Charging port and charging circuit for electric vehicle

Abstract

To provide an electric vehicle capable of being charged by a DC rapid charge system or by AC grid power (main power supply).SOLUTION: An electric vehicle comprises: a battery pack; first housing for housing at least one first battery module included in the battery pack; a power distribution unit for distributing power to the battery pack; a power distribution unit housing for housing the power distribution unit; and at least one DC charging port connected to a DC voltage power source to charge the battery pack. The at least one DC charging port is attached to the power distribution unit housing, and the power distribution unit housing is attached to the first housing.SELECTED DRAWING: Figure 5B

Description

Technical Field

[0001] The present invention relates to a charging port for an electric vehicle (EV) such as an electric tractor.

Background Art

[0002] As the industry shifts from internal combustion engines to fully electric motors powered by battery systems, electric vehicles (EVs) are becoming more popular. To provide a fully electric agricultural work vehicle such as a tractor, a high-voltage battery system connected to a high-current charging station is required. The inventors have devised a novel configuration that meets the requirements for providing safety means for the charging port of such an electric agricultural work vehicle.

Summary of the Invention

Problems to be Solved by the Invention

[0003] A preferred embodiment of the present invention provides a charging port for an electric work vehicle such as an EV tractor that enables DC rapid charging and has additional safety means.

[0004] A preferred embodiment of the present invention provides an electric vehicle that can be charged by a DC rapid charging system or AC grid power (main power source).

Means for Solving the Problems

[0005] An electric vehicle (EV) according to a preferred embodiment of the present invention includes a battery pack, a first housing that houses at least one first battery module included in the battery pack, a power distribution unit that distributes power to the battery pack, a power distribution unit housing that houses the power distribution unit, and at least one DC charging port that is connected to a DC voltage power source to charge the battery pack. The at least one DC charging port is attached to the power distribution unit housing, and the power distribution unit housing is attached to the first housing.

[0006] An electric vehicle (EV) according to a preferred embodiment of the present invention further includes a cover that covers the at least one DC charging port, the cover including a fixed portion and a movable portion movable around an axis. The fixed portion and the movable portion of the cover are connected via a hinge. The at least one DC charging port includes a first DC charging port and a second DC charging port covered by the cover and adjacent to each other with a gap therebetween. Each of the first DC charging port and the second DC charging port includes a receptacle for receiving a cable or a wire harness. At least a connecting portion of the hinge is located between the first DC charging port and the second DC charging port. A distance d between a center of the cable or the wire harness connected to the first DC charging port and a center of the cable or the wire harness connected to the second DC charging port is greater than a width h of the connecting portion of the hinge located between the first DC charging port and the second DC charging port.

[0007] In an electric vehicle (EV) according to a preferred embodiment of the present invention, the at least one DC charging port includes a plurality of DC charging ports located at the same height in the vertical direction.

[0008] An electric vehicle (EV) according to a preferred embodiment of the present invention includes a second housing that houses at least one second battery module included in the battery pack. The at least one DC charging port is located in front of a front surface of the first housing and a front surface of the second housing.

[0009] In an electric vehicle (EV) according to a preferred embodiment of the present invention, the power distribution unit housing is located between the at least one DC charging port and the first housing.

[0010] In an electric vehicle (EV) according to a preferred embodiment of the present invention, the power distribution unit housing and the first housing overlap in the front-rear direction.

[0011] An electric vehicle (EV) according to a preferred embodiment of the present invention includes a second housing that houses at least one second battery module included in the battery pack. The power distribution unit housing is located above the second housing in the vertical direction.

[0012] An electric vehicle (EV) according to a preferred embodiment of the present invention includes a second housing that houses at least one second battery module included in the battery pack. The at least one DC charging port is located in front of the front surface of the power distribution unit housing. The power distribution unit housing and the first housing overlap in the front-rear direction. The first housing is located above the second housing in the vertical direction.

[0013] In an electric vehicle (EV) according to a preferred embodiment of the present invention, the width of the first housing is larger than the width of the second housing, and the width of the power distribution unit housing attached to the first housing is larger than the width of the second housing.

[0014] An electric vehicle (EV) according to a preferred embodiment of the present invention includes at least one headlight disposed on the front surface of the electric vehicle. The at least one DC charging port and the at least one headlight overlap when the electric vehicle is viewed from the side.

[0015] An electric vehicle (EV) according to a preferred embodiment of the present invention includes an AC charging port for connecting to an AC voltage power source to charge the battery pack. The receptacle of the AC charging port extends at an angle of less than about 90 degrees with respect to the front-rear direction.

[0016] An electric vehicle (EV) according to a preferred embodiment of the present invention includes an AC charging port for connecting to an AC voltage power source to charge the battery pack. The AC charging port is disposed below a part of the position of the at least one DC charging port in the vertical direction.

[0017] An electric vehicle (EV) according to a preferred embodiment of the present invention includes a cover that covers the at least one DC charging port, the cover including a fixed portion and a movable portion movable around an axis. A receptacle of the at least one DC charging port extends downward from the axis in a vertical direction.

[0018] An electric vehicle (EV) according to a preferred embodiment of the present invention includes a cover. The at least one DC charging port includes a first DC charging port and a second DC charging port adjacent to each other, the cover covering the first DC charging port and the second DC charging port, the cover including a fixed portion and a movable portion movable around an axis, the fixed portion and the movable portion of the cover being connected via a hinge, and at least a part of the hinge being located between the first DC charging port and the second DC charging port.

[0019] An electric vehicle (EV) according to a preferred embodiment of the present invention includes a battery pack, a first housing that houses at least one first battery module included in the battery pack, a power distribution unit that distributes power to the battery pack, a power distribution unit housing that houses the power distribution unit, and three DC charging ports connected to a DC voltage power source to charge the battery pack. The three DC charging ports are attached to the power distribution unit housing, the power distribution unit housing is attached to the first housing, and the three DC charging ports are located on a front surface of the electric vehicle.

[0020] In an electric vehicle (EV) according to a preferred embodiment of the present invention, the three DC charging ports are located at the same height in a vertical direction.

[0021] An electric vehicle (EV) according to a preferred embodiment of the present invention includes a second housing that houses at least one second battery module included in the battery pack. The three DC charging ports are located in front of a front surface of the first housing and a front surface of the second housing.

[0022] In an electric vehicle (EV) according to a preferred embodiment of the present invention, the power distribution unit housing and the first housing overlap in the front-rear direction.

[0023] An electric vehicle (EV) according to a preferred embodiment of the present invention includes a second housing that houses at least one second battery module included in the battery pack. The three DC charging ports are located in front of the front surface of the power distribution unit housing, the power distribution unit housing and the first housing overlap in the front-rear direction, and the first housing is located above the second housing in the vertical direction.

[0024] In an electric vehicle (EV) according to a preferred embodiment of the present invention, the width of the first housing is larger than the width of the second housing, and the width of the power distribution unit housing attached to the first housing is larger than the width of the second housing.

[0025] According to a preferred embodiment of the present disclosure, it is possible to provide an electric vehicle that can be charged by a DC rapid charging system or AC grid power (main power supply).

[0026] The above and other features, elements, steps, configurations, characteristics, and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments of the present invention with reference to the accompanying drawings.

Brief Description of the Drawings

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Mode for Carrying Out the Invention

[0028] Hereinafter, preferred embodiments of the present disclosure will be described more specifically. However, unnecessarily detailed descriptions may be omitted. For example, detailed descriptions of matters well-known in the art or redundant descriptions regarding substantially the same configurations may be omitted. This is to avoid making the description lengthy and to facilitate the understanding of those skilled in the art. The accompanying drawings and the following description are provided by the inventors so that those skilled in the art can fully understand the present disclosure, and are not intended to limit the scope of the claims. In the following description, components having the same or similar functions are denoted by the same reference numerals.

