Energy storage layout for electric vehicles

Abstract

The present invention relates generally to an electric vehicle having an electric motor and a pack for storing energy.SOLUTION: The motor vehicle is configured to have at least two passenger seats including a first seat and a second seat disposed behind the front seat and configured to face rearward, and the pack has a lateral module configured to extend perpendicular to a longitudinal axis of the vehicle between the first seat and the second seat.SELECTED DRAWING: Figure 4a

Description

[Technical Field]

[0001] The present invention relates to an electric vehicle having an energy storage pack for providing energy to power and drive the vehicle's electric traction motor. More particularly, the present invention relates to a vehicle configured to optimize passenger space by increasing the volume of the energy storage pack without compromising the vehicle's dynamic performance or range. The present invention also relates to the energy storage pack and its configuration. [Background technology]

[0002] Battery-powered electric vehicles often feature a high-voltage battery pack containing thousands of low-voltage battery cells arranged to suit the needs of each individual vehicle model. The battery pack contains the battery cells, electrically configured and physically assembled, to provide the high voltage required to deliver the energy necessary to enable an electric vehicle to travel a reasonable distance between recharges. As an example, the initial practical range of the Nissan Leaf, manufactured around 2010, was approximately 70 miles, while the initial range of the Tesla Model S, manufactured around 2012, was approximately 200 miles. The energy storage capacity of the battery pack has a significant impact on range.

[0003] The volumetric energy density of gasoline is 35 MJ / liter, diesel is 38.6 MJ / liter, while the state-of-the-art lithium-ion battery pack (Tesla Model 3) has a volumetric energy density of 0.9 MJ / liter. Taking into account the energy conversion efficiency and the overall volume of the propulsion system, the volumetric energy density of an internal combustion engine is approximately 3.0 MJ / liter, while that of a battery electric vehicle is 0.6 MJ / liter (figures based on a comparison of two midsize cars: an Audi A4 and a Tesla Model 3). The required volume for the energy storage system of an internal combustion engine is approximately 65 liters, plus 170 liters for the rest of the propulsion system (engine, transmission, intake, and exhaust). The equivalent battery energy storage system for an electric vehicle would have a volumetric energy density of approximately 1,170 liters, plus an additional 120 liters for the rest of the propulsion system. Because capacity is a significant constraint in passenger cars, the available capacity for the battery pack of a midsize vehicle is limited to approximately 400 liters. The downside to this is that the vehicle range between refuelling (recharging) is 600km for the best battery electric car (Tesla Model 3 Long Range on the WLTP cycle), compared to 1380km for a similarly sized internal combustion engine car (Audi A4TDi on the WLTP cycle).

[0004] Battery pack capacity remains a major constraint on battery pack energy levels and vehicle range. Battery packs typically range from 150 L in compact (A-segment) vehicles to 460 L in large luxury vehicles. This compares significantly with typical fuel tank capacities of 35 L in compact vehicles and 100 L in large luxury vehicles. Considering differences in energy conversion efficiency and propulsion system component volume, battery packs with comparable energy to these fuel tanks are approximately 480 L and 1340 L, respectively, requiring relatively large packaging space in comparable vehicles.

[0005] Table 1 shows the typical interior volumes of vehicles and the typical volumes of their propulsion systems according to the US EPA classification. [Table 1]

[0006] Packaging space within a vehicle is a significant constraint for passenger cars. FIG. 1a shows a schematic plan view of a typical passenger car 2 configuration having a body 4 and two axles 6 with wheels 8 at either end of the axles 6. A "front bay" 10 of the vehicle 2 extends from the area of ​​the front tires 8 to the front of the vehicle (left side as viewed), and a "rear bay" 12 extends from the area of ​​the rear tires 8 to the rear of the vehicle (right side as viewed). Between the front bay 10 and the rear bay 12, and between the axles 6 of the vehicle, is a "cabin section" 14. Around the vehicle is a crash envelope, such as a buffer zone 16. Critical components, such as the battery, tend to be located outside the crash envelope to reduce the likelihood of damage in a crash.

[0007] The area in which the battery or its accessories can be stored can be described as consisting of one or more of seven areas. These areas are shown in Figure 1a and are described longitudinally as follows: the front bay 10 area, which is the space under or at the hood of the vehicle, typically located between the front of the vehicle and the engine bay bulkhead, and which contains the electric motor and, if applicable, luggage packaging; the front floor area 18, which is the area between the engine bay bulkhead and the front seats, and is the area where front seat occupants can rest or stretch their legs; the front seat area 20, which is the area under the passenger seat; the rear floor area 22, which is the area between the front seat area 20 and the rear seat area 24, and is the area where rear occupants can rest their legs; the tunnel area 26, which typically extends along the central longitudinal axis of the vehicle between the front seats and under the rear seat area 24; and the rear seat area 24, which is the area under the rear seats. The rear bay area 12, commonly referred to as the "trunk" or "trunk" of a vehicle, extends from the rear seat area to the rear or vehicle.

[0008] One of the earliest mass-produced vehicles to use electric power is the hybrid Toyota Prius (1997 onwards), a schematic of which is shown in Figure 1b. The battery pack 28 is configured in the rear bay area 12 or luggage area. The Toyota Prius has an internal combustion engine 30 (ICE) and control module 32 in the front bay 10. Vehicles without internal combustion engines (non-ICE) built by manufacturers and mass-produced for use on public roads and developed over the past decade tend to have one of three battery pack layouts:

[0009] H-type: The battery pack is based on a floor-mounted layout, but the front and rear seats—that is, the front passenger seat and the area under the second row—have larger vertical volumes, like the two vertices of an H. The battery pack portion of the front and / or rear floor area between them extends at a lower level. H-shaped battery packs require less body-in-white (BIW) redevelopment and are therefore suitable for use on vehicle platforms shared with internal combustion engine derivatives. An example of such a vehicle with an H-shaped battery layout is the 2010 Nissan Leaf (RTM). The H-shaped layout increases passenger height and, therefore, vehicle height, while effectively utilizing the space under the passengers without sacrificing rear-seat luggage space. Therefore, the overall frontal area of ​​the vehicle increases to accommodate the battery pack without sacrificing passenger headroom. The VW eGolf (RTM) is another example of a vehicle with an H-shaped battery layout. In this example, the manufacturer chose not to raise the vehicle, allowing for a smaller battery capacity.

[0010] T-shaped: A layout that primarily utilizes the rear seating area or rear bay area, i.e., the space behind the second-row passengers of a vehicle (the horizontal portion of the letter "T"), and provides additional battery pack capacity in the tunnel area, i.e., the center of the vehicle between the passengers (the apex of the letter "T"). The T-shaped layout can be used on shared platforms, such as the first version of the Chevrolet Volt, or implemented on dedicated vehicle platforms, such as the Audi R8e Concept. By utilizing the longitudinal space between the passengers, the T-shaped layout can increase the battery pack volume without compromising the vehicle's front seat height. However, in the rear seating area, the passenger seat is raised, as in the early-generation Chevrolet Volt (RTM). Alternatively, if the battery pack is packaged in the rear bay area of ​​a sports car, as in the Rimac Concept One (RTM), the rear seat cannot be packaged.

[0011] Underfloor: This type of battery pack typically requires a dedicated vehicle platform and forms a uniform depth planar volume like a "slab" or "skateboard" under the floor of the vehicle, covering the entire cabin section, i.e., between the vehicle's axles. Examples of vehicles with underfloor packs include the Porsche Taycan (RTM), Tesla Model S (RTM), Jaguar I-Pace (RTM), Chevrolet Volt (RTM), and Audi e-tron (RTM). Underfloor packs can offer more volume, especially in long-wheelbase vehicles with larger interior volumes, but directly impact the vehicle's height and front area. An example of an underfloor battery pack installed in a vehicle is shown in Figure 1c.

[0012] As an example, Figure 1d shows the time series trends of battery pack types from left to right: first-generation Chevrolet Bolt EVT battery pack, second-generation Chevrolet Bolt EVT battery pack, first-generation Chevrolet Spark EVH battery pack, and Chevrolet Bolt EV underfloor battery pack.

[0013] Figure 1e is a table showing the approximate battery volumes in litres for various vehicle models, showing the distribution of volume between the front compartment area 10, front floor area 18, front seat area 20, rear floor area 22, tunnel area 26, rear seat area 24 and rear bay 12. It can be seen that as vehicle segment and size increase, there is a trend for the total battery volume to increase, which is achieved by using underfloor battery packs.

[0014] The graph in Figure 1f shows the impact of an underfloor battery configuration on vehicle height, ground clearance, available headroom, and the remaining vertical packaging space within the vehicle, which is critical to interior spaciousness. A comparison between the Porsche 911 (RTM) and the Taycan (RTM) is noteworthy. While the Taycan's height has not increased significantly compared to the 911, the percentage of height allocated to the battery module height impacts the remaining vertical height, potentially imposing severe layout constraints. As an example, in the case of the Taycan, the battery module in the rear floor area has clearance to accommodate the legs of rear seat passengers.

[0015] Comfortably accommodating passengers is a priority for manufacturers of electric traction motor-driven vehicles, and accommodating an underfloor battery pack clearly impacts vehicle height and / or design constraints / compromises to accommodate passengers, such as the battery gap in the floor of the Porsche Taycan. H-shaped battery packs may require a higher vehicle height, and T-shaped battery packs may reduce the space available for rear passengers (e.g., Chevrolet Bolt EV (RTM)) or completely utilize rear passenger space (e.g., Rimac Concept 1 (RTM)).

[0016] Each known battery pack layout impacts at least one of body design, interior layout, passenger space, and vehicle height, ultimately increasing the vehicle's frontal area through reduced aerodynamics, increasing fuel consumption, and ultimately impacting the vehicle's range (which electric vehicle manufacturers strive to maximize). Vehicle frontal area and aerodynamic efficiency become even more important at highway speeds, where they have the greatest impact on reducing an electric vehicle's range: doubling speed quadruples aerodynamic drag.

[0017] Battery pack layout further impacts vehicle performance, which is influenced by the structural requirements needed to house the pack, which impacts at least one of many factors, including weight, material strength, torsional rigidity, and crash performance.

[0018] H- and T-shaped battery packs are often packaged to minimize the modifications required to the standard body-in-white (BIW) configuration of existing vehicles, which requires a compromise between pack volume and intrusion into occupant / storage space.

[0019] Underfloor battery packs, often implemented on "skateboard" platforms, increase vehicle height but offer greater battery capacity with minimal impact on passenger occupancy and storage space. However, the planar configuration of such underfloor battery packs is long, wide, and shallow, i.e., a large footprint. Because the cells within the battery pack are not structural, the casing must be rigid enough to maintain its shape. Neither the pack nor the vehicle can bend or flex. Furthermore, when an underfloor battery pack is inserted within a BIW or skateboard-style platform, the opening to accept the underfloor battery pack must be reinforced to prevent flexing. The compromise, therefore, is that it adds weight to the vehicle primarily for strength and crashworthiness.

[0020] It is against this background that the present invention has been made. The present invention is the result of an effort to overcome the problems of known battery pack layouts and conventional seating configurations. Other objects of the present invention will become apparent from the following description. Summary of the Invention

[0021] The present invention generally relates to an electric vehicle having an electric motor and a pack for storing energy. The vehicle is configured with at least two passenger seats, including a first seat facing forward and a second seat positioned behind the first seat. The pack is configured with a lateral module configured to extend perpendicular to a longitudinal axis of the vehicle between the first and second seats. The first and second seats are in adjacent rows facing opposite directions, thereby forming an air gap between them, and the lateral module of the pack extends at least partially between the adjacent rows across a portion of the width of the vehicle. The lateral module extends vertically and is configured to optimize the volume of the air gap between the adjacent rows. The lateral module can extend at least above the seat cushions and / or hip points of the seats in the row. The vehicle includes a compartment configured to hold one or more modules. Alternatively, the seats can be arranged back-to-back and oriented perpendicular to the direction of travel, with the module and compartment extending longitudinally.

