.

[0146] R1, R2, R3, R4, and R5 are connected in parallel, therefore their equivalent resistance R HVIL Will be R HVIL = = 97.6Ω, and current

[0147] I = U / (R AI + R HVIL ) = 5 / (288.5+97.6) = 0.01295A.

[0148] Therefore, U 输入 = I R AI = 0.01295A 288.5Ω = 3.736V.

[0149] For example, if the HVIL_1 circuit is disconnected, R1 will be excluded from the circuit, and the current will change because R... HVIL The Ω will be 144.43Ω, and the voltage U 输入 It will be 3.332V.

[0150] If other HVIL circuits are disconnected, the voltage U 输入 Because of different resistor values ​​R2...R5, the voltage values ​​will also change to another value. The voltage values ​​under different conditions are presented in Table 1:

[0151]

[0152] Table 1

[0153] It should be understood that the values ​​provided in Table 1 are merely examples and may be changed as needed. In response to the detection of a disconnection of one or more HVIL circuits, the controller 270 may, as needed, command one or more components to issue a warning to the vehicle operator or perform mitigation actions (e.g., power off, enter limp mode).

[0154] PCAS Modular Design

[0155] As described herein, the PCAS can be configured for use in FCEVs with different chassis types, including frame longitudinals (including wide-body terminal tractors and standard medium and heavy-duty categories), low-floor frames, and custom chassis. Each FCEV includes an electric output module, a hydrogen tank, a fuel cell radiator, and a fuel cell DC / DC converter. In frame longitudinal FCEVs, the PCAS can be positioned on one side of the chassis, behind the vehicle's footrest and in front of the ePTO module. In low-floor frame FCEVs, the PCAS can be positioned between the longitudinals of the chassis and adjacent to the radiator and ESS. In custom chassis, the PCAS can be positioned between the longitudinals of the chassis and between the radiator and the fuel cell radiator.

[0156] The PCAS can be configured for use in Class 6 or 7 trucks and cab-over trucks. The PCAS can be connected to one or more electrical and fluid lines extending to various vehicle accessories (including those generally identified above). The PCAS can be positioned above portions of the vehicle's powertrain and suspension (such as the front axle and leaf springs). The PCAS can be located behind a heat exchanger. The heat exchanger can be configured to regulate the temperature of one or more vehicle components by transferring heat from the coolant carried by the vehicle components (e.g., motor drive unit, battery, ESS) to the air surrounding the vehicle. In one or more embodiments, the heat exchanger may include one or more heat exchangers, including but not limited to radiators, condensers, oil coolers, battery coolers, and heater cores.

[0157] The PCAS can be configured for use in terminal tractors or stacker tractors. A terminal tractor or stacker tractor includes a cab fixed to a chassis equipped with a pair of side longitudinal beams. As will be described in more detail below, the PCAS includes one or more fasteners or threaded holes to allow the sides of the PCAS to be secured to one or more parts of the chassis (such as the side longitudinal beams).

[0158] The PCAS can be configured for use in vehicles equipped with a skateboard chassis. The skateboard chassis can be configured for use in a variety of heavy and medium-duty vehicles, including but not limited to long-haul trucks. The skateboard chassis includes a base structure or platform that houses the battery, electric motor, and other electronic components. As an example, the PCAS can be positioned at the front end of the platform and above the front axle. The PCAS can be positioned behind one or more heat exchangers and fluidly coupled to these heat exchangers via one or more fluid lines.

[0159] The PCAS can be specifically configured for construction vehicles or mining vehicles. The PCAS may include four blades, such as a core module, a DC / DC converter, an on-board charger, and a distribution blade. The PCAS includes a low-voltage battery pack combined with a TMS and a low-power ePTO. The low-voltage battery pack may be secured to one or more attachment holes formed by the bottom surfaces of one or more blades, and the low-power ePTO and TMS may be secured to the low-voltage battery pack. Alternatively, the low-voltage battery pack, as well as the low-power ePTO and TMS, may be secured to at least one side of the distribution blade.

[0160] In one or more embodiments, the PCAS includes one or more blades or segments fixed to each other (e.g., bolted or fastened). Each blade can provide one or more functions for the operation of the PCAS. For example, the core module is provided with a controller or supervisory control module, a low-voltage distribution panel (LVD), and a high-voltage distribution panel (HVD) which is provided with the vehicle's electrical interface and high-voltage connector, as well as an input connector port. The input connector port can be configured to charge an inlet providing Level 2 AC charging capability.