[0029] The electric vehicle according to a preferred embodiment of the present invention may be a tractor or other agricultural vehicle, but any desired type of electric vehicle is applicable to the preferred embodiment of the present invention and can be used together with the preferred embodiment of the present invention.

[0030] Figures 1A - 1I show an electric vehicle 10 according to a preferred embodiment of the present invention. Each of Figures 1A and 1B is a perspective view of the vehicle 10 seen from the left front and the right front, respectively. Figure 1C is an isometric perspective view of the vehicle 10 seen from the left rear. Figure 1D is a front view of the vehicle 10, and Figures 1E and 1F are side views of the vehicle 10. Each of Figures 1G and 1H is a plan view and a bottom view of the vehicle 10, respectively. Figure 1I is an isometric perspective view of the vehicle 10 seen from below the bottom.

[0031] In a preferred embodiment of the present invention, as shown in FIGS. 1A and 1D, for example, the vehicle 10 includes a pair of headlights 11, 12, a fixed cover portion 13A, a movable cover portion 13B, a plurality of DC charging ports (described later), and an AC charging port 15, all of which are provided in the front portion of the vehicle 10. As shown in FIG. 1D, the front portion of the vehicle 10 includes an upper surface main body portion 24 and a lower surface main body portion 16. A front skid plate 25 is provided below the lower surface main body portion 16. The lower surface main body portion 16 includes a plurality of recesses 16A for accommodating a plurality of DC charging ports. FIG. 1A shows a part of the cable 17 of a charging cable harness that can be inserted into at least one of the plurality of DC charging ports. The remaining part of the cable 17 of the charging cable harness is not shown in FIG. 1A.

[0032] As further shown in FIGS. 1A to 1H, the vehicle 10 also has a left front wheel 41L, a right front wheel 41R, a left rear wheel 42L, and a right rear wheel 42R. However, the vehicle according to the preferred embodiment of the present invention is not particularly limited to four wheels and may have any appropriate number of wheels. For example, a vehicle according to a preferred embodiment may have only three wheels by removing one of the aforementioned four wheels, have a fifth wheel (for example, an additional wheel provided in a straight line with a pair of wheels among the aforementioned four wheels, a wheel provided at the front or rear of the vehicle, etc.), have a total of six wheels by having a pair of central wheels, and so on. In another preferred embodiment, an endless track may be used instead of wheels.

[0033] As shown in FIGS. 1B to 1H, the electric vehicle 10 includes a first housing 20B and a second housing 20C that surround a part of the battery pack of the electric vehicle 10. According to a preferred embodiment of the present invention, as shown in FIGS. 1B to 1H, the vehicle 10 can include one or more side housings (left side housing 20E, right side housing 20D), and the one or more side housings (left side housing 20E, right side housing 20D) can store and surround additional parts of the power supply system for the vehicle 10. As shown in FIGS. 1B to 1H, the vehicle 10 can include a left side housing 20E and a right side housing 20D. The left side housing 20E can be disposed at least partially between the left front wheel 41L and the left rear wheel 42L, and the right side housing 20D can be disposed at least partially between the right front wheel 41R and the right rear wheel 42R. According to a preferred embodiment of the present invention, as shown in FIGS. 1B and 1C, the vehicle 10 can include an air circulation system including a first (left side) side duct 35L that forms an air flow path (s) between the left side housing 20E and the main first housing 20B and second housing 20C. The vehicle 10 can similarly include a right side duct 35R on the right side that forms an air flow path between the right side housing 20D and the first housing 20B and second housing 20C and the main first and second housings 20B, 20C. Using the air flow path formed by the left side duct 35L and the right side duct 35R, a part of the power supply system of the vehicle 10 housed in the left side housing 20E or the right side housing 20D can be cooled.

[0034] The power supply system of the vehicle 10 can supply power to the electric motor 45 shown in FIG. 1H. The power can be supplied to the electric motor 45 via, for example, an inverter. The electric motor 45 can be disposed between the left housing 20E and the right housing 20D in the left-right direction of the vehicle 10, and can be disposed in front of the left housing 20E and the right housing 20D in the front-rear direction of the vehicle 10. The vehicle 10 can include a transmission 46 for driving each of the left front wheel 41L, the right front wheel 41R, the left rear wheel 42L, and the right rear wheel 42R in a four-wheel drive system. However, the electric motor 45 and the transmission 46 can also be driven in a two-wheel drive system.

[0035] FIG. 1I is a perspective view of the vehicle 10 (not shown) with the front skid plate 25 removed, as viewed from the bottom side. As shown in FIG. 1I, what is protected by the front skid plate 25 is the on-board charge controller (OBC) 26 disposed on the bottom side of the vehicle 10. As shown in FIG. 1I, the vehicle 10 further has, on its bottom side, a frame rail 151, an inverter 106, and a motor 45, which will be further described below.

[0036] According to a preferred embodiment of the present invention, as shown in FIGS. 1B to 1G, the vehicle 10 can also include a cabin 50 having a roof 51 supported by a frame 52. The cabin 50 and the like can include various components such as, for example, a seat for an operator of the vehicle 10 and vehicle control devices such as a steering wheel. The roof 51 can optionally be provided with a radiator - condenser module (radiator - compressor module) 53 and / or a solar panel 54.

[0037] Figure 2 is a block diagram of the electrical subsystem of the electric vehicle 10. As shown in Figure 2, the electrical subsystem includes a power distribution unit (PDU) connected to three battery strings (a series of batteries connected in series) via a high-voltage (HV)-direct current (DC) line. Each battery string is controlled by a battery management unit (BMU), and the battery management unit communicates with other battery management units (BMUs) and the battery management system (BMS) master via a Controller Area Network (CAN) bus line. The battery management system (BMS) aggregates information from all battery strings and is configured to respond to the appropriate battery management unit (BMU) according to the situation. The functions of the battery management system (BMS) may be implemented in a supervisory control unit (SCU). The power distribution unit (PDU) is further connected to an inverter via an HV-DC line to drive the vehicle's motor and is connected to an on-board charge controller (OBC) including a DC / DC converter in the presently illustrated preferred embodiment. The on-board charge controller (OBC) is connected to a 12V battery via a low-voltage (LV)-direct current (DC) line and is connected to an AC (alternating current) charging port that can be a J1772 standard inlet. As shown in Figure 2, two sets of electric vehicle supply equipment (EVSE) are provided. One electric vehicle supply equipment (EVSE) is a system that charges with 240V AC of the standard SAE J1772 level 2 via the on-board charge controller (OBC-DC / DC converter). The other electric vehicle supply equipment (EVSE) is custom-implemented for DC rapid charging. Power is supplied from both electric vehicle supply equipment (EVSE) to the power distribution unit (PDU) and distributed to each battery string. The DC rapid charger is connected to battery strings 1 to 3 of the battery pack via the power distribution unit (PDU).The monitoring and control unit (SCU) is connected to the power distribution unit (PDU) via the CAN bus. The monitoring and control unit (SCU) is connected to vehicle inputs or sensors via a low voltage (LV)-direct current (DC) line. A pump controller that controls the radiator, fan, and / or pump of an electric vehicle is connected to the monitoring and control unit (SCU) via the CAN bus.