[0022] In a first aspect, the present invention is directed to a vehicle having an electric motor and a pack for storing energy, the vehicle being configured to include a first seat configured to face forward and / or a second seat configured to face rearward, and a compartment for receiving the pack, the compartment being integrated into the vehicle structure and / or body, located behind the first seat, and extending laterally across the vehicle substantially perpendicular to its longitudinal axis, the compartment having a height that extends vertically between the lowest point of the compartment below the lowest point of the first seat and / or the second seat, and the highest point of the compartment being configured to be at least above the maximum height of the cushion of the first seat and / or the second seat. The compartment, or another compartment, can be configured to accommodate a longitudinal module, a front module, or a rear module. The first seat can be a front seat, such as a seat in the front row of the vehicle. The first seat can be the driver's seat. The second seat can be a rear seat, located in the row immediately behind the front seat.

[0023] The height of the compartment may extend vertically between a lowest point of the compartment below the hip points of the first seat and / or the second seat and an highest point of the compartment above the hip points of at least the first seat and / or the second seat. The lowest point of the compartment may be the floor or base of the body-in-white or vehicle chassis.

[0024] The compartment height may extend vertically to a point above the maximum height of the front and / or rear tires. The compartment's lowest point may be below the maximum height of the front and / or rear tires. The compartment's lowest point may be below the height of the front and / or rear axles.

[0025] The compartment may function as a torsion box. The compartment structure may be configured as a cage. The cage may be openable. The compartment may include reinforcing features such as struts, braces, and webs, which may be connected together. The compartment may be connected to the vehicle's side and / or floor and / or chassis structure. The compartment may be bolted to the body-in-white or vehicle chassis.

[0026] The compartment is configured to receive a module, which can be removably connected to the compartment, and said connection can be on the top and / or bottom surface of the module.

[0027] The vehicle may have a first seat and a second seat arranged facing in opposite directions, with the compartment extending between the first seat and the second seat. The vehicle may be configured with at least two passenger seats with backrests, including a first seat configured to face forward and a second seat arranged adjacent to and behind the first seat and configured to face rearward. The compartment is configured to extend between the first seat and the second seat across the entire width of the vehicle, and the height of the compartment extends vertically between a lowest point of the compartment that is below the lowest point of the first seat adjacent to the compartment and a top surface of the compartment that is above at least one of the tops of the backrests of the first and / or second seats, the maximum height of the seat cushions of the first seat in the first row and / or the second seat in the second row, the average height of the seat cushions of the first seat in the first row and / or the second seat in the second row, and the hip points of the seats in the first and / or second rows.

[0028] The compartment can be integrated with the vehicle such that at least one of the pillars and the compartment at least partially form a structural ring or enclosure around the interior of the vehicle, and the compartment is preferably integrated with at least one of the A-pillar, B-pillar, C-pillar, and D-pillar of the vehicle. The compartment can form part of a roll cage for the vehicle. The compartment can be configured to connect to or form part of a ladder chassis.

[0029] The compartment can be integrated with the vehicle and configured as a load path, directing external forces applied to the vehicle through the compartment. The compartment can be configured to absorb energy from a crash pulse during a crash. The compartment can be configured with energy-absorbing features, such as a crumple zone.

[0030] The compartment can have an opening configured to removably receive and secure the pack therein. The opening can be in the floor or chassis of the vehicle. The opening can be sized to receive a complete module, such as a lateral module. The opening can be sized to receive a cell or a sub-pack of cells of the module. The opening can be in a side of the compartment that extends vertically or transversely to the side of the compartment. The perimeter of the opening can be linear. At least one of the sides of the opening can be non-linear.

[0031] The vehicle can include a pack, and the pack can be removably secured within the compartment by fasteners connecting at least one of (i) a bottom periphery of the pack to the floor or chassis of the vehicle and (ii) a top region of the pack to the compartment. The fasteners securing the pack within the compartment can include a resilient member. The resilient member, such as a rubber bushing, can be used to dampen noise and vibration.

[0032] The compartment can have a wall configured to include at least one of: a cage configured to provide a reinforced enclosure for the pack with bracing that acts as a load path; sheet metal, such as a steel plate; a reinforcing rib formed in the sheet metal, such as a steel plate; and a reinforcing rib connected to the sheet metal, such as a steel plate.

[0033] The pack may be at least partially enclosed by an envelope having walls and / or a base, the walls and / or base configured to include at least one of: a cage configured with bracing to act as a load path and provide a reinforced enclosure for the pack, a sheet metal such as a steel plate, a reinforcing rib formed in the sheet metal such as a steel plate, or a reinforcing rib connected to the sheet metal such as a steel plate. The pack may include one or more of a lateral, longitudinal, front, or readout module.

[0034] The pack can be removably secured within the compartment. The pack can be configured to close an opening of the compartment, sealing the pack therein. The pack's envelope, connected to the vehicle and secured within the envelope, can reinforce the compartment, with both the envelope and the compartment forming part of the vehicle structure and including at least one load path. The pack can be enclosed within the envelope and pack, and include a reinforcing member configured to protect the pack's cells and / or reinforce the envelope's walls. One or more surfaces of the compartment, particularly the surface closing the opening, can be shaped to dampen resonance and / or increase strength. By way of example, this can be achieved by having ribbed and / or reinforced features, such as corrugations, and / or by having an arcuate cross-section.

[0035] The height of the compartment can extend vertically between a lowest point of the compartment that is below the hip point of the first seat and / or the second seat and an uppermost point of the compartment that is above the hip point of at least the first seat and / or the second seat.

[0036] The compartments and / or modules can add rigidity and / or strength to the vehicle. The modules, such as the lateral modules, casings can include at least one of a cage, an engineered panel, a strut, a brace, a lattice, and a honeycomb structure. The lateral and longitudinal members of the compartments and / or modules, such as the struts or braces, can be at least one of a folded, extruded, pressed, cast, 3D printed material, such as metal or plastic.

[0037] The lateral modules and / or compartments may extend in offset directions, such as asymmetrically, across the width of the vehicle. The compartments and / or lateral modules may have two or more surfaces whose tangents extend in different planes, and may incorporate, for example, stepped or curved profiles.

[0038] In a further aspect, the present invention resides in a pack module, the module incorporating at least one of a shelf, a brace, and a compartment for housing an energy cell, the module configured as a torsion box. The module can be configured to cooperate with a compartment of a vehicle. The structural integrity can be the same with or without one or more energy cells provided therein.

[0039] In another aspect, a vehicle is configured with an electric motor, such as a traction motor, and a pack for storing energy, and the vehicle is configured with at least two passenger seats, including a first seat, and a second seat located at the rear of the vehicle. The first seat, such as a front seat, is configured rearward-facing. The pack has a lateral module configured to extend perpendicular to the longitudinal axis of the vehicle between the first seat and the second seat. The first seat may be a front seat, such as a front row seat of the vehicle. The first seat may be a driver's seat. The second seat may be a rear seat, located in a row immediately behind the front row seat. The height of the lateral module can extend vertically between a lowermost surface of the lateral module that is below the lowest point of the first seat adjacent to the pack and a topmost surface of the lateral module that is above at least one of the tops of the backrests of the first seat and the second seat, an average height of the seat cushions of the first seat in the first row and / or the second seat in the second row that is greater than the maximum height of the cushions of the first seat in the first row and / or the second seat in the second row, and the hip points of the seats in the first row and / or the second row.

[0040] The height of the lateral module can extend vertically between a lowest point of the lateral module below the hip point of the first seat and / or the second seat and an uppermost point of the compartment above the hip point of at least the first seat and / or the second seat. The lowest point of the lateral module can be in the floor or base area of ​​the body-in-white or vehicle chassis.

[0041] The height of the lateral module may extend vertically to a point above the maximum height of the front and / or rear tires. The lowest point of the lateral module may be a point below the maximum height of the front and / or rear tires. The lowest point of the lateral may be a point below the height of the front and / or rear axles.

[0042] The lateral module can be configured between adjacent rows of seats, with one row facing in a first direction, such as facing forward, and the other row facing in an opposite direction, such as facing rearward. The rows of seats can be arranged in a longitudinal direction of the vehicle. The rearward-facing seats can face the rear of the vehicle and be aligned with the longitudinal axis of the vehicle. The rearward-facing seats can be positioned offset from the longitudinal axis of the vehicle. The present invention incorporates packs between adjacent seats configured to face different directions, such as rows of seats, but the adjacent rows can be first and second rows, i.e., front and rear seats.

[0043] The seating arrangement can provide a space or gap between the rear surfaces of the seats. The gap can extend above the height of the seat base, such as the top surface of the cushion on which the occupant sits. The lateral module can substantially occupy the gap and extend vertically above the seat cushion. The lateral module can extend to the height of the seat back, including the headrest. The lateral module can extend above the height of the seat cushion, which can be the average or highest height of the seat cushion and / or the hip point of the seat. The hip point, often referred to as the H-point, is a well-known reference point that is unique to each vehicle and influences vehicle design.

[0044] Different seating arrangements may be provided, including, but not limited to, two seats arranged longitudinally in a row, where a first seat is arranged toward the front of the vehicle and a second seat is arranged adjacent to and rearward of the first seat, with the second seat facing away from the first; a back-to-back configuration, etc.; three seats arranged longitudinally, where a first seat is arranged in a first row toward the front of the vehicle and two seats in a second row are arranged adjacent to and rearward of the first row seats; three seats arranged longitudinally, where two seats are arranged in a first row toward the front of the vehicle and a third seat is arranged in a second row adjacent to and rearward of the first row seats; four seats arranged longitudinally, where two seats are arranged in a first row toward the front of the vehicle and a second seat is arranged in a second row adjacent to and rearward of the first row seats, with the second row configured to face rearward; and five seats arranged longitudinally. Two rows of seats are arranged toward the front of the vehicle, with the second row of three seats arranged adjacent to and behind the first row. The second row is configured to face rearward. The vehicle has three or more rows of seats, with one or more seats in each row, and at least two rows of seats facing opposite directions, such as a back-to-back configuration. The vehicle has three or more rows of seats, with one or more seats in each row, and at least two rows of seats facing sideways. The vehicle has three or more rows of seats, with each row having one or more seats, and at least two of the rows of seats being aligned with the longitudinal axis of the vehicle.

[0045] The vehicle can be powered solely by electricity. The electricity is derived from energy stored in a battery configured to output an electrical current. Additionally or alternatively, electricity can be generated using another energy source, such as a hydrogen fuel source or an electrolysis system that converts stored hydrogen into an electrical current to drive a traction motor. The vehicle can be powered solely by non-combustion means.

[0046] The vehicle may include a drivetrain and / or energy management system configured to acquire stored energy and process it to power the drivetrain and / or acquire energy for storage. The system may incorporate an energy conversion module that may function to manage the receipt of power from an external power source to charge the vehicle's pack. The energy conversion module may manage the delivery of energy from the pack to the traction motor. The energy conversion module may manage the delivery of energy from any source, such as regenerative braking, to charge the vehicle's pack.