[0161] The core module can be attached to a DC-to-DC converter (identified as "DC / DC") that converts a DC source from one voltage level to another. This converter may include one or more electronic circuits, electromechanical devices, or both. The on-board charger is electrically connected to the DC / DC converter and regulates the energy flow into the vehicle's battery pack while charging it, taking into account the battery's increased internal resistance as the battery's state of charge increases. The on-board charger eliminates the need for an external battery charger and can save tens of thousands of dollars in infrastructure costs per vehicle and simplify the charging process. A distribution module or distribution blade (identified as "distribution blade") is attached to the on-board charger and configured to deliver power to the PCAS 10 and one or more electrical loads within the vehicle, while protecting electrical components and electrical systems by using electrical switches instead of conventional fuses.

[0162] PCAS includes a thermal management system (TMS), which can be attached to one or more of the distribution blades, on-board charger, DC / DC converter, and core module. As will be described in more detail below, the TMS can facilitate the regulation of the temperature of one or more vehicle components.

[0163] The core module, DC / DC converter, on-board charger, and distribution blades can be formed as separate components (referred to herein as blades) and attached to each other by multiple fasteners extending through lugs or flanges extending from the body of each separate blade. However, it should be understood that these separate blades (i.e., the core module, DC / DC converter, on-board charger, and distribution blades) can be combined into a single housing or more than one structural housing, as described in more detail below. The TMS can include a TMS housing that can be attached to one or more sides of the blades. One or more blades, including the TMS housing, can include multiple vehicle attachment holes (e.g., threaded openings) that receive fasteners (e.g., bolts) to enable attachment of the PCAS to the chassis or other structural components of the vehicle.

[0164] The PCAS may be equipped with a removable TMS attachment plate, which can be fixed or connected (e.g., directly connected) to the TMS housing or the core module of the PCAS. The removable TMS attachment plate makes components located near the TMS housing easier to maintain. The TMS attachment plate may include attachment members (e.g., flanges, protrusions) extending from the outer periphery of the plate. The attachment members may be configured to attach to an attachment flange, which is disposed on or integrally formed with the core module.

[0165] The PCAS may include a low-voltage distribution module (LVD) which has connectors and circuitry fixed to a mounting plate. The mounting plate is arranged perpendicular to the front of the core module.

[0166] The PCAS may include a core module configured to house the TMS housing, power steering pump, and brake compressor. The side of the core module positioned closest to the power steering pump and brake compressor may include an LVD module and an HVD module. T-shaped positive and negative busbars may be located within the core module, electrically connecting the LVD and HVD to the DC / DC converter.

[0167] The PCAS may include a core module having a housing and a top cover for closing an opening in the housing. A first side surface of the housing may be configured to receive an HVD module, and an opening in the top cover may be configured to receive an LVD module. The core module housing includes an HV PDU and a DC / DC converter, the HV PDU being spaced apart from the DC / DC converter by a partition.

[0168] As described herein, a PCAS can be fluidly coupled to one or more vehicle systems that enable the guidance and distribution of fluids (e.g., coolant) and the heat transfer of those fluids to regulate the temperature of one or more vehicle accessories. The TMS housing and core module (or one or more blades) may include multiple inlet connectors and multiple outlet connectors, each configured to receive and discharge fluid. The inlet and outlet connectors are fluidly connected to one or more passages or conduits formed or disposed within one or more of the blades and the TMS housing.

[0169] As described herein, the PCAS offers a modular design, allowing original equipment manufacturers (OEMs) to choose from several variations that may differ in content. As shown, the PCAS comprises three blades that integrate the core module and DC / DC converter into a single housing. For example, the PCAS may include a brake air compressor and a power steering pump. Including or excluding the brake air compressor and power steering pump allows OEMs to select and choose the contents of the PCAS, enabling them to integrate their own or other vendors' accessories as needed without altering the blades or the TMS housing. To further enable this plug-and-play modularity, one or more blades may include a high-voltage socket along with inlet and outlet connectors that can connect to the power steering pump, brake air compressor, or another vehicle accessory provided by the OEM or other parties.

[0170] The PCAS can be specifically configured for construction vehicles or mining vehicles. The PCAS may include four blades, each comprising a core module, a DC / DC converter, an onboard charger, and a distribution blade. The PCAS includes a low-voltage battery pack combined with a TMS and a low-power ePTO. The low-voltage battery pack may be secured to one or more attachment holes formed by the bottom surface of one or more blades, and the low-power ePTO and TMS are secured to the low-voltage battery pack. Alternatively, the low-voltage battery pack, along with the low-power ePTO and TMS, may be secured to at least one side of the distribution blade.

[0171] In one or more embodiments, the PCAS may include a single core module housing containing a core module and a dispenser, the dispenser being directly secured to the TMS (e.g., directly) via an adapter plate disposed between the dispenser assembly and the TMS. The core module housing includes a cover that can be attached to the core module housing as needed via one or more fasteners or other suitable means. One or more outer surfaces of the core module housing may include recesses or channels to allow removal of the cover. For example, after removing the fasteners to allow removal of the cover, a tool or finger can be inserted into the recess to access the rear surface of the cover, and the cover can be pushed or pulled away from the core module housing. Additionally or alternatively, one or more outer surfaces of the core module housing may include attachment holes, which can be covered with plugs or fasteners when not in use.