[0038] Figure 3 is a block diagram of a DC rapid charging system according to a preferred embodiment of the present invention. As shown in Figure 3, the DC rapid charging system includes three DC rapid charger power supplies, a vehicle PDU, and a vehicle battery pack including battery strings 1, 2, and 3. In a preferred embodiment, the battery pack is configured in a 24 series - 3 parallel - configuration (24 modules in series per string, 3 strings in parallel). However, the present invention is not limited to a specific series / parallel cell configuration and can include any series / parallel combination of battery strings and modules. For example, three external HV cables 17 may be connected to the power distribution unit (PDU) via three DC rapid charging plugs DCFC1, DCFC2, and DCFC3. Each battery string 1, 2, 3 includes a battery management system (BMS) and also includes a contactor C, a battery sensor Is, and a fuse. As shown in Figure 3, the power distribution unit (PDU) includes a contactor (contactor) C between the positive (+) and negative (-) battery bus lines and the DC rapid charging plugs DCFC1, DCFC2, and DCFC3. These contactors C are used for the emergency stop of the electric vehicle as described later. The PDU also includes a CAN / interlock that controls each DC rapid charging plug DCFC1, DCFC2, and DCFC3.

[0039] Figure 4 is a block diagram of a power distribution unit (PDU) according to a preferred embodiment of the present invention. The black solid line indicates the high voltage minus potential (HV-), and the gray diagonal line indicates the high voltage plus potential (HV+). The PDU combines three battery strings in parallel, and the overall voltage of the battery pack is supplied between the HV- bus bar and the HV+ bus bar. The load of the battery pack is drawn from the HV- bus bar and the HV+ bus bar via the contactor C, switching the available high voltage buses for each component. In this preferred embodiment, all HV+ wires are fused to protect the wires coming out of the PDU. The PDU functions as an electrical multiplexer for all high voltage subsystems of an electric vehicle, namely the battery pack, DC fast charging, OBC, and inverter. Both the plus and minus rails are independent bus bars. All electrical paths are connected to the plus and minus rails.

[0040] Figure 5A shows the front part of an electric vehicle in which the charging port cover according to a preferred embodiment of the present invention is in the closed position. As shown in Figure 5A, two headlamps 11, 12 are provided on the upper front body part 24 on the vehicle front. Three DC fast charging plugs DCFC1, DCFC2, DCFC3 (not shown in Figure 5A) are provided behind a cover 13 including a fixed cover part 13A and a movable cover part 13B. In a preferred embodiment of the present invention, an AC charging port 15 (for example, corresponding to the J1772 standard inlet shown in Figure 2) is provided to be connected to an AC voltage power source for charging the battery pack. The AC charging port 15 can be provided on the left side at a position offset (displaced) from the three DC fast charging plugs DCFC1, DCFC2, DCFC3. The lower front body part 16 includes a plurality of recesses 16A 1 , 16A 2 , 16A 3 for accommodating the openings of the DC fast charging plugs DCFC1, DCFC2, DCFC3 (a plurality of DC charging ports). An auxiliary port 27 for auxiliary functions such as an emergency stop button, for example, can be provided on the right side of the front part of the vehicle.

[0041] FIG. 6A is a perspective view of the front portion of an electric vehicle according to a preferred embodiment of the present invention, showing a state in which a portion of a charging cable connected to a DC charging port is closed by a cover. FIG. 6B is a perspective view of the front portion of an electric vehicle according to a preferred embodiment of the present invention, showing a state in which a portion of a charging cable connected to a DC charging port is closed by a cover, and the cover is shown transparently. As shown in FIGS. 6A and 6B, when a DC rapid charging system is connected to the electric vehicle 10, three external HV cables including DC cable harnesses 14A (including cable 17), 14B (including cable 17), and 14C (including cable 17) are connected to three DC rapid charging plugs DCFC1, DCFC2, DCFC3 (a plurality of DC charging ports 19A, 19B, 19C). It should be noted that the present invention is not limited to three DC charging ports. For example, only one or two of the three DC charging ports 19A, 19B, 19C can be provided. In this preferred embodiment of the present invention, by increasing the number of DC charging ports, the current amount and the charging capacity can be increased.

[0042] As shown in FIG. 6B, the plurality of DC charging ports 19A, 19B, 19C are covered by a fixed cover portion 13A and a movable cover portion 13B. The movable cover portion 13B is supported by hinges 18 1 , 18 2 and has an opening at the bottom, and the cables 17 of the DC cable harnesses 14A to 14C extend through the opening. The details will be described in more detail below.

[0043] Figure 5B shows the layout (arrangement position) of the front part of an electric vehicle as viewed from the side with respect to the PDU housing and the battery pack housing according to a preferred embodiment of the present invention. As shown in Figure 5B, the electric vehicle 10 includes a PDU housing 20A, a first housing 20B, and a second housing 20C. The PDU housing 20A houses and surrounds the PDU. The first housing 20B surrounds the first part of the battery pack, and the second housing 20C surrounds the second part of the battery pack. As shown in Figure 5B, the PDU housing 20A is located between the front part of the vehicle and the first housing 20B in the front-rear direction, and the second housing 20C is located below the PDU housing 20A and the first housing 20B in the vertical direction. As shown in Figure 5B, a plurality of DC charging ports 19 (19A, 19B, 19C) and at least one headlight 11, 12 overlap in the side view of the electric vehicle 10.

[0044] Figure 7A is a perspective view of the battery pack housing and the charging port cover of an electric vehicle according to a preferred embodiment of the present invention as viewed from the front. Figure 7B is a perspective view of the battery pack housing and the charging port cover of an electric vehicle according to a preferred embodiment of the present invention as viewed from the rear. Figure 7C is a plan view of the battery pack housing and the charging port cover of an electric vehicle according to a preferred embodiment of the present invention. In this preferred embodiment, as shown in Figures 7A to 7C, the electric vehicle 10 includes a PDU housing 20A, a first housing 20B, a second housing 20C, a right housing 20D, a left housing 20E, and an on-board charging controller (OBC) 26. As shown in Figure 7A, the on-board charging controller (OBC) 26 is disposed directly below the second housing 20C in the vertical direction. As shown in Figure 7B, the first housing 20B includes an upper surface 20B 1 , a side surface 20B 2 , and a rear surface 20B 3 . As shown in Figure 7C, the receptacle of the AC charging port 15 extends in a direction E that forms an angle of less than, for example, about 90 degrees with respect to the front-rear direction of the vehicle.

[0045] Figures 8A and 8B are perspective views of the battery pack housing according to the preferred embodiment of the present invention shown in Figures 7A - 7C, with the housing portion shown transparently. As shown in Figure 8A, the power distribution unit (PDU) is located within the PDU housing 20A. As shown in Figures 8A and 8B, each of the first housing 20B, the second housing 20C, the right housing 20D, and the left housing 20E is divided into separate compartments for accommodating separate battery modules of the battery pack. The first housing 20B surrounds at least one first battery module included in the battery pack, and the second housing 20C surrounds at least one second battery module included in the battery pack. For example, the first housing 20B can surround the battery modules of battery string 1 and battery string 2, and the second housing 20C and the side housings (left housing 20E, right housing 20D) can surround the battery modules of battery string 3. Alternatively, the first housing 20B can surround the battery module of battery string 1, the second housing 20C can surround the battery module of battery string 2, and the right housing 20D and the left housing 20E can surround the battery modules of battery string 3.

[0046] Figure 9A is a front view of the battery pack housing according to the preferred embodiment of the present invention, showing the state where the charging port cover is in the closed position. Figure 9B is a front view of the battery pack housing, showing the layout (arrangement position) of the DC charging ports 19A - 19C with the charging port cover 13 omitted. Figure 9C is a side view of the battery pack housing with the charging port cover 13 omitted.

[0047] As shown in FIG. 9A, the fixed cover portion 13A of the cover 13 is attached to the front surface of the PDU housing 20A. As shown in FIGS. 9A and 9B, the plurality of DC charging ports 19A to 19C are covered by the cover 13. As shown in FIGS. 9A and 9B, during DC charging, each of the DC charging ports 19A to 19C is connected to its respective DC cable harnesses 14A to 14C. The cables 17 of the DC cable harnesses 14A to 14C are connected to the DC fast charger power supply as shown in FIG. 3. It should be noted that in FIGS. 6A, 6B, 7A, 9A, 9B, 10A to 10C, 12, 13, and 14A to 14C, a part of the cable 17 extending from the DC cable harnesses 14A to 14C is omitted (not shown).