[0047] The vehicle may further include a longitudinal module extending perpendicularly from the lateral module and configured to extend at least partially between the front and rear seats. The longitudinal axis may be a central longitudinal axis of the vehicle. The front seats may be located to the side of the longitudinal axis of the vehicle.

[0048] The longitudinal axis may be centered in the vehicle, and the vehicle may be configured to have at least two front seats separated by the longitudinal axis and / or at least two rear seats separated by the longitudinal axis. At least one front seat and at least one rear seat may be arranged to face at least partially in different directions. At least one seat in a first row and at least one seat in an adjacent second row may be arranged to face at least partially in different directions, such as facing in opposite directions.

[0049] The distance between the front and rear seats may be less than the maximum longitudinal dimension of either the front or rear seats. Each seat may have a footprint, with each footprint having a maximum longitudinal dimension of the vehicle. The seats may be separable in the fore-and-aft direction of the vehicle by a space defined by the rear surfaces of the front seats, the rear seats, and the vehicle floor therebetween. The seats may have a maximum reclining angle. The maximum reclining angle is determined by the lateral module. The maximum longitudinal dimension of the space between the front and rear seats may be less than the maximum longitudinal dimension of at least one of the front and rear seats. The longitudinal length of the base of the lateral module may be between about 20% and about 41% of the wheelbase of the vehicle. The length of the front seats may be about 45-60 cm. The maximum longitudinal distance between adjacent rows of seats may be up to about 50 cm, or up to about 30 cm, or less than 25 cm.

[0050] The invention may reside in a vehicle having a lateral module extending between adjacent rows of seats, however the shape of the lateral module may improve the performance of the vehicle in which it is configured, and such invention may reside in a pack having a lateral module as described and claimed herein, and / or in a method of configuring a vehicle having a lateral module as described and claimed herein.

[0051] In a further aspect, the present invention relates to a vehicle having an electric traction motor and a pack for storing energy, the pack having a lateral module extending perpendicular to the longitudinal axis of the vehicle, at least a portion of a cross section of which is trapezoidal. The lateral module can be defined by a surrounding envelope. The envelope can be in the form of a truncated pyramid with a rectangular base. The lateral module can have at least two sides extending perpendicularly to a common point above the lateral module and configured to narrow toward its top. The sides extending perpendicularly to the common point above the lateral module can be sides facing the front and rear of the vehicle and / or sides facing the sides of the vehicle. The lateral module can be an isosceles trapezoid. The lateral module can have a front side facing the front of the vehicle and a rear side facing the rear of the vehicle. Because the lateral module extends between adjacent seat rows, the front and rear sides can be angled to complement or match the nearest surfaces of the seats. The center of gravity can be vertically lower than the vertical midpoint of the cross-sectional profile. The top surface of the lateral module is longitudinally shorter than the length of the base of the lateral module. The length of the top of the lateral module can be between about 10% and about 50% of the length of the base of the lateral module, more preferably between about 20% and about 40% of the length of the base of the lateral module. More preferably, it is between about 25% and about 35% of the length of the base of the lateral module.

[0052] The lateral modules can be longitudinally wider towards the front of the vehicle and narrower towards the rear of the vehicle, and / or the lateral modules can be vertically wider towards the bottom of the vehicle and narrower towards the top of the vehicle. The sides of the lateral modules can be shaped to fit vehicle features such as wheel arches.

[0053] The pack may further include a longitudinal module connected to the lateral module. The longitudinal module is configured to extend from the lateral module along a longitudinal axis toward the front of the vehicle. The connection may be mechanical and / or electrical. The longitudinal module may have a cross-section with an at least partially trapezoidal profile. The top surface of the longitudinal module in the lateral direction is shorter than the width of the base. The width of the top of the longitudinal module in the lateral direction may be between about 10% and about 50% of the width of the base of the longitudinal module, more preferably between about 20% and about 40%, and more preferably between about 25% and about 35% of the width of the base of the longitudinal module.

[0054] The pack may include a rear module configured to connect to the lateral module and extend rearward from the lateral module. The connection may be mechanical and / or electrical. The pack may include a front module packaged in a front bay of the vehicle and connected to the pack. The connection may be mechanical and / or electrical. The rear module may be wider toward the front of the vehicle and narrower toward the rear of the vehicle. The rear module may be configured to extend between and / or under the rear seats along the longitudinal module.

[0055] The lowermost surfaces of the longitudinal modules and the lateral modules may be configured to extend at the same height within the vehicle, and the height of the lateral modules may be at least one of the maximum height of the lowest position of the top of the front or rear seats or up to 100 mm lower, at least greater than the maximum height of the cushions of the first and / or second row seats, and lower than the lowest edge of the window opening closest to the pack.

[0056] The vehicle can be configured to have at least one of the following parameters: The length of the pack, including the longitudinal module, the lateral module having a volume between about 379 liters and about 1123 liters, and the rear module, is between about 88% and about 92% of the wheelbase. The length of the base of the lateral module is between about 26% and about 41% of the length of the longitudinal wheelbase. In a vehicle having a lateral module and a longitudinal module, the lateral module can be between about 275% and about 720% of the volume of the longitudinal module and / or between about 150% and about 350% of the height of the longitudinal module. When the pack is located outside the area under the front seat occupant, the hip point of the front seat occupant is between about 31% and about 41% of the vehicle height. When the area available for the pack within the vehicle and the height of the vehicle are taken into account, the packing efficiency (i)m 2 (ii) the pack volume per m compared to the vehicle height, which is the wheelbase multiplied by the truck average. 2 The volume of the pack per unit and / or pack is approximately 144 l / m 2 from approximately 265 l / m 2 and / or between approximately 294 l / m and approximately 885 l / m.

[0057] Overall, the present invention departs from known vehicles with improved features that provide:

[0058] Increased energy storage can be achieved through the shape and configuration of the energy pack's lateral module, which provides a greater height compared to other modules. The increased height can be achieved by placing the lateral module between adjacent seat rows, such as the front and rear seats, with the rear seats facing rearward away from the front of the vehicle. The rear seats can be side-facing or rearward-facing, e.g., in a back-to-back configuration, so that the lateral module does not obstruct rear passenger legroom. In such a configuration, the lateral module can extend across the width of the vehicle between adjacent seat rows, e.g., the front and rear seats. The lateral module can be configured to extend above the hip point positions of passengers in the front seats and the rear seats in the next row behind the front seats. In other words, the lateral module extends vertically to a height greater than the maximum height of the seat cushions on which the passengers sit.

[0059] - Improved safety due to the ability to centrally locate the pack, which reduces the periphery of the pack exposed to the side of the vehicle (such as a crash buffer zone around the vehicle). A vehicle having the pack can have a crash buffer zone, and the pack can be shaped so that it does not extend into the buffer zone or so that the periphery of the pack exposed to the crash buffer zone is minimized. The present invention can provide a pack with a larger volume while minimizing the exposure of the pack to the vehicle exterior.

[0060] - Improved crash performance due to interfaces between modules of the pack that are at least one of shaped to deflect forces to limit damage from longitudinal forces and / or incorporate energy absorbing properties. The modules of the pack can be shaped to limit damage caused by a crash and can include at least one of the following: a pivotable interface; and an energy absorbing component.

[0061] - Improved range by reducing the frontal area of ​​the vehicle, which also improves fuel economy by lowering the hip point of the vehicle's occupants, since the module is not packaged under them, allowing for a higher seating position and lowering the overall vehicle height.

[0062] - Efficient packaging as a result of the pack layout, which allows to reduce the mass of the vehicle.

[0063] The present invention can be present in a vehicle incorporating one or all of these improved features. The vehicle can be provided with two or more lateral modules and / or compartments. By way of example, a known vehicle having only a flat, slab-like underfloor battery pack can benefit from having a lateral module configured to extend between the front and second-row seats. The vehicle of the present invention can be an electric vehicle having an electric traction motor. The vehicle and / or pack of the present invention has been demonstrated, by way of example, with the intention of using batteries or cells within the modules or each module forming the pack.

[0064] In light of the teachings of the present invention, those skilled in the art will appreciate that aspects of the present invention are interchangeable and transferable between the aspects described herein and can be combined to provide improved aspects of the present invention. Further aspects of the present invention will be apparent from the following description. [Brief explanation of the drawings]

[0065] [Figure 1a] Known vehicle layouts have been described above in relation to Figures 1a to 1f. In order that the present invention may be more readily understood, reference will now be made by way of example to the remaining figures. [Figure 1b] Known vehicle layouts have been described above in relation to Figures 1a to 1f. In order that the present invention may be more readily understood, reference will now be made by way of example to the remaining figures. [Figure 1c]Known vehicle layouts have been described above in relation to Figures 1a to 1f. In order that the present invention may be more readily understood, reference will now be made by way of example to the remaining figures. [Figure 1d] Known vehicle layouts have been described above in relation to Figures 1a to 1f. In order that the present invention may be more readily understood, reference will now be made by way of example to the remaining figures. [Figure 1e] Known vehicle layouts have been described above in relation to Figures 1a to 1f. In order that the present invention may be more readily understood, reference will now be made by way of example to the remaining figures. [Figure 1f] Known vehicle layouts have been described above in relation to Figures 1a to 1f. In order that the present invention may be more readily understood, reference will now be made by way of example to the remaining figures. [Figure 2a] 1 shows a side view of a vehicle having a pack with lateral modules. [Figure 2b] 1 shows a plan view of a vehicle having a pack with lateral modules. [Figure 2c] 1 shows a perspective view of a vehicle having a pack with lateral modules. [Figure 2d] 1 shows a side view of a vehicle having a pack with lateral modules. [Figure 2e] 1 shows a plan view of a vehicle having a pack with lateral modules. [Figure 2f] A diagram of a passenger seated next to a pack is shown. [Figure 3a] 2b shows a schematic plan view of the vehicle illustrating various pack layouts, with a side view of each pack shown alongside each view for reference. [Figure 3b] 2b shows a schematic plan view of the vehicle illustrating various pack layouts, with a side view of each pack shown alongside each view for reference. [Figure 3c] 2b shows a schematic plan view of the vehicle illustrating various pack layouts, with a side view of each pack shown alongside each view for reference. [Figure 3d]2b shows a schematic plan view of the vehicle illustrating various pack layouts, with a side view of each pack shown alongside each view for reference. [Figure 4a] Figure 3c shows cross-sectional schematic diagrams of vehicles of various sizes with comparable packs and layouts. [Figure 4b] Figure 3c shows cross-sectional schematic diagrams of vehicles of various sizes with comparable packs and layouts. [Figure 4c] Figure 3c shows cross-sectional schematic diagrams of vehicles of various sizes with comparable packs and layouts. [Figure 5a] Using perspective views and schematic cross-sectional views, examples of horizontal battery modules with shaped sides and cell layouts within the modules of a battery pack are shown. [Figure 5b] Using perspective views and schematic cross-sectional views, examples of horizontal battery modules with shaped sides and cell layouts within the modules of a battery pack are shown. [Figure 5c] Using perspective views and schematic cross-sectional views, examples of horizontal battery modules with shaped sides and cell layouts within the modules of a battery pack are shown. [Figure 6a] 1 shows a schematic cross-sectional view of a battery pack having features that prevent damage to the battery pack during a frontal or rear collision. [Figure 6b] 1 shows a schematic cross-sectional view of a battery pack having features that prevent damage to the battery pack during a frontal or rear collision. [Figure 6c] 1 shows a schematic cross-sectional view of a battery pack having features that prevent damage to the battery pack during a frontal or rear collision. [Figure 7a] 7b and 7c show a side view and a side elevational view, respectively, of the pack of FIG. 7a, all of which are provided with reference to FIG. [Figure 7b] 7a shows a side view of the pack of FIG. 7a. [Figure 7c] 7a shows a side view of the pack of FIG. 7a. [Figure 8a] The same table section, taken as a whole, provides information regarding the dimensions of the packs of the present invention when implemented at various sizes using a combination of real-world data, as an example. Calculations and references are provided in Figure 7. [Figure 8b] The same table section, taken as a whole, provides information regarding the dimensions of the packs of the present invention when implemented at various sizes using a combination of real-world data, as an example. Calculations and references are provided in Figure 7. [Figure 8c] The same table section, taken as a whole, provides information regarding the dimensions of the packs of the present invention when implemented at various sizes using a combination of real-world data, as an example. Calculations and references are provided in Figure 7. [Figure 8d] The same table section, taken as a whole, provides information regarding the dimensions of the packs of the present invention when implemented at various sizes using a combination of real-world data, as an example. Calculations and references are provided in Figure 7. [Figure 8e] The same table section, taken as a whole, provides information regarding the dimensions of the packs of the present invention when implemented at various sizes using a combination of real-world data, as an example. Calculations and references are provided in Figure 7. [Figure 8f] The same table section, taken as a whole, provides information regarding the dimensions of the packs of the present invention when implemented at various sizes using a combination of real-world data, as an example. Calculations and references are provided in Figure 7. [Figure 9] 1 is a perspective view of a body-in-white (BIW) of a known vehicle, with load paths indicated by arrows alongside the respective structural members. [Figure 10a] FIG. 1 is a perspective view of a vehicle body-in-white (BIW) showing structural members. [Figure 10b] FIG. 1 is a perspective view of a vehicle body-in-white (BIW) showing structural members. [Figure 11]1 is a perspective view of a vehicle according to the present invention, with forces acting on the vehicle in the X, Y, and Z planes, as well as inputs from the road surface indicated by arrows. [Figure 12a] 1 is a perspective view of a known vehicle having an underfloor battery pack under the vehicle before installation, and a vehicle constructed in accordance with the present invention, with the pack shown under the vehicle before installation. [Figure 12b] 1 is a perspective view of a known vehicle having an underfloor battery pack under the vehicle before installation, and a vehicle constructed in accordance with the present invention, with the pack shown under the vehicle before installation. [Figure 12c] FIG. 12b shows the vehicle of FIG. 12a having a compartment with an opening for receiving a lateral module. [Figure 12d] FIG. 10 shows a cavity for receiving a pack. [Figure 13] FIG. 1 is a perspective view of the internal structure of a lateral module. [Figure 14a] A close-up view of the pack's cells, the internal structure of the lateral modules, the envelope of the lateral modules, and the compartments before all these components are nested within each other. [Figure 14b] A close-up view of the pack's cells, the internal structure of the lateral modules, the envelope of the lateral modules, and the compartments before all these components are nested within each other. [Figure 14c] A close-up view of the pack's cells, the internal structure of the lateral modules, the envelope of the lateral modules, and the compartments before all these components are nested within each other. [Figure 15] An alternative arrangement of lateral modules extending across the width of the vehicle in an offset fashion, shown with and without body-in-white skin. [Figure 16] 1 is a collection of side views of different vehicles with compartment locations superimposed, with like reference numbers referring to like features. DETAILED DESCRIPTION OF THE INVENTION