[0172] The cover includes a low-voltage distribution module (LVD) and a high-voltage distribution module (HVD). As described herein, the LVPDU 88 and HVD are separate components to allow for independent maintenance of the LVD and HVD. The LVD may include an access cover that can be removed to access the interior of the core module.

[0173] The stepped structure of the HVPDU socket can be removed from the high-voltage panel, and one or more gaskets can be secured to either the HVD or the stepped structure to provide a waterproof or impermeable seal between the stepped structure and the HVD. Additionally or alternatively, one or more gaskets can be disposed between the cover and the low-voltage and high-voltage panels, and a seal or gasket can be disposed between the core module housing and the cover. Each of the gaskets or seals and their corresponding mating components can collectively provide dustproof or waterproof protection (e.g., IP6K9K compliant).

[0174] The controller can be positioned behind the LVD and the rear surface of the cover. As described in detail below, the controller can be operatively connected to and configured to control the PCAS via one or more input and output connectors. For example, one or more post members or tenons (e.g., four) can extend from the rear surface of the cover and carry the controller, such that the controller is spaced apart from the cover to accommodate the rear portion of the LVD positioned behind the cover. The controller can be suspended above a shield that extends horizontally from the rear surface of the cover. One or more portions of the housing, cover, and shield can be formed of cast aluminum or other suitable alloys as needed. The shield can be configured to protect or shield the controller and one or more controller area networks (CANs) from electromagnetic interference (EMI).

[0175] The core module housing can be configured to house or accommodate a DC / DC converter, a cooling aisle cover, and a high-voltage power distribution unit cooling manifold. The cooling aisle cover can cover a portion of the housing or cooperate with that portion of the housing to enclose the cooling aisles of the brake air compressor (not illustrated here).

[0176] A DC / DC converter can be configured to convert high voltage from one or more batteries or battery strings to a lower voltage (e.g., 12V or 24V) to power one or more components, such as cabin accessories. The DC / DC converter can be fluidly connected to a TMS and may include one or more coolant channels or passages in which coolant can be guided to capture or supply heat to the DC / DC converter. As shown, the coolant passages are secured to a cover on the front of the DC / DC converter. A connector can be positioned in the upper area of ​​the DC / DC converter, and as described in more detail below, the DC / DC converter connector can be electrically connected to one or more receptacles (e.g., low-voltage receptacles).

[0177] The power steering pump includes an inverter, and the electric brake compressor includes an inverter; each inverter in the series converts direct current (DC) to alternating current (AC). The TMS can be electrically connected to a core module, enabling the core module to supply power to the TMS, and the core module's controller to issue commands to the TMS and control its operation. For example, a high-current, low-voltage power supply can be provided to power the TMS, and a high-voltage power supply can be provided to power the steering pump and brake air compressor. Logic power, wake-up signals, CAN communication, and high-voltage interlock (HVIL) are transmitted to one or more controllers of the TMS (not illustrated) via connectors.

[0178] As described herein, the PCAS is designed for ease of manufacture and maintenance. For example, the power steering pump and brake compressor can be mounted to a platform that is adjustable relative to a fixed longitudinal beam. The longitudinal beam can be fixed or directly connected to the top surface of the TMS housing. As another example, the power steering pump may include an air filter positioned in an accessible and easily maintained location. A vertical wall positioned adjacent to the recessed surface 96 may include an inlet or outlet connector from which fluid lines or hoses extend to fluidly connect the TMS housing to the core module housing. This recessed surface facilitates the positioning of fluid lines or hoses for hose installation while minimizing bends and potential kinks within the lines.

[0179] The HVPDU includes an HV busbar, which can be positioned in either the negative or positive plane, enabling the distribution of HV power from the HV DU. The end portions of the HV busbar can be electrically connected to a contactor. One or more HV circular fast-acting fuses may be provided to protect the ESS, DC fast-charging system, drive inverter, and high-voltage bidirectional power port. The HV PDU may include one or more sensors (such as current sensors and high-voltage sensors) operably connected to one or more controllers (e.g., controllers) to control logic power and CAN communication, thereby enabling the monitoring of current and voltage in portions of the HVPDU (e.g., the HV busbar).

[0180] The rear surface (or another portion) of the core module housing may include multiple interfaces for one or more vehicle accessories. For example, sockets and receptacles may be configured adjacent to a fluid inlet connector that can fluidly couple to an outlet 46 located on the side of the core module housing. The receptacle may supply HV power from the core module housing to one or more components of the TMS (e.g., a PTC heater and an AC compressor).