[0048] As shown in FIG. 9B, the plurality of DC charging ports 19A to 19C are arranged at the same height in the vertical direction. 1 ,16A 2 ,16A 3 The lower front body portion 16 includes a plurality of recesses 16A, and these recesses accommodate the plurality of DC charging ports 19A to 19C having receptacles extending in the vertical direction (up and down direction). The recesses 16A provide a space for arranging the DC cable harnesses 14A to 14C including the cable 17. This is further shown in FIG. 15 described later. 1 ,16A 2 ,16A 3

[0049] As shown in FIG. 9C, the plurality of DC charging ports 19A to 19C are located in front of the front surface 20Ba of the first housing 20B and the front surface 20Ca of the second housing 20C. The plurality of DC charging ports 19 (19A to 19C) are attached to the front surface 20Aa of the PDU housing 20A. As shown in FIG. 9C, the PDU housing 20A is arranged between the plurality of DC charging ports 19 (19A to 19C) and the first housing 20B in the front-rear direction.

[0050] ​FIG. 10A is a front view partially showing the layout of an electric vehicle and DC charging ports 19A to 19C according to a preferred embodiment of the present invention.

[0051] FIG. 10B is a front view partially showing the layout of the electric vehicle and the DC charging ports according to FIG. 10A, with the upper front body portion 24 removed.

[0052] FIG. 10C is a front view of the layout of the PDU housing and the DC charging ports shown in FIGS. 10A and 10B, showing a state where the upper front body portion 24 and the lower front body portion 16 are removed. As shown in FIG. 10C, each of the plurality of DC charging ports 19A to 19C includes a receptacle for receiving a cable or a wire harness (for example, corresponding to the DC cable harnesses 14A to 14C including the cable 17). The plurality of DC charging ports includes a first DC charging port 19A and a second DC charging port 19B adjacent to each other with a gap g therebetween. The gap g is configured or designed such that the distance d between the center c of the cable 17A (or wire harness) connected to the first DC charging port 19A and the center c of the cable 17B (or wire harness) connected to the second DC charging port 19B is about 14.92 cm or more. The inventor of the preferred embodiment of the present invention has determined that in order to reduce or prevent magnetic interference during charging, the distance d should be, for example, at least about 14.92 cm. The distance of at least about 14.92 cm is an example of a gap distance for reducing or preventing the possibility that a wire harness (charging cable) through which current flows is affected by magnetic interference and inhibits the charging performance. It should be noted that the distance d can be defined as either the distance between the centers of the harnesses or the distance between the outer surfaces of the harnesses. In an alternative preferred embodiment, the distance d is, for example, about 7.46×D, where D is the diameter (dimension) of the conductor of the charging cable.

[0053] FIG. 11A is a solid perspective view of the charging port cover 13 (13A, 13B) according to a preferred embodiment of the present invention as viewed from the outside. FIG. 11B is a transparent perspective view of the charging port cover 13 (13A, 13B) according to a preferred embodiment of the present invention as viewed from the outside. FIG. 11C is a solid perspective view of the charging port cover according to a preferred embodiment of the present invention as viewed from the inside. FIG. 11D is a transparent perspective view of the charging port cover according to a preferred embodiment of the present invention as viewed from the inside. As shown in FIGS. 11A to 11D, the cover 13 includes a fixed portion 13A and a movable portion 13B that moves around the axis A. The fixed portion 13A of the cover 13 and the movable portion 13B of the cover 13 are connected by a hinge 18. At least a part (18A 1 , 18A 2 ) of the hinge 18 is disposed between two of the DC charging ports 19A to 19C.

[0054] FIG. 12A is a perspective view showing the layout of the PDU housing 20A and the DC charging ports 19A to 19C according to a preferred embodiment of the present invention. In FIG. 12A, the charging port cover 13 is omitted (not shown). As shown in FIG. 12A, the receptacles of the respective DC charging ports 19A to 19C extend in the vertical direction (up and down direction) at a position below the movable axis A. The first part (first hinge part) 18 of the hinge 18 1 is located between the DC charging ports 19A and 19B. The second part (second hinge part) 18 of the hinge 18 2 is located between the DC charging ports 19B and 19C.

[0055] FIG. 12B is a front view showing the layout of the DC charging ports 19A to 19C according to a preferred embodiment of the present invention. In FIG. 12B, the fixed portion 13A of the charging port cover 13 is transparent, and the movable portion 13B of the cover 13 is omitted (not shown). As shown in FIG. 12B, the lower edge BE of each of the DC charging ports 19A to 19C 19 is located below the lower edge BE of the fixed portion 13A of the charging port cover 13 13A . The lower end BE of the DC charging port 19 19Since it is located below the fixing part 13A of the cover 13, the DC charging port 19 can be visually recognized when the movable part 13B on the cover 13 is opened.

[0056] Referring to FIGS. 11B to 11D, the first hinge portion 18 1 includes a hinge bearing 18A 1 , a hinge arm 18B 1 , and a connecting portion 18C 1 . Similarly, the second hinge portion 18 2 includes a hinge bearing 18A 2 , a hinge arm 18B 2 , and a connecting portion 18C 2 . The movable shaft A extends so as to penetrate the hinge bearings 18A 1 and 18A 2 . Each hinge arm 18B 1 , 18B 2 has a curved shape and connects the hinge bearings 18A 1 , 18A 2 to the connecting portions 18C 1 , 18C 2 . The connecting portions 18C 1 , 18C 2 are attached to the movable part 13B of the cover 13. Thus, the fixing part 13A of the cover 13 and the movable part 13B of the cover 13 are connected by the hinge parts 18 1 and 18 2 .

[0057] As shown in FIG. 12B, at least the connecting portion 18C 1 of the first hinge portion 18 1 is located between the first DC charging port 19A and the second DC charging port 19B. Similarly, as shown in FIG. 12B, at least the connecting portion 18C 2 of the second hinge portion 18 2 is located between the second DC charging port 19B and the third DC charging port 19C.

[0058] As shown in FIGS. 11C and 11D, the fixing part 13A of the cover 13 has a wall portion (13d 1 , 13d 2A plurality of compartments 13f (13f 1 , 13f 2 , 13f 3 ) separated by respectively have a wall portion (13d 1 , 13d 2 ) that supports hinges (18 1 and 18 2 ) connected to the movable part 13B of the cover 13. The movable part 13B of the cover 13 includes wall portions 13c 1 , 13d 2 aligned with the wall portions 13d 1 , 13c 2 . As shown in FIGS. 11C and 11D, each of the hinge arms 18B 1 , 18B 2 has a double - arm structure, and extends between each of the wall portions 13c 1 , 13c 2 and the wall portions 13d 1 , 13d 2 that have a double - arm structure of the hinge arm 18B 1 , 18B 2 .

[0059] FIG. 13 is a front view showing the layout of the PDU housing 20A and the DC charging ports 19A - 19C according to a preferred embodiment of the present invention. In FIG. 13, in order to show the PDU located behind the DC charging ports 19A - 19C, the portion of the PDU20A is omitted. As shown in FIG. 13, at least the connecting portion 18C 1 of the hinge is located between the first DC charging port 19A and the second DC charging port 19B, and at least the connecting portion 18C 2 of the hinge is located between the second DC charging port 19B and the third DC charging port 19C. The distance d between the center of the cable or wire harness 14A connected to the first DC charging port 19A and the center of the cable or wire harness 14B connected to the second DC charging port 19B is the connecting portion 18C of the hinge located between the first DC charging port 19A and the second DC charging port 19B 1is greater than the width h. Similarly, the distance d between the center of the cable or wire harness 14B connected to the second DC charging port 19B and the center of the cable or wire harness 14C connected to the third DC charging port 19C is the hinge connection part 18C located between the second DC charging port 19B and the third DC charging port 19C 2 is greater than the width h.