[0066] 2a through 2e are derived from CAD data and anatomically scaled to proportionally represent a passenger vehicle 100 having an exemplary configuration of the present invention. The electric vehicle in this example has an electric traction motor 102 for driving wheels 104 and an associated energy conversion module 106 for converting energy between the electric traction motor 102 and a pack 107 configured to store energy, the pack providing electrical energy for driving the electric motor 102. Each of the vehicles in the examples herein may incorporate such an energy conversion module 106, which may function to manage the receipt of electrical power from an external power source to charge the vehicle's pack and subsequently manage the supply of energy from the pack to the traction motor. Although not shown in this example, an internal combustion engine may optionally be provided to drive the vehicle's wheels or to drive a generator to generate and store electrical energy in the pack. However, it is Applicant's intent to provide an improved pack configuration and / or improved vehicle layout for vehicles having non-combustion engines, said vehicles being configured to accommodate packs having a larger volume to increase the energy storage capacity and therefore the range of the vehicle without an ICE.

[0067] In FIG. 2a, a vehicle body 108 has a front section 110 and a rear section 112, a front axle 114a, and a rear axle 114b, with wheels 104 and tires at the ends of the axles. In each of FIGS. 2a through 2c, a front occupant 116 (a 95th percentile male) is shown seated in a front seat 118 facing the front of the vehicle. A rear occupant 120 (a 95th percentile male) is also depicted seated in a rear seat 122 between the front occupant 116 and the rear of the vehicle. The rear seat and rear occupant face the rear of the vehicle 112. Configuring the rear seats to accommodate a 95th percentile male is optional. Some vehicle types, such as sports cars with 2+2 configurations, have rear seats that are rarely used, so the rear seats are configured to accommodate a 50th percentile male. Examples of such rear seats are shown in FIGS. 2d and 2e.

[0068] Figure 2f shows the occupants on the seats of Figures 2d and 2e arranged around the pack, with one of the rows of occupant seats, in this example the front row seat, positioned outside the pack's footprint. This means there is no pack under the front passenger seat. In this way, the seat's hip point can be lowered. In this example, the second row of seats adjacent to the first row, facing rearward, is positioned on top of a portion of the pack. However, the rear module is optional and / or can be configured to extend between the rear occupants, so the seat also does not have a pack under it.

[0069] The front seat 118 and rear seat 122 are positioned back-to-back with the occupants facing opposite directions. In this example, the front seat 118 is positioned so that the front occupant sits approximately midway between the front axle 114a and the rear axle 114b of the vehicle 100. The rear seat is positioned in the area of ​​the rear axle. In the example of Figures 2a through 2c, the hip points (HP) 124 of the rear seats and occupants are such that the HP 124 is in front of the rear axle 114b, with the occupant's legs extending beyond the axle toward the rear of the vehicle. Figures 2b, 2c, and 2d show plan and front views, respectively, of the vehicle of Figure 2a. In all of these views, only the two occupants 116, 120 are shown, with the storage pack 107 clearly visible. Energy within the vehicle. Although the vehicle only has two seats, the vehicle shown can accommodate four in a "2+2" configuration, two front seats and two rear seats, with an additional seat (not shown) being able to be positioned in the mirror position.

[0070] The pack 107 in this example has two modules: a lateral module 126 and a longitudinal module 128. The lateral module is configured to extend between the front seat 118 and the rear seat 122, i.e., between the two front seats (although only one front seat occupant is shown for clarity) and between the two rear seats (although only one front seat occupant is shown for clarity). The lateral module 126 is configured to extend between the front and rear seats of opposing occupants, extending from one side of the vehicle to the other, as shown in Figures 2b and 2c. The lateral module 126 can extend from one side of the vehicle to the other. The lateral module can be constrained to expand within the crash envelope. The longitudinal module 128 of the pack extends vertically from the lateral module 126 along the longitudinal axis of the vehicle toward the front of the vehicle. The longitudinal module can extend along the longitudinal axis of the vehicle between the passenger seats 118. The lateral and longitudinal modules 126, 128 can include respective sub-modules. The modules and sub-modules can include individual cells, such as battery cells.

[0071] The pack can extend longitudinally from an area adjacent the vehicle bulkhead to an area adjacent the rear axle, as shown. The longitudinal modules extend from the bulkhead to an area level with the rear of the front seats, where they meet the vehicle floor. Behind this point, toward the rear of the vehicle, the lateral modules extend level with the rear axle.

[0072] Both the longitudinal module 128 and the lateral module 126 have a bottom surface configured to be flush with the bottom of the vehicle, which is typically the floor of the body-in-white or the bottom of the vehicle chassis. The base of the longitudinal module can be flush with the lateral module. The height of the longitudinal module 128 can be constant along its length. The height of the longitudinal module can be between about 100 mm and about 500 mm, optionally between about 200 mm and about 400 mm, and preferably about 350 mm. The height of the longitudinal module can be between about 5% of the vehicle depth and about 45% of the vehicle depth, optionally between about 14% and about 35% of the vehicle depth, and preferably between about 25% and about 32% of the vehicle depth. The height of the longitudinal module can vary to accommodate other vehicle functions. However, as an example, the height can be reduced, tapered, or stepped down in the area of ​​the bulkhead to accommodate the vehicle's instrument panel.

[0073] The height of the lateral modules relative to the longitudinal modules varies depending on the size and configuration of the vehicle. The values ​​in Figures 8a through 8f described below represent a nominal configuration where the longitudinal modules are 350 mm high and the lateral modules are 55% of the vehicle depth. The module height is about 175% to about 225% of the longitudinal module height. However, with lower longitudinal modules (about 100 mm) and higher lateral modules (about 70% of the vehicle depth), the lateral modules are about 750% to about 1000% of the longitudinal module height.

[0074] The height of the transverse module may be the maximum height of the front and rear seat backs, which may include the seat headrests which may be integrated into the seats.

[0075] Figures 2a through 2d show an example vehicle that can accommodate four occupants, two facing forward and two facing rearward. There are two front seats separated by a longitudinal axis and two rear seats separated by a longitudinal axis. Various different configurations are contemplated within the scope of the present invention, such as providing at least one front seat and at least one rear seat, with the rear seat facing rearward. In such configurations, the longitudinal modules can extend along a non-central axis of the vehicle. If a single center seat is provided, or if three front seats are provided, two longitudinal modules can be provided, with the longitudinal modules extending on either side of the seat. In the example of Figures 2a through 2d, each front seat is positioned so that the rear seat is adjacent to and behind the front seat, back-to-back. However, the front and rear seats do not necessarily align in a straight line. Thus, at least one front seat and at least one rear seat can be at least partially configured. Having rear-facing rear seats, including positions ranging from the side of the vehicle to facing the rear of the vehicle.

[0076] For example, a microcar can be provided in a vehicle having only two seats, aligned facing in opposite directions, with a pack lateral module as taught herein configured between the two seats. The two seats can be positioned in the center of the vehicle. Such a vehicle can have a lateral module and, optionally, a front module and / or an optional rear module. While the lateral module herein is intended to increase pack volume, both an underfloor battery pack and a lateral module can be provided in the vehicle as an alternative to an underfloor battery pack.

[0077] The battery pack's lateral module is configured within a gap or space 134 between the backs of the front and rear seats. This gap 134 is configured as a result of the front and rear seats facing away from each other and being tilted. The minimum size of the gap 134 can be determined by the extent to which the front and rear seats can be reclined, for example, until the top of the front seat touches the top of the rear seat, as seen in FIG. 2a. Even when the front and rear seats are reclined and tightly fitted, a gap still exists. The gap is a three-dimensional space defined as follows: the vehicle floor and the backs of the front and rear seats, as seen in FIG. 2a, and the vehicle body at the side of the vehicle, as shown in the plan view of FIG. 2b.

[0078] To accommodate the shape of the vehicle body 108, the lateral modules can be longitudinally wider toward the front of the vehicle and narrower toward the rear of the vehicle, as shown in FIG. 2b, and / or vertically narrower toward the top of the vehicle, as shown in FIG. 2c. For the avoidance of doubt, Applicant has positioned the rear seats toward the rear to create a cavity in which the lateral modules can be housed. The pack can be shaped to maximize the volume within the cavity by having at least one of the following: a cross section; the ends of the lateral modules, i.e., the ends closest to the sides of the vehicle, are angled and extend non-perpendicularly relative to the longitudinal axis of the vehicle; and the ends of the lateral modules, i.e., the ends closest to the sides of the vehicle, are shaped to extend toward each other, tapered or otherwise shaped to accommodate the shape of the vehicle, including to accommodate wheel arches.