[0181] In one or more embodiments, the core module or distribution assembly may include one or more receptacles. The receptacles may be configured to receive connectors to enable the supply of low-voltage logic power, drive power wake-up, CAN communication, and HVIL circuitry to the TMS and pneumatic and hydraulic accessories such as power steering pumps and brake air compressors. Connectors with anti-misoperation keys may be provided to supply LV power to the vehicle compartment while preventing reverse polarity to protect LV components inside or on the vehicle.

[0182] The core module may include one or more cooling conduits or passages to regulate the temperature of components disposed within the core module housing. For example, an HV PDU cooling manifold may be integrally formed with or assembled to a portion of the core module (e.g., an internal portion). The cooling manifold may be positioned adjacent to the HVPDU. The cooling manifold may include one or more coolant passages through which coolant flows to transfer heat to and from the HVPDU.

[0183] One or more busbars may be fixed to one or more inner walls or surfaces of the core module. For example, a first busbar and a second busbar may be positioned adjacent to or connected to the HV PDU via one or more connectors. The end portion of the busbar, opposite the end adjacent to the HV PDU, may extend to a receptacle. One or more wires may be connected to the first and second busbars and connected to the receptacle. A third busbar may include components configured for electrical connection to a DC / DC converter (…). Figure 19 One end of the device can be connected to a socket.

[0184] The LVPDU may include an electrical interface enabling connection to a controller and an electrical interface with the PCAS. The interface may include a first plug and a second plug, each having thirty-six rows of pins with two pins per row. The interface with the PCAS may include Pogo pins (which have twenty-two rows of pins with two pins per row), Radsok pins, and a socket.

[0185] In one or more embodiments, the core module includes an LVD module or panel and an HV PDU. The rear surface of the core module includes a locating pin configured to position the core module relative to another blade, such as a DC / DC converter. The LVD and HVPDU may each include a spring-loaded pin configured to electrically disconnect the LVD and HVPDU when the core module is removed from the DC / DC converter.

[0186] The HV PDU includes a removable cover that receives the HV connector. A contactor can be secured to the removable cover, allowing the contactor to be electrically connected to the HV connector. A pre-charge resistor, a pre-charge circuit (including the contactor with the pre-charge circuit), and a ground fault detector are then secured to the removable cover. As depicted in Figures 43 and 44, one or more negative busbars and one or more positive busbars can be connected to the contactor. One or more fuses (such as fast-acting fuses) can then be connected to the busbars and the contactor.

[0187] The PCAS may include one or more modules comprising a core module, a DC / DC converter, an on-board charger, a distribution board, an inverter, and a thermal management system, each of which includes multiple components (identified by shaded boxes). The PCAS may be operatively connected to one or more vehicle components, including a steering system (e.g., steering gears), a brake air tank and filter (connected to the brake air compressor), traction drive, energy storage system, cabin evaporator, cabin condenser, AC charger, charging plug, traction drive, ePTO, cabin, LV battery and fuse disconnect device, and body builder. Each of these vehicle components may be connected to the LV high power bus, LV low power and communication bus, LV control line, HV DC line bus, HV AC load bus, HV AC bus, and coolant and / or refrigerant lines.

[0188] As described herein, the LVPDU can be configured for built-in redundancy to ensure power supply in the event of a cable short circuit. The LVPDU, cabin module, and body builder can form a circuit comprising two cables extending from the two negative terminals of a 12V battery to two terminals. These two cables can be connected to the negative busbar. Two positive cables are connected to the 12V battery via a main switch and to two fuses before terminating at the positive busbar. Two resistors can be provided to monitor the health of the battery connections; each resistor is connected to a separate analog input and the positive terminal before the fuses. If both positive battery cables are in acceptable health, each analog input will sense a common voltage. However, if one of the cables short-circuits (e.g., through contact with the chassis), the two fuses connected to that cable will open the circuit, while the other two fuses on the un-short-circuited cables will remain closed, ensuring at least 12V of power is supplied to the vehicle. In this scenario, the analog input will detect different voltages (0V for short-circuited cables and 12V for non-short-circuited cables), and in response to the voltage change, the controller can provide the operator with a warning or command another action (e.g., engage in limp mode).

[0189] TMS alternative options

[0190] This disclosure envisions the use of PCAS and / or TMS with various vehicle systems, including BEVs, and other configurations (e.g., thermal management systems for FCEVs) can be readily applied to this disclosure. One or more coolant lines can fluidly connect the TMS module to one or more vehicle components (including, but not limited to, cooling modules, motors and inverters, one or more battery packs, and cabin modules). The cooling module can be fluidly and electrically connected to a reservoir to receive or supply excess coolant as needed. The cabin module can also be connected to the TMS module via refrigerant lines, wherein cooled coolant can be directed from the TMS (e.g., via a compressor) to the cabin module, and the cabin module can include one or more heat exchangers and fans configured to cooperate with each other to regulate the temperature of the vehicle cabin. A control panel can be electrically connected to the cabin module to control its operation.