[0060] FIG. 14A is a perspective view of a battery pack according to a preferred embodiment of the present invention. As shown in FIG. 14A, the motor 45 is attached behind the second housing 20C and below the first housing 20B.

[0061] FIG. 14B is a perspective view of a battery pack according to a preferred embodiment of the present invention, in which the battery housing portion is shown transparently.

[0062] FIG. 14C is another perspective view of a battery pack according to a preferred embodiment of the present invention, in which the battery housing portion and the PDU housing portion are omitted. For example, as shown in FIG. 14C, the PDU housing 20A and the first housing 20B overlap in the front-rear direction. The PDU housing 20A is located above the second housing 20C in the vertical direction. The first housing 20B is located above the second housing 20C in the vertical direction.

[0063] FIG. 15 shows the charging port cover 13(13A, 13B) in the open position according to a preferred embodiment of the present invention. In FIG. 15, the movable part 13B movable about the movable axis A shown in FIGS. 11B to 11D and FIG. 12 is in the open position, exposing the DC charging ports 19A to 19C. Each of the charging ports 19A to 19C includes a receptacle extending in the vertical direction (up and down direction). FIG. 16A is a front view of the electric vehicle (EV) 10 with the movable part 13B of the charging port cover open (open position). FIG. 16B is a side view of the EV 10 with the movable part 13B of the charging port cover open (open position). As shown in FIG. 15, each receptacle of the DC charging ports 19A to 19C is configured to receive a cable or wire harness such as three external HV cables, and the three cables or wire harnesses are the DC cable harnesses 14A (including the cable 17), 14B (including the cable 17), and 14C (including the cable 17) as shown in FIG. 6B.

[0064] As shown in FIGS. 6B, 11C, 11D, and FIG. 15, the movable part 13B of the charging port cover 13 includes openings 13e 1 , 13e 2 , 13e 3 vertically aligned with each of the DC charging ports 19A, 19B, 19C. With this structure, as shown in FIG. 6B, while the DC rapid charging system is connected to the electric vehicle 10, the movable part 13B can be in the closed state (closed position). Thus, the connection between the three DC rapid charging plugs DCFC1, DCFC2, DCFC3 (DC charging ports 19A, 19B, 19C) and the DC cable harnesses 14A, 14B, 14C can be covered and protected during charging, reducing the risk of accidental disconnection and high-voltage electric shock.

[0065] With the configuration of the electric vehicle (EV) 10 including the above-described DC charging ports 19A to 19C, AC charging port 15, and charging port cover 13, a preferred embodiment of the present invention provides an electric vehicle that can be charged via a DC rapid charging system or by AC grid power (main power).

[0066] Next, regarding the emergency stop (E-stop) switch of an electric vehicle and the drive-by-wire (DBW) system of an electric vehicle, the following preferred embodiments shown in FIGS. 17 to 19 will be described.

[0067] According to a preferred embodiment of the present invention, there are two types of emergency stop switches. The first type includes emergency stop switches of the EV system arranged on two front support beams (struts) supporting the cabin, one at the front of the tractor, and at least one on the upper part of the rear fender of the vehicle. The second type is the emergency stop switch of the drive-by-wire (DBW) system on the dashboard (DAB) of the vehicle. The emergency stop switch may be provided as any type of switch, such as a large button, key, lever, toggle switch, etc. that is pressed.

[0068] FIG. 17A is a perspective view of an electric vehicle 10A according to a preferred embodiment of the present invention as seen from the right front direction. This electric vehicle has an emergency stop switch EV-ES 1 , EV-ES 2 , EV-ES 3 , EV-ES 4 The first emergency stop switch EV-ES 1 is arranged on the front surface of the electric vehicle 10A, preferably at the side corner of the electric vehicle 10A as shown in FIG. 17A. In this preferred embodiment, the first emergency stop switch EV-ES 1 extends in an angular direction deviated from the front-rear direction of the vehicle. Preferably, the first emergency stop switch EV-ES 1 extends in an angular direction of less than about 90 degrees and greater than about 45 degrees with respect to the front-rear direction of the electric vehicle 10A. By configuring it in this way, for example, when the vehicle is running, a person can easily access and press (trigger) the emergency stop switch EV-ES 1 without standing directly in front of the vehicle. The EV emergency stop switch EV-ES 1is configured to cut off the power supply from the battery pack to the power distribution unit (PDU) when either one is activated (triggered or pressed by a person). As shown in FIG. 17A, the first emergency stop switch EV-ES 1 is arranged at the side corner of the electric vehicle 10A so as to extend in an angular direction deviating from the front-rear direction of the electric vehicle. In a situation where the moving vehicle autonomously travels without a driver, when it is necessary to immediately stop the vehicle in an emergency, without a person standing in front of the moving vehicle, the emergency stop switch EV-ES 1 can be pressed or activated to cut off the power supply of the vehicle and stop the vehicle.

[0069] As shown in FIG. 17A, additional EV emergency stop switches EV-ES 2 , EV-ES 3 , EV-ES 4 (the second, third, and fourth EV emergency stop switches) may be provided on the electric vehicle (EV) 10A. The EV emergency stop switch EV-ES 2 is arranged on the right side surface of the electric vehicle 10A, and the EV stop switch EV-ES 3 is arranged on the left side surface of the EV 10A. In this preferred embodiment, the EV emergency stop switch EV-ES 2 is arranged on the right cabin frame beam 50R of the electric vehicle 10A, and the EV stop switch EV-ES 3 is arranged on the left cabin frame beam (pillar) 50L of the electric vehicle 10A. The EV emergency stop switch EV-ES 4 is arranged on the rear surface of the electric vehicle 10A. In this preferred embodiment, the EV emergency stop switch EV-ES 4 is arranged on the right rear fender (RRF: right rear fender) of the electric vehicle 10A. The EV emergency stop switches EV-ES 1 , EV-ES 2 , EV-ES 3 , EV-ES 4Each of them is configured to electrically disconnect the battery pack from the power distribution unit (PDU) when any one of them is activated (started or pushed by a person). By providing an emergency stop switch at each of the front, left, right, and rear of the vehicle, a person can access and activate the EV emergency stop switch from any side of the vehicle.

[0070] FIG. 17B is a perspective view of an electric vehicle 10B according to a preferred embodiment of the present invention, seen from the right rear direction. This electric vehicle 10B has an emergency stop switch EV-ES 3 , EV-ES 4 , and a drive-by-wire (DBW) type emergency stop switch DBW-ES arranged on the dashboard (DAB). In this embodiment shown in FIG. 17B, the emergency stop switch EV-ES 4 is arranged on the left rear fender (LRF) instead of the right rear fender (RRF) shown in FIG. 17A. Details and functions of the drive-by-wire type emergency stop switch DBW-ES will be described later.

[0071] FIG. 17C is a perspective view of an electric vehicle according to another preferred embodiment of the present invention, seen from the right rear direction. The electric vehicle has an emergency stop switch EV-ESB 4A , EV-ESB 4B . In this embodiment shown in FIG. 17C, two emergency stop switches EV-ESB 4A , EV-ESB 4B are provided at the rear of the vehicle, one each on the left rear and right rear sides. The emergency stop switch EV-ESB 4A is arranged on the left rear fender (LRF), and the emergency stop switch EV-ESB 4B is arranged on the right rear fender (RRF). Thus, the two emergency stop switches EV-ESB 4A , EV-ESB 4BThe configuration provided at the left rear and right rear is particularly advantageous when vehicle implements such as a trailer, a plow, or a cultivator are attached to the hitch H at the rear of the tractor (vehicle) 10C, and it can prevent a person from standing or positioning directly behind the center of the rear of the tractor 10C.