[0079] The lateral module 126 can be shaped, at least in part, as a triangular prism with three sides and two end faces. To accommodate the ideal mathematical shape, the prism must be smaller than the gap or space between the seats, leaving unused space. In practice, the module can be shaped so that at least a portion of the cross section is substantially triangular or trapezoidal. The triangular prism can have a shaped top, such as a flat top, which can be referred to as a lateral upper portion. The lateral upper extends into the area above the seat back. The smallest dimension of the lateral module's top can approximate or be proportional to the size of the module's smallest cell. Because the vehicle's shape can have curved sides, the ends of the lateral module can be tilted or angled to utilize available space. The pack's shape can be somewhere between the ideal shape of a triangular prism and a three-dimensional shape that occupies most of the space within the void. The lateral module 126 can be in the form of a truncated square pyramid.

[0080] The lateral modules of the pack of the present invention can function as interior dividers because their height extends to at least 75% of the height of the front seats, preferably the full height of the front seats. The pack can be taller, theoretically extending to the height of the interior roof of the vehicle. The pack can be configured to function as a bulkhead between the front and rear passenger zones. The lateral modules can be configured to extend vertically to the height of the lowest point of the nearest opening, such as a window. The height of the lateral modules can be between approximately 50% and approximately 70% of the vehicle depth. The example tables of Figures 8a through 8f described below are fixed at 55% of the vehicle depth for each vehicle example.

[0081] The pack 107 can be configured to accommodate different vehicle sizes and seating configurations, with each of the modules configured for a given configuration. Figures 3a through 3d show the plan views of Figure 2b illustrated with different pack 107 configurations, as follows: vehicle 100 has pack 107 with only lateral modules 126, positioned between the front and rear seats, with the rear seats facing rearward. This is appropriate, for example, when the vehicle has a short wheelbase (the distance between the axles) and minimal space to accommodate longitudinal and / or rear modules (see Figure 3a). A vehicle with a pack having a lateral module 126 positioned between the back-to-back front and rear seats and an optional longitudinal module 128 extending from the lateral module toward the front of the vehicle between the respective front seats (see FIG. 3b); a battery pack with the lateral module 126 and optional longitudinal module 128 as shown in FIGS. 3a and 3b, plus an additional optional rear module 130, suitable for vehicles with space to accommodate the lateral module 130; a vehicle under and / or between the rear seats (see FIG. 3c); and a vehicle with a rear-wheel drive electric traction motor and therefore additional pack 107 volume and space in the front to accommodate energy storage (see FIG. 3d).

[0082] As can be seen in these figures, the modules 126, 128, 130, 132 can be shaped to fit the shape of the vehicle, taking into account the rear wheel arches of the vehicle.

[0083] The rear module may have at least one of the following: the sides of the rear module are angled relative to the longitudinal axis of the vehicle, and the ends of the sides closest to the sides of the vehicle are positioned to extend toward each other.

[0084] The rear module may be wider toward the front of the vehicle and narrower toward the rear of the vehicle. The rear seat may be a bench seat, i.e., a single cushion configured to accommodate two or more occupants, and the rear module may be flat and slab-like to extend beneath the bench seat. However, if the vehicle is provided with two separate rear seats, the rear module may be configured to extend beneath and / or between said separate rear seats along the longitudinal axis of the vehicle.

[0085] The longitudinal modules can also be shaped to optimize use of the space between the front seats and at the very front of the vehicle adjacent to the bulkhead. The longitudinal modules can be shaped to maximize volume within the void by having at least one of the following: the front, i.e., the surface closest to the bulkhead, a non-vertical surface, such as a surface angled to form a tapered nose to accommodate an instrument panel or a unique display above the vehicle; and the side, i.e., the side closest to the front seats, angled and extending non-perpendicular to the vertical axis of the vehicle to provide greater volume while minimizing intrusion into the passenger space.

[0086] Figures 4a-4c show, in schematic cross-section, the location of seats 118, 122, occupants 116, 120, and pack 107 in three types of vehicles 100 of different sizes and purposes. Each vehicle shows a pack 107 having a longitudinal module 128, a lateral module 126, and a rear module 130. Electric traction motors 102 are provided to drive wheels 104 mounted on front axles 114a and rear axles 114b. Occupants are shown in the front and rear seats.

[0087] Figure 4a depicts a "2+2" seater sports car with a lower overall vehicle height and seats positioned lower within the vehicle to lower passenger headroom 124. In plan view, Figure 4a has a layout comparable to Figure 3c. The overall lower vehicle height can be reduced, reducing the vehicle's frontal area and improving performance and efficiency, thereby increasing range. As discussed above with reference to Figures 2a through 3c, the front and rear seats face in opposite directions. The pack's transverse modules are configured to accommodate the space between the front and rear seats, so in cross section they have a wide base and narrow vertically toward the top of the vehicle. In the illustrated example, the top of the transverse modules is located in the area above the seat backs or the front and rear seats. The longitudinal modules extend from the transverse modules toward the front of the vehicle between the two front seats. This allows for lowering the headroom 124 of the seats 118, 122 or passengers 116, 120. This is because there are no elements of the pack 107 under the front seat. In this example, as shown, the front seats of a sports vehicle typically accommodate a 95th percentile male, while the less frequently used rear seats are smaller and typically accommodate a 50th percentile male. The rear module is configured to extend from the lateral module toward the rear of the vehicle. The rear module can be configured to extend from the lateral module to the rear axle. However, the rear module can be packaged above the rear axle by extending from a higher point on the lateral module. Side views of an example of this layout are shown in Figures 6a and 6b. The pack 107 can be housed between the vehicle's axles. The lateral module extends vertically beyond the height of the longitudinal module, providing additional storage capacity for the pack. This is because the increased height of the lateral module 126 of the pack 107, combined with the seating arrangement on the opposite side, provides a larger volume pack while accommodating rear occupants without compromising comfort, such as reduced legroom or compromised pack size. The layout includes a specially shaped underfloor battery to accommodate the legs of rear-seat passengers, similar to the Porsche Taycan.

[0088] Figure 4b shows a layout equivalent to Figure 4a, but the vehicle shown is a smaller vehicle, such as a B-segment vehicle, with a longer wheelbase. The transverse modules 126 extend vertically between the seats, with their uppermost point in the area of ​​the top of the seat backs. The longitudinal modules 128 extend between the front seats, lowering their height and providing a more spacious cabin feel. In this example, a 95th percentile male is shown at the front and rear, and the rear modules 130 extend under the rear seats, which are bench seats.

[0089] The vehicle in Figure 4c illustrates a large vehicle, such as an E-segment vehicle, with three rows of seats. In this example, a 95th percentile male is seated in the front seat. The second row of seats is rear-facing and occupied by the 95th percentile male, facing away from the front row seats. The pack's lateral module 126 extends between the front row seats 118 and the second row seats 122. A third row of seats 136 is positioned at the rear of the vehicle, facing forward. The longitudinal module 128 extends from the lateral module between the front row seats toward the front of the vehicle, and the rear module extends from the lateral module toward the rear of the vehicle between the second row seats.

[0090] While the example packs herein are provided to demonstrate increased volume for a range of configurations and vehicle sizes, the teachings can be applied to any vehicle by scaling the pack size according to vehicle size. Wider lateral and longitudinal modules. Figure 4c further includes an expansion module 138 that adds additional volume to the pack. The expansion module 138 can be added to any of the modules to increase the volume of any one of the lateral module 126, longitudinal module 128, rear module 130, or front module 132. Configurations vary by vehicle.

[0091] While the examples herein allow for the vehicle to be configured with a lower hip point 124 or seat registration position (SgRP), thereby reducing the frontal area of ​​the vehicle, the pack 107 configuration, for example, in conjunction with an underfloor pack, can also increase the pack's volume by raising the hip point, but at the expense of vehicle height, resulting in increased storage capacity and extended range.

[0092] The examples in Figures 2a through 4c show a vehicle 100 having a pack 107 with lateral modules 126, longitudinal modules 128, and / or a rear module 130 extending toward the rear of the vehicle. In each example, the lateral modules 126 are shown as having at least a portion that, in cross section, is substantially triangular or trapezoidal in shape. In other words, the top of the lateral module narrows or tapers toward a point above the lateral module. In fact, the ends of the lateral modules adjacent the sides of the vehicle can also taper upward. In three dimensions, the lateral modules can at least partially take the form of a truncated pyramid. The footprint of the truncated pyramid-shaped lateral modules can be trapezoidal in shape to fit the shape of the vehicle's sides, for example, in the area of ​​the wheel arches.

[0093] Figures 2a through 2d show, as an example, cells 150 that can be packed and stacked together to form a pack module. Figures 5a through 5c show examples of lateral modules 126, i.e., the envelopes into which the modular cells are packed. Figure 5a shows an example of the shape of the envelope 140 to maximize utilization of the space 134, or void, between the front and rear seats. This can be scaled and / or adjusted to fit the available space within the vehicle. In this example, the pack envelope 140 is a square pyramid of lateral modules. The base has a length of width a', and the top has a length b and width b'. It has a high Vin, which is vertically aligned with the vehicle. The example shown has six sides: a crown or top surface 142, a footprint 144, two side surfaces 146, and a front and back surface 148. The lateral modules 126 are configured to extend vertically from the footprint 144 to the crown 142. In the example shown, the crown surface is flat, but may be rounded or pointed. This example also shows the laterally extending edges as parallel, but they may not be parallel. This example shows the longitudinally extending parallel edges, but they do not have to be parallel.

[0094] Figures 5b and 5c show the envelope 140 of a lateral module configured to house cells 150. Such an envelope and cell configuration can be equally applied to the longitudinal module 128, the rear module 130, the front module 132, or the extension module 138. The envelope can be adapted to substantially enclose a module, such as the truncated square pyramid shown in Figure 5a, and is configured to do so with minimal surface area. For clarity, the envelope can be a case that encloses the cells within the module. If the cells within the module do not have a shape or form that allows for tessellation—a scenario where a precise fit without gaps at the interface with the envelope is the most likely scenario—the envelope can be configured to span the entire space between the cells. The envelope can be a physical layer, such as a layer of steel sheeting that substantially surrounds the cells of the module, or the envelope can be defined, at least in part, by the vehicle around the overall perimeter shape around the vehicle's cross-section. The envelope can be a combination of part of the module and part of the vehicle. The envelope may be a perimeter defined by the shortest distance around the perimeter of the cross section of the module.

[0095] The space within the module envelope not utilized by the cells can accommodate at least one of fixtures, fasteners, reinforcements, insulation, cooling mechanisms, and electrical connections such as bus bars. Therefore, maximizing the volume of the pack is important.

[0096] Figure 5b shows a cell 150, a cell pair 152, and two sub-modules of cells arranged in sets of four 154 and eight 156, forming part of a pack. A sub-module can contain any number of cells. Adjacent to the cells and sub-modules, the cells 150 are arranged in a trapezoidal physical envelope 140, illustrating how the cells can be packed within the envelope. It can be seen that the envelope bridges the gaps between the cells, effectively minimizing the perimeter of the cross-section. Next to the physical envelope, the same number of cells are arranged without the physical envelope. This is possible because the cells and sub-modules can be configured to be self-supporting and connectable, such as with a frame. The physical envelope may be provided solely for protection. In practice, the envelope could be the body of the vehicle in which the module is installed, or a vehicle component that defines the cavity in which the pack is configured. Figure 5c shows a cross-section of the module along its longest length. In this example, an envelope is provided.