[0191] The TMS may include a nine-way valve with nine valves (numbered 1 to 9, and referred to herein as valves one through nine), one or more of which can be closed or opened as needed. The valves may be fluidly connected to one or more liquid circuits (including a first circuit, a second circuit, a third circuit, a fourth circuit, and a fifth circuit). While each circuit includes one or more components, it should be understood that one or more circuits may include fewer, more, or different components than those described below. Furthermore, some circuits may be eliminated entirely. For example, a third circuit may be used only if the ambient temperature is predicted to be equal to or greater than 45°C.

[0192] As described herein, the TMS module can provide a maximum cooling capacity of 24kW (at an ambient temperature of 38°C) and a maximum heating capacity of 13kW (at an ambient temperature of -5°C). The maximum cooling capacity can be divided between cabin cooling capacity (ranging from 6kW to 10kW) and battery cooling capacity (ranging from 14kW to 18kW). The maximum heating capacity can be divided between cabin cooling capacity (ranging from 11kW to 15kW) and battery cooling capacity (ranging from 10kW to 14kW). The inverter of one or more PCASes described above can have a cooling capacity ranging from 17kW to 25kW, where the coolant flow rate is 105 liters per minute at a pressure of 55 kPa.

[0193] Additionally or alternatively, the TMS module can provide a maximum cooling capacity of 36kW (at an ambient temperature of 55°C) and a maximum heating capacity of 38kW (at an ambient temperature of -40°C). The maximum cooling capacity can be divided between cabin cooling capacity (ranging from 7kW to 16kW) and battery cooling capacity (ranging from 12kW to 20kW). The maximum heating capacity can be divided between cabin heating capacity (ranging from 10kW to 22kW) and battery heating capacity (ranging from 12kW to 16kW). The PCAS inverter can have a cooling capacity ranging from 13kW to 44kW, with a coolant flow rate of 60 liters per minute at a pressure drop of 150kPa to 200kPa.

[0194] The first circuit may include a third pump that supplies coolant to a third valve, which directs fluid to a first valve. The first valve supplies coolant to the battery and directs the coolant from the battery to a second valve. The second valve directs coolant to a fourth valve that supplies coolant to the inverter, and the inverter can return the coolant to the third pump.

[0195] One or more temperature sensors can be located in each loop of the circuit and configured to measure the temperature of the coolant passing through the sensor. The temperature sensors can be operatively connected to one or more controllers (e.g., a controller, vehicle CAN bus, or a controller dedicated to the TMS), and these controllers can be configured to adjust the operation of the TMS based on the measured temperature (and other factors). A second temperature sensor T2 can be located between the battery and the second valve, and a third temperature sensor T3 can be located between the third pump and the third valve.

[0196] One or more circuits of the TMS include multiple condensers designed to transfer heat from a working fluid (e.g., a coolant or refrigerant) to a secondary fluid or ambient air. In one or more embodiments, the TMS includes a first liquid-cooled condenser and a second liquid-cooled condenser. It should be understood that other types of condensers (e.g., non-liquid-cooled ones) are readily conceived through this disclosure.

[0197] The second circuit may include a second pump configured to direct pressurized coolant to an eighth valve, which supplies coolant to a fifth valve. The fifth valve directs the coolant through a radiator, where it captures heat from a force applied towards the radiator by a fan positioned adjacent to it. The heated coolant flows from the radiator to LCC2, where it is condensed and directed out of LCC2 to a seventh valve, which directs the coolant to a ninth valve. The ninth valve directs the coolant to a cooler (labeled "cooler"), where it cools the coolant. The cooler directs the coolant to a positive temperature coefficient heat exchanger (referred to herein as "WPTC2"), which directs the coolant to the second pump. The second pump directs the coolant through the eighth valve and to the fifth valve, where the coolant is then directed back to the radiator.

[0198] In some cases, the nine-way valve can be actuated or altered to close one of the nine valves and open the sixth valve, which can direct coolant from the nine-way valve to the coolant line or passage located between the radiator and LCC2. The second loop may include one or more temperature sensors, such as a fourth temperature sensor T4 located between LCC2 and the seventh valve, a fifth temperature sensor T5 located between the fifth valve and the radiator, and a sixth temperature sensor T6 that may be located between the ninth valve and the cooler.

[0199] The fourth loop may include a compressor that compresses the coolant and directs it to LCC1. After the coolant has been directed through LCC1, it can be directed to LCC2. A first expansion valve, and in some cases, the first expansion valve may be opened to allow coolant to enter LCC2. LCC2 can direct coolant to a second expansion valve (labeled "EXV2") and a third expansion valve ("LEXV"). If EXV2 is open, the coolant is directed to the compartment evaporator (labeled "Compartment Evaporator") and then to the accumulator (labeled "ACCU1"). If LEXV is open, the coolant is directed to the cooler and then to the accumulator.