[0072] Figure 18A is a block diagram of an EV emergency stop switch circuit according to a preferred embodiment of the present invention. When the EV emergency stop switch is activated, the power of the contacts of the PDU is cut off, and the power of the contacts of the battery pack is also cut off. This can be actuated by control signals transmitted from the monitoring control unit (SCU) and the battery management system (BMS) master to the power distribution unit (PDU) controller and the battery pack, as shown in Figure 18A. As a result, all contacts are forced to be in the open state. Therefore, all high-voltage power sources in the electric vehicle are cut off. That is, the EV emergency stop switch opens the contacts of the battery and the PDU shown in Figure 3 and disconnects the battery pack from the other parts of the vehicle. This means that no current flows through the inverter and / or the motor (it becomes a non-energized state). When the EV emergency stop switch is activated, no current flows through both the inverter and the DC / DC converter (OBC DC / DC) of the on-board charger shown in Figure 2 (it becomes a non-energized state), so the 12V power supply bus is energized only until the 12V battery is depleted. When the 12V battery is depleted, the power of all systems is cut off (powered down). Although the two types of emergency stop switches are independent, since the emergency stop of the EV does not directly affect the drive-by-wire (DBW) system, the DBW also powers down when the 12V battery is depleted. In a preferred embodiment, as shown in Figure 18A, the high voltage interlock loops (HVILs) are detected by the PDU controller, the detection signal is transmitted to the monitoring control unit (SCU), and the SCU opens the contacts (the SCU makes the contacts in the open state).

[0073] FIG. 18B is a block diagram of an emergency stop switch circuit for an electric vehicle (EV) according to another preferred embodiment of the present invention. This emergency stop switch circuit includes four EV emergency stops 1 to 4 instead of one EV emergency stop. These four EV emergency stop switches 1 to 4 in FIG. 18B may correspond to, for example, the four EV emergency stop switches EV-ES 1 , EV-ES 2 , EV-ES 3 , EV-ES 4 shown in FIG. 17A.

[0074] FIG. 19 is a block diagram of a drive-by-wire (DBW) system according to a preferred embodiment of the present invention. The drive-by-wire (DBW) system is an electronic control system that outputs an analog signal that performs the same operation as a vehicle sensor used to detect human inputs such as stepping on a brake pedal, a throttle pedal, or turning a steering wheel. As shown in FIG. 19, the processing unit mainly has the main task of constructing (setting up) a CAN connection for the drive-by-wire (DBW) system to send commands to a steering ECU, a steering angle encoder, a brake actuator, and various other actuators of the tractor. The processing unit can receive an autonomous driving command and send an appropriate encoded CAN message for steering, acceleration, and braking to the DBW controller. When the drive-by-wire (DBW) type emergency stop switch DBW-ES is activated (i.e., when the button of the drive-by-wire type emergency stop switch DBW-ES is pressed by the vehicle user or operator), the drive-by-wire (DBW) controller switches the drive-by-wire (DBW) function from the operating state to the non-operating state. As a result, all drive-by-wire (DBW) functions stop, and the tractor can only be operated manually. In a preferred embodiment, the DBW controller can receive a control signal from an autonomous vehicle interface or a remote controller as shown in FIG. 19. When the DBW type emergency stop switch DBW-ES is activated, the function of the autonomous vehicle interface and / or the manual operation of the DBW (remote controller) becomes invalid (unoperable). More specifically, the drive-by-wire (DBW) type emergency stop switch DBW-ES activates a fail-safe mode in which the DBW controller stops outputting new commands to the actuator interface and forces an analog pass-through in all aspects of steering, braking, and acceleration (to the user). "Analog pass-through" means that only manual input operations (pressing the accelerator pedal, pressing the brake pedal, turning the steering wheel, switching the position of the shuttle lever) are valid (operable).

[0075] In a preferred embodiment, when the tractor starts, it defaults to manual mode. To make the tractor drive autonomously, the tractor is controlled by a drive-by-wire (DBW) system. The DBW system may include a gamepad controller as shown in FIG. 19 and can enable or disable the control of the tractor. To enable DBW control, the user presses a specific pre-set button or command. Since the tractor can be electronically controlled by the DBW system, commands to the DBW system can also be output using the joystick of the controller. As shown in FIG. 19, the user can teleoperate the tractor using the joystick. Another specific pre-set button can be used to correspond to or function as a dead man's switch, and the DBW system accepts commands from the autonomous vehicle interface only when the user is pressing other specific pre-set buttons. The commands of the controller can be set so that the tractor stops when the user releases the button.

[0076] As shown in FIGS. 17B and 17C, the DBW type emergency stop switch DBW-ES is preferably disposed on the dashboard (DAB) of the vehicle 10B (10C). Referring to FIG. 19, the drive-by-wire (DBW) system includes a first operation mode and a second operation mode, and the DBW emergency stop switch DBW-ES is configured to switch the drive-by-wire (DBW) system from the first operation mode to the second operation mode when the DBW emergency stop switch is actuated (i.e., activated or pressed by the vehicle operator). In the first operation mode, the drive-by-wire (DBW) system controls the functions of steering, braking, and acceleration of the electric vehicle (EV) via the DBW controller. This first operation mode can include receiving control signals from the autonomous vehicle interface or remote controller as described above. In the second operation mode, the drive-by-wire (DBW) functions of steering, braking, and acceleration of the electric vehicle (EV) are disabled, and only the "analog path through" of manual control inputs (depressing the accelerator pedal, depressing the brake pedal, rotating the steering wheel, or switching the shuttle lever position) is enabled.

[0077] Preferred embodiments of the present invention provide structures and arrangement positions that can be used to support an electric motor in a vehicle. The vehicle is preferably an electric tractor equipped with wheels, an electric heavy machine equipped with a track (endless track), an electric vehicle, or the like. The electric motor can be fixed to the vehicle in a simple and efficient manner while protecting the electric motor and enabling a convenient connection between the electric motor and the electrical and mechanical components of the vehicle. Here, preferred embodiments regarding the structures and arrangements used to support an electric motor in a vehicle will be described below.

[0078] FIG. 20 is a bottom perspective view of an electric vehicle according to a preferred embodiment of the present invention, showing the front body portion removed to expose the PDU housing 20A.

[0079] Figures 21A to 21C show an example of a motor assembly 101 according to a preferred embodiment of the present invention. The motor assembly 101 preferably has a frame housing 102 and a motor 103. The frame housing 102 protects and supports the motor 103, electrically connects the motor 103 to an inverter 106 and other electrical components, and has a structure that mechanically connects to vehicle power train components such as a transmission 108 as shown in FIG. 32. As shown in FIGS. 21A to 23, the motor 103 is preferably fixed to the frame housing 102 via a motor bracket 104. However, it is also possible to house the motor assembly 101 in the front axle case or rear axle case of the vehicle. In such an arrangement configuration, the motor 103 is preferably held inside the axle case. In a preferred embodiment of the present invention, the front surface of the motor 103 is preferably arranged to face the rear of the vehicle on which the motor 103 is mounted. In a preferred embodiment, the front portion of the motor 103 includes a shaft 134. This is shown, for example, in FIGS. 32 and 33. However, if necessary, it is also possible to arrange the motor 103 such that the front surface of the motor faces the front of the vehicle.

[0080] As shown in FIGS. 24 and 25, the motor bracket 104 preferably includes an inner surface 141, an outer surface 142, a central collar portion (central flange portion) 143, peripheral ear portions 144, through holes 145, fixed lug portions (fixed protrusion portions) 146, and recesses 147. As shown in FIG. 26, the inner surface 141 is structured to contact the front surface 302 of the motor 103. The outer surface 142 is structured to contact the front plate 121 of the frame housing 102. The central collar portion 143 is preferably formed by a curved raised lip extending from the outer surface 142 of the motor bracket 104. The shaft 134 of the motor 103 passes through a central hole 431 of the motor bracket 104 surrounded by the central collar portion 143 as shown in FIGS. 25 and 26.