[0097] The cells 150 may be cylindrical, as shown in Figures 5b and 5c. Additionally or alternatively, the cells may be cubic in shape, as in Figures 2a through 2d, or in the form of a pouch. A module may include a mixture of cylindrical cells, cubic cells, and / or pouches. In light of the teachings herein, it will be understood that the cell arrangements are exemplary and that alternative arrangements may be configured within the modular envelope of a pack.

[0098] In cross section, the envelope of a transverse module is wider at the bottom and narrows towards the top of the vehicle. This is advantageous for complementing the space between the front and rear seats, as well as providing at least the following beneficial properties: Utilizing gaps between cells for cooling and / or routing of wiring looms or internal busbar connections; Lighter weight compared to a cubic-shaped module of the same height and volume, as triangular or trapezoidal shapes are inherently stronger shapes and require less bracing or reinforcement; Internal structures can include components that support the cells and / or enhance the strength of the module or pack; For example, shelves can be arranged in shaped arrangements such as triangular or honeycomb arrangements.

[0099] While the lateral modules 126 have been described as having an idealized shape, such as a truncated rectangular-based pyramid, it will be understood in light of the teachings herein that features can be added to the lateral modules, or indeed any module, such as protrusions to increase volume, such as to occupy dead space, such as unused space within the vehicle, and / or recesses to improve visibility between the front and rear of the vehicle.

[0100] As mentioned above, the wide base and height of the lateral module 126 not only provides stability to the module, but also provides a significant amount of storage space within the envelope 140 configured as part of a pack that additionally includes the longitudinal module and rear section.

[0101] The transverse module is the only module in the pack for small vehicles such as the "Smart Car" or VWUP (RTM). In such small vehicles, the wide base and truncated pyramidal shape lower the center of gravity compared to an equivalent rectangular module of the same height, improving stability, especially in a crash. However, to maximize the range of an electric vehicle, modules such as the longitudinal and / or rear modules are important to provide additional volume to house the energy cells.

[0102] As discussed above in connection with Figures 3a-3c, a central location of the pack within the vehicle increases the distance, on average, between the perimeter of the pack envelope 140 and the edge of the vehicle body 108, or crash buffer zone 16. In the examples provided herein, the ends of the lateral modules are the portions of the pack closest to the vehicle's exterior body. The ends of the lateral modules define a lower percentage of the pack's perimeter that is exposed to a side impact compared to, for example, a vehicle with an underfloor battery pack.

[0103] Crash pulses from the impact of a front or rear collision of a vehicle are important not only to the lateral module 126, which improves stability during a crash, but also to the longitudinal module 128 and rear module 130. The forces acting on the mass of the lateral and rear modules can be managed during a crash to prevent one module of the pack from impacting, compressing, or damaging another module of the pack. Traditional methods for maintaining pack integrity include adding reinforcements, such as additional layers of sheet metal, thicker gauge metal, or additional fasteners. In contrast to known methods, to minimize vehicle weight, the trapezoidal shape of the lateral module has non-vertical sides that can be used to direct forces within the pack during a crash. Figure 6a shows a pack with a layout similar to Figures 3c-4c, which has three modules: a longitudinal module, a lateral module, and a rear module. In Figure 6a, the rear module is optionally mounted adjacent to the top of the lateral module, but it could also be positioned at the same height as the longitudinal module. The height of both the longitudinal and rear modules, compared to the lateral modules, can be adjusted to suit the vehicle's functions.

[0104] In Figure 6a, the interfaces between the longitudinal and lateral modules and between the lateral and rear modules are angled. The module envelope 140 can be angled. The angled interfaces complement each other to function to vertically direct module movement caused by front-to-rear crash forces primarily along the vehicle's longitudinal axis, thereby reducing longitudinal impact forces between the modules and at least partially diluting or deflecting impact forces from front-end or rear-end crashes.

[0105] In Figure 6b, an energy-absorbing and / or low-friction material 158 is configured at the sloped interface between the modules of Figure 6a. This material functions to absorb energy, inhibit contact between the modules, and / or promote vertical movement, thereby redirecting longitudinal forces from a front-end or rear-end collision.

[0106] An alternative module arrangement for mitigating the effects of front or rear impact forces primarily along the vehicle's longitudinal axis is shown in Figure 6c. In this example, the lateral module is connected to the longitudinal and rear modules via pivot connections 160, around which the connected modules can rotate. The face surfaces of the longitudinal and rear modules closest to the lateral module are shaped to accommodate inter-module movement in the pack as they rotate about the pivot connections 160. As shown in Figure 6c, the axis of the pivot connection about which the modules rotate extends laterally across the vehicle and into the page. The arrows indicate the direction of module rotation about the pivot connections. An optional energy absorber 158 is shown configured between the modules. The energy absorber can be located at the front and / or rear. The energy absorber can be configured, at least in part, between the faces of the modules that come into contact during a collision. The energy absorber can be configured as a component of a vehicle seat, vehicle furniture, or other trim part. Additionally or alternatively, a torque bar 162 can be configured within the pivot connection to control the rate at which the modules rotate toward each other. Additionally or alternatively, one or more dampers may be provided at or between modules of the pack, said dampers configured to manage the stiffness of the pack by managing movement therebetween, and / or said dampers configured to manage the stiffness of the vehicle.

[0107] While Figures 2a through 4c generally describe the present invention, Figures 7a through 7c depict vehicles and packs that provide examples of the layout of the present invention and provide a "reference" to enable comparisons of different vehicle sizes or segments representative of vehicles currently on the market. Figures 8a through 8f, when collated, represent a single table of parameters derived from manufacturer data, measured data, estimates, and calculations. See the features and references in Figures 7a through 7c. Many occupant and seating positions are possible with the present invention, and Figures 7a through 8f are intended, by way of example, to merely support at least some of the possible configurations.

[0108] FIG. 7a shows an electric vehicle 100 having a length, width, and height determined by a body 108 and wheels 104 mounted on front and rear axles 114a, 114b. A front electric traction motor 102 is connected to the front axle, and a rear electric motor is connected to the rear axle. The vehicle has an energy conversion module 106 for managing energy to and from the vehicle and to and from the traction motor. Although not shown in these figures, the vehicle may include features such as a front-mounted steering rack, an independent rear suspension, and a rear perimeter frame. The vehicle is shown positioned above the ground, a reference plane indicated by a dashed line below the wheels. The vehicle has ground clearance, a wheelbase, a front track, a rear track, and an interior width. The reference point for all dimensions is the centerline of the front axle at ground level.

[0109] The side view of Figure 7a shows two seats, each with a 95th percentile male profile. A pack 107 is shown, having a lateral module 126, a longitudinal module 128, and a rear module 130, positioned between the vehicle's axles 114a, 114b. The pack's longitudinal module may extend along the tunnel portion of the vehicle and may alternatively be referred to as the tunnel module.

[0110] Although not shown in detail, the wheels and tires 104 have dimensions including a front tire width, a front tire profile, and a front rim diameter. The rear tire width, rear tire profile, and rear rim diameter can be calculated to approximate the outer diameter of the front tire.

[0111] Occupant position and seat ergonomic position are described relative to the front occupant as shown in Figure 7a and as shown in Figures 8a through 8f. Y is the lateral dimension, extending from the left to the right of the vehicle. Z is the vertical dimension, extending from the top to the bottom of the vehicle. The reference data for all measurements in Figures 8a through 8f is the centerline of the front axle at ground level for the vehicle in Figure 7a. The letters in parentheses next to the references in Figures 7a through 7c indicate the relevant dimensions. For example, A(x) indicates the position of the ball of the foot, and "x" is the longitudinal distance from the front axle centerline at ground level.

[0112] Figure 7a shows the occupant positions and seat positions, showing: the position of the ball of the front passenger's foot at point A(x); the position of the front passenger's heel at point B (z); the longitudinal distance from the heel of the foot B(z) to the seating reference point (SgRP, the hip point); the SgRP position from the reference - D(x) and E(z); the vertical distance F(z) from the heel of the foot B(z) to the SgRP; the vertical distance G(z) from the vehicle's ground line to the SgRP; the distance H(x) from the SgRP to the rear of the front seat; and the seat depth I(x).

[0113] The width of the sheet is not shown in Figure 7a but is listed as 550 mm in Figure 8c, with example positional values ​​shown. Figures 7b and 7c are side and end views, respectively, of the pack in Figure 7a. Different example positional values ​​are listed in Figures 8e and 8f, including: the distance of the rearmost face of pack K(x) from the front axle; the overall pack length L; the length M of the upper surface of the longitudinal module (tunnel) from the front of the pack to its interface with the lateral module; the length N of the lower surface of the longitudinal module (tunnel) from the front of the pack to its interface with the lateral module; the width O of the longitudinal module, which is set to a value of 300 mm in all but two examples to emphasize the importance of the lateral module within the pack; the height P of the longitudinal module, which is set to a value of 350 mm in all examples to emphasize the importance of the lateral module within the pack; the length AA of the rear module; the width AB of the rear module; and the height AC of the rear module, which are set to a value of 200 mm in all examples to emphasize the importance of the lateral module within the pack. The distance Q(x) from the front axle to the front edge of the lateral module; the angle R between the front of the lateral module and the ground; the angle S between the rear face of the lateral module and the ground; the height T of the lateral module, which is nominally set to 55% of the vehicle depth in all examples to emphasize the importance of the lateral module within the pack; the longitudinal distance U(x) from the reference point to the top leading edge of the lateral module; the longitudinal length V of the top face of the lateral module; the longitudinal distance W(x) from the reference point to the top rear edge of the lateral module; the longitudinal distance X(x) from the reference point to the rear edge of the lateral module; the length Y of the base of the lateral module; and the width Z of the lateral module in the horizontal direction.

[0114] In light of the teachings herein, a vehicle can be configured with a pack having lateral modules. Applicant believes that a pack having lateral modules combined with longitudinal modules is suitable for lowering the hip point (HP) or SgRP of a sport vehicle, which typically has a low ride height, but the use of a pack having lateral modules is not. The structure of the present invention provides substantial storage capacity for any vehicle, and the use of longitudinal modules allows the SgRP to be configured relatively low within the vehicle.

[0115] Figure 8a considers the pack of the present invention applied to a range of vehicles of different sizes including A-segment cars such as the Volkswagen UP (RTM), B-segment cars such as the Audi A1 (RTM) and Volkswagen Polo (RTM), C-segment cars such as the Audi A3 (RTM) and Volkswagen Golf (RTM), D-segment cars such as the Audi A4 (RTM), E-segment cars such as the Audi A6 (RTM) and Volkswagen Passat (RTM), F-segment cars such as the Audi A8 (RTM) and Volkswagen Phaeton (RTM), sports C-segment cars such as the Audi TT (RTM), and separate bespoke examples of sports C-segment cars.

[0116] Many of the parameter and value ratios can be determined from the dimensions of each vehicle in the tables in Figures 8a through 8f. This can be understood by referring to the layout examples in Figures 7a through 7c. Providing prismatic or pyramidal lateral modules increases the module's stability, which in itself provides an improvement. Vehicles with such lateral modules can benefit from improved layout and interior packaging when the front and rear seats are arranged facing opposite directions. The primary factors affecting pack volume are the vehicle's wheelbase, vehicle height, and lateral pack height. Figures 8a through 8f illustrate how layout improvements can be achieved despite differences in vehicle size, lateral modules, and / or back-to-back front and rear seat configurations for different segments.