[0200] The third circuit may include a condenser (labeled "condenser"), which may be positioned adjacent to the radiator. The third circuit may receive coolant from the fourth circuit, and the coolant may be directed to a shut-off valve (labeled "R-SOV"), and if R-SOV is open, the coolant may be directed to the condenser. After the coolant has been condensed by the condenser, it may return to the fourth circuit.

[0201] The fifth circuit may include a first pump (designated "Pump 1") that pumps coolant via LCC1 to a positive temperature coefficient heat exchanger (designated and referred to herein as "WPTC1"). WPTC1 may direct coolant to a heater core (designated "Heater Core"), in which heated coolant passes through pipes or fins of the heater core, enabling a compartment blower (designated "Compartment Blower") to operate to blow heated air into the vehicle compartment to heat the compartment.

[0202] It should be understood that aspects of the vehicle's thermal system can supplement the fluid guidance diagram described above. The vehicle's thermal system can be divided into three parts: the cabin section, the TMS module section, and the vehicle drive and accessory section. The cabin section... Figure 35A The left side is shown and is defined by a rectangle formed by dashed lines. The ESS section is in Figure 35A The middle section is shown, and the power electronic device section is composed of Figure 35A The dashed line on the right forms another rectangular frame.

[0203] The nine-way valve and components fluidly connected to it can operate in one or more positions. In the first position or operating state, the cooler, battery, power electronics, and radiator are in isolated fluid circuits. In the second position or operating state, coolant is directed from the cooler to the battery and from the battery to the power electronics. The coolant can then be directed to a condenser (such as a liquid-cooled condenser (labeled "LCC")) and a valve operatively connected to the LCC. After the coolant has been directed through the LCC, it can be directed back to the cooler. For example, when the nine-way valve is in the second position, the radiator can be excluded, preventing coolant from traveling through it.

[0204] In the third operating state, components including, but not limited to, the cooler pump, cooler, LCC, radiator, power electronic device pump, power electronic device, and battery are included. It should be understood that the term "power electronic device" can refer to one or more electronic devices in one or more embodiments of the PCAS described herein. This includes, but is not limited to, DC / DC converters (such as DC coolant passages), HV PDU cooling manifolds, and cooling passages for brake air compressors. Coolant can be directed from the cooler pump to the cooler and out of the LCC. After flowing through the LCC, the coolant can be directed to the radiator and from the radiator to the power electronic device pump. The power electronic device pump can pump the coolant to the power electronic device and then to the battery.

[0205] In the fourth position or operating state, the power electronics and battery are each in an isolated circuit, and the cooler, LCC, and radiator are also in an isolated circuit. The nine-way valve in the fourth operating state supplies coolant to the power electronics pump, through the power electronics, and to the battery. Figure 24 E shows a schematic diagram and chart of a nine-way valve, which identifies each valve (numbered one through nine) and the associated components that can receive coolant from each of the nine valves.

[0206] The TMS includes a TMS housing with multiple fluid inlet and outlet connectors disposed on one or more sides of the housing. The housing may include a stepped portion with a recessed top surface disposed between the electric power steering pump and the electric brake compressor. A TMS controller housing is provided to house one or more controllers (not illustrated) of the TMS. The controller housing may be integrally formed with or attached to the recessed surface and may include one or more electrical or communication sockets for supplying power to the TMS controllers and enabling communication with the TMS controllers.

[0207] Alternative solutions for PCAS power modules

[0208] The high-voltage / low-voltage core module may include various modules or subsystems. A low-voltage (LV) module may be present, which may include a control board. The control board may include a controller, processor, programmable logic array, microprocessor, etc. The control board may include various connectors. The control board may also include low-voltage DC fuse and relay sections formed by one or more terminals and connectors. In one embodiment, three connectors may be used for the low-voltage subsystem, but any number of connectors may be used. Connectors may be used to connect a vehicle plug / connector (or any type of connector) to transfer charge from the module to the vehicle. In another embodiment, the LV subsystem may include a terminal block with four terminals. Terminals may be used to connect any number of wires together. The control board may also include an adapter board.

[0209] The controller can be configured to have thirty-seven analog inputs, of which twenty can be configured for pull-up or pull-down, five for system wake-up and input, six for frequency input, and fifteen for power monitoring and feedback. The controller can be configured to have thirty-two low-side driver outputs, ten high-side driver outputs, four H-bridge drivers, and one main power relay driver. In one or more embodiments, the controller can have an operating range between 9V and 32V. The controller is configured to communicate via four CAN channels, one LIN master node, and one Ethernet connection. The controller can be configured to operate within a certain temperature range (e.g., -40°C to 110°C) and can meet the protection architecture level (e.g., IP6K9K) specified in Part 9 of DIN standard DIN40050.