[0081] The peripheral ear portion 144 includes a through hole 145 that extends through the peripheral ear portion 144. The frame fixing bolt 451 passes through the through hole 145 of the peripheral ear portion 144 and is screwed (threaded) into the through hole 129 of the frame housing 102 shown in FIG. 28, for example. The frame fixing bolt 451 is used to firmly connect the motor bracket 104 to the frame housing 102. The fixing lug portion 146 preferably includes a central hole, and the motor fixing bolt 461 can be screwed through the central hole into the bolt receiving hole 139 located on the front surface of the motor 103. In this way, the motor bracket 104 is configured to be fixedly connected to both the motor 103 and the frame housing 102.

[0082] As shown in FIGS. 21A to 23, 26, and 27, the motor 103 preferably includes a rear surface 301, electrical contacts 131, a data connector 132, an oil pump 133, a shaft 134, a transmission shaft coupler 135, a temperature sensor 136, a ground connection portion 137, an oil drain plug 138, a bolt receiving hole 139, and a front surface 302. The bolt receiving hole 139 is provided on the front surface 302 of the motor 103 and is structured to receive the motor fixing bolt 461.

[0083] The electrical contacts 131, the data connector 132, the oil pump 133, and the ground connection portion 137 are all preferably arranged at the rear portion 301 of the motor 103. The motor 103 is preferably, for example, a three-phase motor and includes three electrical contacts 131 that are connected to the individual phase power supplies of the inverter 106. Specifically, the electrical contacts 131 are preferably connected to electrical lead wires that extend between the electric motor 103 and the inverter 106. The data connector 132 is preferably connected to internal measurement and control electronic components within the motor 103 that include, for example, a rotational position sensor, a torque sensor, a temperature sensor, a voltage sensor, a current sensor, a speed sensor, etc. The ground connection portion 137 is preferably provided adjacent to the electrical contacts 131 and the data connector 132 so that the cables connected to the ground connection portion 137, the electrical contacts 131, and the data connector 132 are routed along a similar path.

[0084] The oil pump 133 preferably has a structure for pumping oil from the motor 103 through the oil inlet / outlet 331, as shown in FIG. 23 for example. The oil pump 133 preferably further includes an oil drain plug 332, which can be used to drain (bleed) the oil stored in the oil pump 133. The temperature sensor 136 of the motor 103 is preferably connected to the oil inlet / outlet 331. The oil drain plug 138 can be removed to drain oil from the pump of the motor 103.

[0085] The shaft 134 projects from the front face 302 of the motor 103 and engages with a driven component of the electric vehicle. Preferably, a transmission shaft coupler 135 is attached to the shaft 134 such that the shaft 134 is rotatably connected to the input portion of the transmission 108. The transmission 108 is preferably a variable speed transmission or a hydrostatic transmission (HST), but may be other desirable types of vehicle transmissions.

[0086] As shown in FIGS. 21A - 21C, FIGS. 28 - 31, and FIG. 33, the frame housing 102 preferably includes a front plate 121, a pair of upper side plates including a first upper side plate 122 and a second upper side plate 123, a lower side plate 124, a rear plate 125, a rear bottom plate 126, a corner bottom plate 127, a rear upper plate 201, and a side intermediate support plate 202. The frame housing 102 is structured to surround and support the motor 103 so as to protect the vulnerable parts of the motor 103 from being damaged by external environmental elements and to provide easy access to the connectors of the motor 103, including for example the electrical contacts 131, the data connector 132, the oil pump 133, and the ground connection 137.

[0087] The front plate 121 preferably includes a central bore 128 which has a structure for receiving the central collar portion 143 of the motor bracket 104 when the frame fixing bolt 451 is screwed (threaded) into the through hole 145 of the motor bracket 104 and the through hole 129 of the frame housing 102. Further, the transmission fixing bolt 218 preferably passes through the transmission 108 and is screwed into the front plate 121 to fix the motor assembly 101 to the transmission 108. As shown in FIGS. 29 and 30, the upper surface of the front plate 121 is connected to the first upper side plate 122 and the second upper side plate 123. The first upper side plate 122 and the second upper side plate 123 are preferably welded to the front plate 121, for example. The side intermediate support plate 202 is provided between the second upper side plate 123 and the lower side plate 124. The side intermediate support plate 202 is preferably welded to both the second upper side plate 123 and the lower side plate 124, for example. Further, the lower side plate 124 is preferably fixed to a part of the chassis 105 using the chassis fixing bolt 241 as shown in FIG. 33.

[0088] The lower box portion of the frame housing 102 includes a lower side plate 124, a rear upper plate 201, a rear plate 125, a rear bottom plate 126, and a corner bottom plate 127. The corner bottom plate 127 preferably has a triangular shape and is connected between the lower side plate 124 and the front plate 121. The rear upper plate 201, the rear plate 125, and the rear bottom plate 126 are all preferably connected to the rear portion of the lower side plate 124. All of the lower side plate 124, the rear upper plate 201, the rear bottom plate 126, and the corner bottom plate 127 are preferably welded to each other, for example. Further, the rear plate 125 is preferably welded to a part of the chassis 105. As shown in FIG. 31, the bottom plate 126 preferably includes a recess 261. The recess 261 has a structure that allows access to the bottom of the motor 103.

[0089] The notch 231 is preferably formed in a rear portion directly adjacent between the first upper side plate 122 and the second upper side plate 123. More specifically, the first upper side plate 122 includes a first inclined portion 222 that gradually approaches the rear of the motor assembly 101 as it extends downward, and the second upper side plate 123 includes a second inclined portion 232 that gradually approaches the rear of the motor assembly 101 as it extends downward. The notch 231 is preferably formed by the lowermost part of the first inclined portion 222 and the uppermost part of the second inclined portion 232. At least a part of the notch 231 is preferably arranged at a vertical position lower than the vertical position of the electrical contact 131 such that at least a part of the connector 131 is located above the notch 231, as shown in FIGS. 21A to 21C. Further, at least a part of the electrical contact 131 is above the second inclined portion 232. However, it is also possible for the notch 231 to be in the same overlapping position as the contact 131 in the vertical direction.

[0090] As shown in FIG. 21B, the notch 231 is located below an imaginary line 2223 extending from the uppermost point of the first inclined portion 222 to the lowermost point of the second inclined portion 232. The first inclination angle 223 is defined as the angle formed between the horizontal direction and the first inclined portion 222, and the second inclination angle 233 is defined as the angle formed between the horizontal direction and the second inclined portion 232. The first inclination angle 223 is preferably larger than the second inclination angle 233. Further, as shown in FIG. 21C, the first upper side plate 122 is preferably configured to be inclined inwardly toward the center point of the rear surface 301 of the motor 103 such that the first inclined portion 222 approaches the center point of the rear surface 301 of the motor 103 as it extends upward.

[0091] FIG. 32 is a bottom view of a part of a vehicle according to a preferred embodiment of the present invention. The vehicle is preferably a tractor. As shown in FIG. 32, the vehicle preferably includes a chassis 105 having opposing frame rails 151, a front wheel support frame 152 connected between the opposing frame rails 151, and front wheels 153 connected to the lateral ends of the front wheel support frame 152. The motor assembly 101 is fixed so as to straddle the opposing frame rails 151 at a rear position in the longitudinal direction of the vehicle of the front wheel support frame 152. The inverter 106 is disposed in front of the motor assembly 101 and behind the on-board battery charger (OBC) 107. The on-board battery charger is preferably connected to a battery pack located above the opposing frame rails 151 and the on-board battery charger 107.