[0117] An improved layout can provide at least one of the following configurations, using the examples of Figures 7a to 8f, which are believed to be representative of most electric vehicle sizes:

[0118] - When the height (dimension T) is approximately 55% of the vehicle depth, i.e., vehicle height minus ground clearance, the transverse modules have a volume range of approximately 379 liters to approximately 599 liters. When the depth is approximately 55%, and the transverse modules are configured into a pack that includes longitudinal and transverse modules (if available), the transverse modules account for approximately 68% to approximately 83% of the pack volume. This is the most significant contribution of the transverse modules in small sub-A segment vehicles. Increasing the height of the transverse modules to approximately 70% of the depth can increase the volume range of the transverse modules alone from approximately 392 to approximately 898 liters (between approximately 78% and 84% of the pack volume). Increasing the height of the transverse modules to approximately 80% of the depth can increase the volume range of the transverse modules alone from approximately 378 liters to approximately 1123 liters (between approximately 80% and 86% of the pack volume). The height of a vehicle's lateral module depends on the vehicle's configuration requirements, but across a range of vehicle sizes, the lateral module can account for between approximately 379 liters and approximately 1123 liters, and when configured in combination with longitudinal and / or rear modules, approximately 68% to approximately 86% of the pack volume. The longitudinal and rear modules may be optional, but serve to illustrate the benefits of the lateral modules configured herein. While not described in detail, a front module positioned between the bulkhead and the front of the vehicle can add additional volume to the pack.

[0119] - The length of the pack, including the longitudinal, lateral and rear modules, is affected by the length of the vehicle's wheelbase (longitudinal) and the required clearance space. Therefore, the length of the pack can be between approximately 88% and approximately 92% of the wheelbase (dimension L).

[0120] The length of the base of the lateral module (dimension Y) may be between about 26% and about 41% of the length of the wheelbase. In particular, if the height of the lateral unit is about 55% of the depth of the vehicle, the length of the base of the lateral module may be between about 26% and about 33% of the length of the wheelbase. If the height of the lateral unit is about 80% of the depth of the vehicle, the length of the base of the lateral module may be between about 26% and about 41% of the length of the wheelbase. If the height of the lateral unit is about 70% of the depth of the vehicle, the length of the base of the lateral module may be between about 32% and about 39% of the length of the wheelbase.

[0121] - The transverse modules and longitudinal modules (tunnels) may be the largest in the pack. In an example, the height of the longitudinal modules is approximately 350 mm. The transverse modules may be between approximately 275% and approximately 700% of the volume of the longitudinal modules and between approximately 150% and approximately 350% of the height of the longitudinal modules. In particular, if the height of the transverse units is approximately 55% of the vehicle depth, the transverse modules may be between approximately 275% and approximately 500% of the volume of the longitudinal modules and between approximately 157% and approximately 225% of the height of the longitudinal modules. If the height of the transverse units is approximately 80% of the vehicle depth, the transverse modules may be between approximately 400% and approximately 720% of the volume of the longitudinal modules and between approximately 250% and approximately 350% of the height of the longitudinal modules.

[0122] - Considering that the transverse and longitudinal modules (tunnels) can be the largest in the pack, the advantages of the transverse modules are even more evident when the longitudinal module height is approximately 200 mm. In this case, if the height of the transverse unit is approximately 55% of the vehicle depth, the transverse module can be between approximately 500% and approximately 875% of the volume of the longitudinal module and between approximately 300% and approximately 400% of the height of the longitudinal module. If the height of the transverse unit is approximately 80% of the vehicle depth, the transverse module can be between approximately 700% and approximately 1300% of the volume of the longitudinal module and between approximately 450% and approximately 650% of the height of the longitudinal module.

[0123] When the pack is configured as shown in Figures 2a through 3c and there is no under-floor pack, the passenger hip point (SgRP) may be approximately 31% to approximately 41% of vehicle height. These figures may vary depending on the custom configuration of each vehicle, but are reduced compared to a comparable vehicle with an under-floor pack that raises the occupant's height and raises the SgRP. The pack of the present invention, particularly in combination with rear-facing seats behind the front seats, can minimize the height of the SgRP and the overall vehicle height, while when used in combination with an under-floor pack, the overall energy storage capacity of the vehicle is increased.

[0124] Considering the area that can be packed on a vehicle and the height of the vehicle, the packing efficiency is m 2 The volume of the pack compared to the vehicle height (wheelbase x average vehicle track) and the vehicle height. In particular, if the transverse unit height is 55% of the vehicle depth, the pack will have a volume of approximately 144 l / m 2 Approximately 187 l / m 2 , and between about 294 l / m and about 564 l / m. If the height of the lateral unit is 70% of the vehicle depth, the pack can provide about 173 l / m 2 Approximately 242 l / m 2, and between about 302 l / m and about 746 l / m. If the height of the lateral unit is 80% of the vehicle depth, the pack can provide about 168 l / m 2 from approximately 265 l / m 2 , and between about 293 l / m and about 885 l / m. The examples of Figures 7a through 8f can be implemented in known vehicles. However, the shapes and values ​​provided are indicative of the scope of the invention. In light of the teachings herein, modifications and adjustments can be made to achieve substantially the same volumes and ratios as shown in the examples herein while optimizing the pack configuration or its integration into the vehicle. Percentage values ​​are given as approximations, e.g., "about," due to tolerance variations and fine-tuning that can be made in light of the teachings herein.

[0125] 2a through 6b illustrate examples in which the lowest or bottom surfaces of the pack modules extend in the same plane, allowing the pack to be placed as low as possible within the vehicle. As a result, the SgRP of the front and / or rear passengers can be minimized because there is no pack below them. This minimizes the frontal area of ​​the vehicle, reducing aerodynamic drag and increasing range. However, the pack modules can be placed at different heights to accommodate other vehicle features, such as the rear axle, so that the base of the rear module is elevated relative to the base of the longitudinal and / or lateral modules. Additionally, the packs taught herein can be combined with known pack configurations, such as underfloor battery configurations.

[0126] Examples of packs for various passenger vehicles are demonstrated, and in light of the teachings herein, the pack can be tailored to fit larger passenger vehicles, including, but not limited to, a Volkswagen (RTM) minibus or a Mercedes Sprinter (RTM) minibus.

[0127] If vehicle height is not a concern and pack volume needs to be maximized for maximum range, the transverse modules can be mounted under the floor of the vehicle. In this configuration, the transverse modules extend between the front and rear seats, with the rear seats facing the rear of the vehicle. Additionally, longitudinal modules can be positioned between the front seats. Additionally, rear modules can be provided to extend between or under the rear seats.

[0128] In addition to lowering the seat hip point (also known as SgRP) height, the pack and seat arrangement can improve rear occupant safety in a frontal crash. Rear-facing. The lateral module can be configured to improve the structural performance of the vehicle in which it is configured. The pack's lateral module, and its elements, such as the envelope, function as a torque box configured to improve the vehicle's stiffness.

[0129] FIG. 9 uses arrows to illustrate select load paths through the structural members of a typical vehicle. The top arrow illustrates a force applied at a 25-degree angle to the roof. This force occurs during a rollover event and applies force to the entire vehicle roof structure. Similarly, arrows pointing toward the side of the vehicle illustrate the forces and load paths through the vehicle during a direct (90-degree) or indirect (63-degree) side impact. Arrows also illustrate frontal impact forces and the subsequent load paths through the vehicle's structure. While three groups of arrows are shown, one skilled in the art will understand that the structural members of a vehicle work together to provide the overall structural integrity of the vehicle.

[0130] Figures 10a and 10b use labels to identify individual structural members of comparable, typical vehicles. Four perspective views are provided to show the structural members from different angles. Each type of structural member is labeled, although not all of the same type are labeled. Figure 10a includes: roof rails; B-pillars; door rings; bumper beams; rear rails; underbody rails; rocker inners and rocker outers, also commonly referred to as "sills"; A-pillar inners and A-pillar outers; front rails; and ski floor rails. Figure 10b also includes: roof rails; front rails; and ski floor rails. Figure 10b further includes: reinforcements; underbody tunnel reinforcements; torsion boxes; crash boxes; and dashboard cross members.

[0131] By comparing the locations of these structural members with their corresponding locations in Figure 9, one can see the complexity and connectivity between them that can be found in a vehicle's body-in-white. During a crash, impact forces generate "crash pulses" that pass through the vehicle along the structural members and their connections. Equally important are the forces applied to the vehicle through the wheels during dynamic driving conditions or a crash. This creates torque forces within the vehicle about at least one of the x-axis (roll), y-axis (pitch), and z-axis (yaw).

[0132] The structural efficiency of a vehicle is determined by a balance of weight, strength, material selection, crash structures for energy absorption, and torsional and bending stiffness. The structural efficiency of the BIW in Figures 10a and 10b is an illustrative example, and one skilled in the art would understand that modifications to the vehicle cannot be made without compromise. For example, underbody reinforcement members are shown running under the vehicle in the fore-aft and lateral directions, in addition to the floor tunnel. The swages in the floor panels and the seat cross members all contribute significantly to the structural integrity during a crash. These members also contribute significantly to the torsional and bending stiffness of the vehicle body.

[0133] Packaging the battery pack in a location where many structural members are located requires an alternative BIW that can accommodate an underfloor battery pack, such as a skateboard platform. Therefore, modifications are necessary to implement structural integrity using added or modified structural members to avoid increasing the vehicle's ride height and maintain torsional and bending rigidity. Furthermore, in vehicles with underfloor battery packs, the floor tends not to be treated as a critical structural member, as it is undesirable for the bulkhead and floor area to be significantly distorted in the event of an impact to prevent penetration of the battery pack. The battery pack installed in the vehicle contributes significantly, sometimes significantly, to the vehicle's torsional and bending rigidity. Because vehicle bodies with underfloor battery packs tend not to have high lateral rigidity due to the limited use of structural members in the floor (usually limited to seat cross members), the battery pack must provide the necessary lateral rigidity after installation. To ensure lateral rigidity, underfloor battery packs require a highly rigid exterior case and numerous lateral structural members. The battery case and structural members typically account for 18% to 28% of the weight of the underfloor battery pack. The structural integrity of the underfloor battery pack requires greater strength to increase lateral stiffness and reduce intrusion into the battery pack during a side impact.

[0134] In comparison, the lateral modules 126 have lower requirements for lateral structural performance and are configured to provide restraints for the battery modules or cells, allowing for useful weight savings because the compartments 170 provide the primary structural performance. The lateral module envelope 140 can optionally contribute to the vehicle's torsional or bending stiffness, allowing the envelope 140 and lateral modules to be significantly lighter than an underfloor battery pack of a similar volume. The weight savings for the lateral modules and envelopes typically range from 6% to 16% of the total weight, depending on the size of the vehicle and battery pack.