[0210] In one or more embodiments, the controller includes an integrated or built-in charge controller and a gradient sensor. The gradient sensor may be configured to measure slope, acceleration, and temperature. As described herein, the controller may include a built-in or integrated charge communication chip to enable AC and DC fast charging and eliminate the need for an external charge controller.

[0211] As described above, the PCAS may include a pre-charge module that limits inrush current before or during vehicle startup. Connectors (such as ePTO connectors) may be provided to supply up to 200kW for power output operation, and another connector may be provided to enable DC fast charging up to 300kW. The DC-DC converter can be configured to convert up to 20kW. The on-board charger can be configured to provide 11kW, 22kW, or another amount of power as needed.

[0212] In one or more embodiments, the electrical connections of the HVPDU can be formed between a high-voltage connector, a pre-charge resistor, a pre-charge circuit, a contactor, and a fast-acting fuse.

[0213] PCAS can operate in various modes based on controller commands or monitoring. One approach can begin by connecting a battery (e.g., a 12V battery) to the controller. The System Base Chip (SBC) enters a startup or initialization mode, causing SS1 and SS2 to go low, and CAN, sensors, and MCU power to be available, as indicated in the operation description. The controller can then start up, and the SBC can enter a normal mode, where SS1 and SS2 are high. One or more batteries can be enabled, preparing the peripheral chips to perform one or more operations, as indicated in the operation description. During operation, the controller determines whether the initial functionality of the application software conforms to a set of predefined standard operations. If the standard is not met, the controller will not wake up and will proceed to operation, where state of charge (SOC) and health checks are performed on the 12V and HV batteries.

[0214] If the operating criteria are met, the controller proceeds to execute the ASW (Automatic Safety Switch) operation. After the operation, the vehicle may move at a certain speed, as indicated by the operation. If the SOC (State of Charge) and health check during the operation are acceptable, the controller may proceed to another operation; if they are unacceptable, the controller may proceed to the operation of controller stop and entering sleep mode. The SBC (Sleep Controller Bus) may enter sleep mode for a predetermined amount of time (e.g., four hours). After sleep mode, the timer may expire, or the controller may enter wake-up mode and terminate. The controller may proceed to the operation of vehicle stationary or parked, and upon detecting an engine shutdown event, the controller proceeds to the operation of writing data to non-volatile memory (NVM). After writing to NVM and upon detecting an engine shutdown event, the controller may proceed to the operation of the vehicle entering limp-home mode.

[0215] The processes, methods, or algorithms disclosed herein can be delivered to, implemented by, or fed to a processing device, controller, or computer, which may include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms can be stored in various forms as data and instructions executable by a controller or computer, including but not limited to information permanently stored on non-writable storage media (such as ROM devices) and information reproducibly stored on writable storage media (such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media). The processes, methods, or algorithms can also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms can be embodied, in whole or in part, using suitable hardware components such as application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), state machines, controllers, or other hardware components or devices, or a combination of hardware, software, and firmware components.

Claims

1. A power control and accessory system module configured for use in a vehicle, the module comprising: A thermal management system (TMS) configured to receive and supply one or more fluids to regulate the temperature of one or more vehicle accessories, the TMS including a TMS housing formed by one or more sidewalls and a top wall extending between the one or more sidewalls; A dispensing assembly, which is fixed to a first sidewall of one or more sidewalls of the TMS housing and lies flat along the first sidewall; and A core assembly, wherein the distribution assembly is disposed between the core assembly and the TMS housing, wherein a converter is disposed within at least one of the core assembly and the distribution assembly, wherein the converter is configured to receive power from a power source at a first voltage and distribute the power from the distribution assembly to the one or more vehicle accessories at a second voltage; and Some of the vehicle accessories are located above the top wall of the TMS housing.

2. The module of claim 1, wherein the dispensing component includes a socket formed by a base and one or more peripheral walls extending from the base and defining an opening, wherein the one or more peripheral walls are directly connected to the core assembly, and wherein at least a portion of the base lies flat along the rear wall of the TMS housing and is secured to the rear wall.

3. The module of claim 2, wherein the one or more vehicle accessories include an on-board charger, the on-board charger being fixed to the top wall of the TMS housing, and wherein another vehicle accessory of the one or more vehicle accessories clamps the on-board charger to the top wall of the TMS housing.

4. The module according to claim 2, wherein the module further comprises: A high-voltage power distribution unit (HVPDU) configured to supply high-voltage power to some of the one or more vehicle accessories, wherein the core assembly includes a front portion and a rear portion, the front portion being secured to the one or more peripheral walls of the distribution assembly, and the rear portion defining an opening configured to receive a portion of the HVPDU.