[0092] As further shown in FIG. 32, at least a part of the electric motor 103 is preferably disposed at the rear part of the front wheel support frame 152, and at least a part of the inverter 106 is preferably disposed at the front part of the front wheel support frame 152. Therefore, the electric motor 103 is preferably disposed at a position farther from the front of the vehicle than the inverter. Further, the pair of frame rails 151 preferably extend from the front part of the vehicle, over the front wheel support frame 152, to the motor assembly 101.

[0093] FIG. 33 is a perspective view showing a part of a vehicle according to a preferred embodiment of the present invention. As described above, the rear part of the motor 103 is preferably disposed so as to face the front part of the vehicle. Further, the opposing frame rails 151 are preferably fitted into the motor assembly 101 between the lower side plate 124 and the rear plate 125, and between the lower side plate 124 and the front plate 121. The motor assembly 101 is preferably fixed to the opposing frame rails 151 using chassis mounting bolts 241.

[0094] The electrical contact 131 is provided on the rear surface of the motor 103 so that the electrical contact 131 faces the inverter 106 in order to facilitate the connection between the electrical contact 131 and the inverter 106 by an electrical cable. The inverter 106 is preferably a three-phase inverter that supplies power having three independent / different phases to the three electrical contacts 131.

[0095] Figure 34 is a schematic diagram showing a preferred electrical connection between the inverter 106 and the motor 103. The inverter 106 preferably includes an inverter terminal 161 that is connected to the electrical contact 131 of the motor 103 via a lead wire 162. Preferably, three inverter terminals 161 are provided that are individually connected to each of the three electrical contacts 131. The inverter 106 preferably further includes a high-voltage DC (HVDC) terminal 163, and this is used to connect the inverter 106 to a power distribution unit (PDU) housed in the vehicle's PDU housing 20A described above. As shown in Figure 34, the high-voltage DC (HVDC) terminal 163 of the inverter 106 faces the front (frontal) direction of the vehicle. As shown in Figure 20, the PDU housed in the PDU housing 20A is arranged in front of the inverter 106. As shown in Figure 2, the power distribution unit (PDU) is connected to the HVDC terminal of the inverter.

[0096] Although the preferred embodiments of the present invention have been described above, it should be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. Therefore, the scope of the present invention is determined only by the following claims.

Explanation of Reference Numerals

[0097] 1, 2, 3 Battery strings 10 Electric vehicle 11, 12 Headlights 13 Charging port cover 13A Fixed cover part 13B Movable cover part 14 DC cable harness 15 AC charging port 16 Lower body part (lower front body part) 16A Concave part 17 Cable (charging cable harness) 18 Hinge 19 DC charging port 20 Housing 24 Upper body part (upper front body part) 25 Front skid plate 26 Onboard charge controller (OBC) 35L, 35R Side ducts 41L, 41R Front wheels 42L, 42R Rear wheels 45 Electric motor 46 Transmission 50 Cabin EV-ES Emergency stop switch

Claims

1. A battery pack; a first housing that houses at least one first battery module included in the battery pack; a power distribution unit for distributing power to the battery pack; a power distribution unit housing that houses the power distribution unit; at least one DC charging port for connecting to a DC voltage source for charging the battery pack; the at least one DC charging port is mounted to the power distribution unit housing; The power distribution unit housing is mounted to the first housing of the electric vehicle.

2. A cover for covering the at least one DC charging port, the cover including a fixed portion and a movable portion movable around an axis, the fixed portion and the movable portion of the cover are connected via a hinge, the at least one DC charging port includes a first DC charging port and a second DC charging port that are covered by the cover and adjacent to each other with a gap therebetween; each of the first DC charging port and the second DC charging port includes a receptacle for receiving a cable or a wire harness; At least the connection portion of the hinge is located between the first DC charging port and the second DC charging port; 2. The electric vehicle according to claim 1, wherein a distance d between a center of the cable or the wire harness connected to the first DC charging port and a center of the cable or the wire harness connected to the second DC charging port is greater than a width h of the connection portion of the hinge located between the first DC charging port and the second DC charging port.

3. The electric vehicle according to claim 1 , wherein the at least one DC charging port includes a plurality of DC charging ports positioned at the same height in the vertical direction.

4. a second housing that houses at least one second battery module included in the battery pack; 2. The electric vehicle of claim 1, wherein the at least one DC charging port is located forward of a front surface of the first housing and a front surface of the second housing.

5. The electric vehicle of claim 1 , wherein the power distribution unit housing is located between the at least one DC charge port and the first housing.

6. The electric vehicle according to claim 1 , wherein the power distribution unit housing and the first housing overlap in the front-rear direction.

7. a second housing that houses at least one second battery module included in the battery pack; The electric vehicle according to claim 1 , wherein the power distribution unit housing is located above the second housing in the up-down direction.

8. a second housing that houses at least one second battery module included in the battery pack; the at least one DC charging port is located forward of a front surface of the power distribution unit housing; the power distribution unit housing and the first housing overlap each other in a front-rear direction, The electric vehicle according to claim 1 , wherein the first housing is located above the second housing in the up-down direction.

9. The width of the first housing is greater than the width of the second housing, 9. The electric vehicle of claim 8, wherein a width of the power distribution unit housing attached to the first housing is greater than a width of the second housing.

10. and at least one headlight disposed on a front surface of the electric vehicle.

10. The electric vehicle of claim 1, wherein the at least one DC charging port and the at least one headlight overlap when the electric vehicle is viewed from the side.

11. and an AC charging port for connecting to an AC voltage source for charging the battery pack; 10. The electric vehicle of claim 1, wherein the AC charging port receptacle extends at an angle of less than about 90 degrees relative to the fore-aft direction.

12. and an AC charging port for connecting to an AC voltage source for charging the battery pack; 2 . The electric vehicle according to claim 1 , wherein the AC charging port is disposed below a portion of the at least one DC charging port in the vertical direction.

13. A cover for covering the at least one DC charging port, the cover including a fixed portion and a movable portion movable around an axis, 2. The electric vehicle of claim 1, wherein the at least one DC charging port receptacle extends vertically below the axis.

14. Further equipped with a cover, the at least one DC charging port includes a first DC charging port and a second DC charging port adjacent to each other; the cover covers the first DC charging port and the second DC charging port; The cover includes a fixed portion and a movable portion movable around an axis, the fixed portion of the cover and the movable portion of the cover are connected via a hinge, The electric vehicle of claim 1 , wherein at least a portion of the hinge is located between the first DC charging port and the second DC charging port.

15. A battery pack; a first housing that houses at least one first battery module included in the battery pack; a power distribution unit for distributing power to the battery pack; a power distribution unit housing that houses the power distribution unit; and three DC charging ports for connecting to a DC voltage source for charging the battery pack; the three DC charging ports are mounted to the power distribution unit housing; the power distribution unit housing is attached to the first housing; The electric vehicle, wherein the three DC charging ports are located at a front of the electric vehicle.

16. 16. The electric vehicle of claim 15, wherein the three DC charging ports are positioned at the same height in the vertical direction.

17. a second housing that houses at least one second battery module included in the battery pack; 16. The electric vehicle of claim 15, wherein the three DC charging ports are located forward of a front surface of the first housing and a front surface of the second housing.

18. The electric vehicle according to claim 15 , wherein the power distribution unit housing and the first housing overlap in the front-rear direction.

19. a second housing that houses at least one second battery module included in the battery pack; the three DC charging ports are located forward of a front surface of the power distribution unit housing; the power distribution unit housing and the first housing overlap each other in a front-rear direction, The electric vehicle according to claim 15 , wherein the first housing is positioned above the second housing in the up-down direction.

20. The width of the first housing is greater than the width of the second housing, 20. The electric vehicle of claim 19, wherein a width of the power distribution unit housing attached to the first housing is greater than a width of the second housing.

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