5. The module according to claim 1, wherein the module further comprises: A low-voltage power distribution unit (LVPDU) is configured to supply low-voltage power to some of the one or more vehicle accessories, wherein the core assembly is located behind the distribution assembly and the LVPDU is located in front of the distribution assembly.

6. The module of claim 5, wherein the dispensing component includes a socket formed by a base and one or more peripheral walls extending from the base, the one or more peripheral walls defining an opening of the socket, wherein the one or more peripheral walls are directly connected to the core assembly, and the LVPDU is directly connected to the base.

7. The module according to claim 5, wherein the LVPDU is disposed above the TMS housing.

8. The module of claim 1, wherein the one or more vehicle accessories include an on-board charger configured to supply power to charge the power source.

9. The module of claim 1, wherein the distribution component is further configured to distribute power to one or more vehicle accessories of the vehicle.

10. The module of claim 1, wherein the distribution component comprises one or more electrical switches configured to stop distributing power to the one or more accessories in response to a current overflow in one or more circuits electrically connected to the one or more accessories of the module.

11. A powertrain control and accessory system (PCAS) configured for use in a vehicle, the vehicle comprising: A vehicle chassis having a front end and a rear end, and a longitudinal vehicle axle extending between the front end and the rear end; Energy storage system; and a compartment module configured to supply conditioned air to the compartment of the vehicle, the PCAS comprising: A distribution assembly, the distribution assembly including a distribution housing configured to house one or more circuits, wherein a first circuit of the one or more circuits is configured to receive power from the energy storage system and distribute the power to one or more vehicle accessories; and A thermal management system (TMS) is directly connected to the distribution housing and configured to direct refrigerant to the compartment module and coolant to a coolant structure disposed in or defined by the distribution housing, wherein the TMS is positioned closer to the front end of the vehicle chassis than the distribution assembly.

12. The module of claim 11, wherein the one or more vehicle accessories include an air compressor configured to provide pressurized fluid to at least one friction brake of the vehicle.

13. The module of claim 11, wherein the one or more vehicle accessories include a steering pump configured to receive pressurized fluid into the steering assembly of the vehicle.

14. The module of claim 11, wherein the dispensing component is fluidly connected to the TMS.

15. The module according to claim 11, wherein the module further comprises: Core components; The dispensing housing includes a base and one or more peripheral walls defining a receptacle, and at least one of the core assembly and the dispensing assembly includes a cover configured to cover the receptacle. The TMS includes a TMS housing and one or more rear fluid connectors, the TMS housing including a rear wall, and the one or more rear fluid connectors extending from the rear wall of the TMS housing. The rear wall of the TMS housing is directly connected to the base of the dispensing housing, and The bottom region of the cover of the core assembly and the bottom portion of the dispensing housing together define a recess to allow access to the rear fluid connector.

16. The module of claim 11, wherein the TMS includes a TMS housing having a first lateral sidewall and a second lateral sidewall and one or more top walls extending between the first lateral sidewall and the second lateral sidewall, wherein the first lateral sidewall and the second lateral sidewall, the one or more top walls and a portion of the base of the dispensing assembly together define a bag, the bag being configured to receive one or more fluid lines.

17. The module according to claim 16, the module further comprising: One or more fluid sockets, The one or more top walls form a stepped structure, the stepped structure including a first top wall, a second top wall and an intermediate wall, the first top wall being spaced apart from the second top wall, and the intermediate wall extending between the first top wall and the second top wall and arranged substantially perpendicular to the first top wall and the second top wall, wherein the second top wall forms the bottom of the bag, and wherein the one or more fluid sockets extend from the second top wall.

18. A power control and accessory system module configured for use in a vehicle, the module comprising: A thermal management system (TMS) configured to receive one or more fluids and supply the one or more fluids to one or more vehicle accessories to heat or cool the one or more vehicle accessories, wherein the TMS includes a TMS housing having one or more sidewalls; A distribution assembly, which is fixed to a first sidewall of one or more sidewalls of the TMS housing and lies flat along the first sidewall, the distribution assembly being configured to distribute power; A first power distribution unit, wherein the first power distribution unit is provided with one or more first power sockets, the one or more first power sockets being arranged to face a first direction; and The second power distribution unit is provided with one or more second power outlets, the one or more second power outlets being arranged to face a second direction, wherein the second direction is different from the first direction, wherein the first power outlet and the second power outlet are configured to direct power to and from the distribution component.

19. The module of claim 18, wherein the second direction is substantially perpendicular to the first direction.

20. The module of claim 18, wherein the first power distribution unit is configured to deliver a first voltage, wherein the second power distribution unit is configured to deliver a second voltage, and wherein the second voltage is lower than the first voltage.

Images