[0135] Figure 11 illustrates the BIW, including vertical arrows representing input forces typically experienced from the road surface. Meanwhile, curved arrows represent bending and torsional reaction moments resulting when the vehicle body is subjected to forces around its axes. Forces acting on the vehicle's suspension in response to road irregularities, potholes, speed bumps, cornering, and so on result in net lateral and longitudinal torques acting from the front axle to the rear axle, as indicated by vertical arrows of different widths representing asymmetric forces. The net lateral torque is considered a torsional input, and torsional stiffness represents the body's displacement relative to the torsional input. The net longitudinal torque is considered a bending input, and bending stiffness represents the body's displacement relative to the bending input. Torsional stiffness and bending stiffness (both static stiffness and dynamic modal characteristics) are important considerations for the vehicle's ride and handling performance, particularly with regard to noise and vibration. The front, rear, and upper structural members of the compartment 170 and / or lateral module 126 are represented by struts 170a, shown in this example as braced structures. In addition to or instead of struts 170a, walls 170b, typically made of sheet metal, can be configured to connect the body sides and / or struts 170a, forming a firewall / bulkhead-type configuration, creating a structure that is highly resistant to torsional bending forces experienced by the vehicle during use. The compartments and / or struts and / or bulkheads can function to resist bending inputs. The compartments are an integrated part of the body structure and can be permanently attached or connected with removable fasteners. The shape, size, and material selection of the structural members, along with the body structure and other structural members, are designed to meet the specific design requirements of the body. The compartments add additional mechanical constraint to the body sides, thereby reducing displacement resulting from forces acting on the BIW structure. This additional constraint is particularly beneficial in large vehicles such as minibuses, or vehicles with multiple door openings on each side due to the open architecture of such arrangements. The connection of the lateral modules 126 to the compartments can be implemented by fasteners 176. Each fastener point further improves the torsional and bending stiffness of the vehicle body.

[0136] The integration of the compartment with the vehicle body improves crashworthiness and enhances occupant protection in all types of crash scenarios. In particular, compartment 170, which serves as a housing for energy storage such as hydrogen or batteries, is configured to ensure that the battery packs in lateral modules 126 experience low levels of intrusion during a crash, preventing leakage, rupture, fire, and explosion.

[0137] The width of the lateral module 126 can be less than the overall width of the compartment, which corresponds to the width of the vehicle. Exemplary dimensions can be seen in the table of FIG. 8, where the width of the lateral module (dimension Z) is less than the width of the vehicle. The gap between the end of the compartment 170 and the end of the lateral module 126 therein can provide a crumple zone. The compartment not only provides structural integrity during a side impact event where a large lateral force acts on the side of the vehicle (such as a collision with another vehicle or a pole), but also allows the cells within the lateral module to separate from the side. However, the envelope 140 of the lateral module must (i) fit snugly into the compartment 170 so that the gap between them is less than 50 mm, preferably less than 30 mm, and preferably no more than 10 mm, and (ii) the fasteners 176 between the envelope and the compartment.

[0138] The compartment can improve crashworthiness and occupant protection in certain crash scenarios. One such scenario involves a side impact between a low-profile vehicle, for which the present invention is suitable, and another vehicle with a higher profile, such as a pickup truck with a robust ladder chassis. In a conventional vehicle, the impact may occur at the midpoint of the B-pillar, which is the weakest point and therefore increases the likelihood of protrusion into the passenger compartment. In a vehicle with a compartment 170 that extends across the vehicle, the compartment extends vertically within the vehicle and connects to the side, e.g., the B-pillar, improving the structural integrity of the vehicle during a crash.

[0139] Overall, the Compartment 170 combines a traditional body-in-white with body sides, body pillars, door rings, floor, seat cross members, floor reinforcements and lockers that contribute to structural integrity in a side impact.

[0140] The provision of compartment 170 and lateral module 126 provides the vehicle with many structural features. The compartment connects to the side of the vehicle. The connection at the side of the vehicle can extend from the lowest level of the vehicle, the floor or bottom of the passenger compartment, and the connection can extend upward. The height of the highest point of the connection at the side of the vehicle can be higher than at least one of the following: The maximum height of the seat cushions of the first seat in the first row and / or the second seat in the second row; The average height of the seat cushions of the first seat in the first row and / or the second seat in the second row; The hip points of the seats in the first and / or second rows.

[0141] The compartment, alone or in combination with a lateral module, functions as a torsion box and can be connected to the base and / or sides of the vehicle to improve the vehicle's torsional and bending rigidity. The compartment can be mounted on one of the vehicle's pillars, such as the A-pillar, B-pillar, or C-pillar. The compartment can increase the body's lateral rigidity, especially when occupant and battery protection is required, or when the vehicle has an open and relatively weak structure, such as a panel van. In other words, the compartment can increase rigidity during a side impact, reduce passenger cell intrusion during a side impact, and / or improve battery pack protection from side impact intrusion.

[0142] While known vehicles are designed with performance in mind, such as crashworthiness, developing a vehicle incorporating a pack with significant mass can lead to increased weight due to the additional strength of the pack and the structural components required to accommodate it. Therefore, it is important that the pack be accommodated in an efficient manner that minimizes weight and cost increases without adversely affecting either torsional or lateral stiffness. Compartment 170 not only improves vehicle stiffness, but also minimizes the need for higher gauge materials, materials with greater strength, and extensive structural component modifications.

[0143] Underfloor batteries, such as those found on "skateboard" platforms, are an alternative to lateral modules but impact vehicle rigidity and weight. The use of compartment 170 and lateral module 126 allows for improved performance with minimal modifications compared to placing the battery pack under the floor of a conventional vehicle structure. This is because an underfloor battery pack location requires additional protection at the front to protect the battery pack in the event of a front-biased crash, and the force transmitted during the impact must be transmitted to the vehicle body along longitudinal support members at the front of the body, such as the vehicle's lower side members and structures around the door openings. To accommodate an open-body structure, backup structures require members of significant cross-sectional size to provide sufficient force transmission to the side members.

[0144] The use of underfloor battery placement increases the mechanical property requirements for both the body structure as a separate structure and the battery pack as a separate structure. The body structure must have sufficient structural integrity even when the battery pack is not attached to the vehicle to allow assembly of the vehicle and to allow the battery to be removed for servicing of the vehicle or the battery pack. Similarly, the battery pack must have sufficient structural integrity when not attached to the vehicle to allow the battery pack to be lifted and transported. These requirements far exceed the requirements for the body and battery pack as a combined unit. The requirements for the body and battery pack as a separate structure add one or more of the following to both the body and battery pack: additional structural elements; increased section sizes; increased material thickness; or increased material specifications.

[0145] In contrast, the compartment and lateral module 126 taught herein eliminates or minimizes the need for modifications to the vehicle's body-in-white structural members. This means that the vehicle's original structure incorporating the compartment, or backup structure, can be designed to follow a traditional arrangement in which forces are transferred from the body front vertical members to the vehicle, as well as to the vehicle floor panel and tunnel structure, side members, and door opening structure. This arrangement allows for a more efficient backup structure using smaller cross-sectional sizes, lower gauges, and lower specification materials, resulting in weight and cost savings.

[0146] As above, except in the case of a rearward-biased crash. In an underfloor battery arrangement, the force transmitted during a crash must be transferred along the longitudinal members at the rear of the body to the vehicle's lower side members and the structure around the door opening. Such an arrangement results in an open body structure requiring members of significant cross-sectional size to provide the backup structure with sufficient force transmission to the side members. By locating the battery pack in front of or between the second-row seats, the vehicle's backup structure can follow a more conventional arrangement in which forces are transferred from the longitudinal members at the rear of the body to the vehicle's floor panel and tunnel structure in addition to the vehicle's side members and door opening structure. Such an arrangement allows for a more efficient backup structure using smaller cross-sectional sizes, lower gauges, and lower specification materials, resulting in weight and cost savings.

[0147] As disclosed herein, the dimensions and integration of the compartment 170 and lateral module 126 into the vehicle have separate requirements for the body and the battery pack. The compartment has a smaller opening 172 compared to the body structure. Using the example of Figure 8, which provides examples of lateral modules of various sizes for various vehicles, it can be seen that: 2 The lateral module volume per square meter ranges from 433 liters to 506 liters per square meter. Considering the area defined by the wheelbase and width of the vehicle, the lateral module base will be in the range of 20% to 25% of that area. These examples demonstrate the minimal negative impact that lateral modules have on the vehicle structure and the small volume of the lateral modules relative to the footprint. All of this can be compared to the requirements of an equivalent under-floor pack on a skateboard platform.

[0148] By way of example, a lateral module of the present invention incorporated into a large F-segment vehicle has a module size L x W x H of approximately 800 mm x 1500 mm x 700 mm, with a pack volume of 0.84 m3 and a load capacity of 1.12 m 2 As a result, 0.7 l / m2 By comparison, the module size of a Tesla Model S (RTM) is approximately 2650mm x 1560mm x 110mm (length x width x height), with a pack volume of 0.455m³ and an area of ​​4.134m³. 2 footprint resulting in 0.11 l / m 2 becomes.

[0149] The relative size of the aperture 127 footprint compared to the vehicle footprint between the wheelbases results in a floor panel of a particular material specification or section size with a higher relative stiffness, resulting in lower noise, vibration, and harshness levels. Another benefit of reducing the maximum panel dimensions is reduced manufacturing tooling and gage costs.

[0150] An additional vehicle performance flexibility achievable as a result of the efficient volume per floor area requirements taught herein is the ability to implement larger diameter wheel and tire assemblies on a vehicle, which can achieve lower rolling resistance. Additionally, increased vehicle weight may necessitate the use of wider tires, increasing the volume required to accommodate the wheel and tire assemblies. The volume required to accommodate wheel and tire assemblies has increased by approximately 20% over the past 20 years. As an example, the 2000 Range Rover has a maximum in-service tire diameter of 756 mm and a maximum in-service tire width of 277 mm. By comparison, the 2020 Range Rover has a corresponding maximum in-service tire diameter of 801 mm and a maximum in-service tire width of 302 mm. The corresponding maximum volume of each wheel and tire assembly has increased from 124 liters to 151 liters. The space required to accommodate and provide clearance for maneuvering the wheel and tire assemblies directly impacts the space available for the occupants and battery pack. In situations where the battery pack is mounted under the vehicle floor, using larger wheels and tires reduces the space for the battery pack, so alternative space for the battery pack must be created: by increasing the wheelbase or the height of the battery pack. Both approaches to increasing space reduce the energy efficiency of the vehicle due to increased aerodynamic drag and / or increased vehicle mass.

[0151] We will now address the impact on structural members of a typical vehicle with reference to those identified in Figures 10a and 10b. Because different vehicle types have different performance requirements, the impact on each component of this standard will be considered as an example. Thus, the impact on a vehicle with a compartment 170 for a lateral module will be emphasized. This will be compared, part by part, to a vehicle with an underfloor battery pack.

[0152] In vehicles with compartment 170, roof rails and seat cross members can be retained. Many structural components follow traditional vehicle body structure requirements and require modifications to increase section size and / or material specifications and / or shape simply to support the additional mass of the electric vehicle's lateral module, which ranges from approximately 10% to approximately 24% compared to the mass of a vehicle with an internal combustion engine (ICE). Components requiring traditional modifications include the inside and outside A-pillars, B-pillars and door rings, crash boxes, dashboard cross members, floor panels, floor tunnels, front and rear rails, inside and outside rockers, roof rails, seat cross members, ski floor rails, torsion boxes, and underbody rails. Depending on the vehicle model, underbody tunnel reinforcement can be omitted because its function is provided by compartment 170. Kick-up walls can also be omitted because their function is provided by compartment 170.

[0153] In contrast, vehicles with underfloor 28-battery configurations omit the ski floor rails, underbody rails, and underbody tunnel reinforcements to accommodate the batteries. The primary function of these components was structural, particularly to accommodate impact loads and increase bending stiffness. Their secondary function was to improve noise and vehicle handling (NVH) through increased floor stiffness, which is transferred to the torsion box, rockers, A-pillars, B-pillars, roof rails, door rings, and battery pack structure. Their omission has a ripple effect on other structural members.

[0154] Vehicles with 28 underfloor batteries require modifications to many structural components, including the inside and outside rockers, rear cross member, B-pillars and door rings, front torsion box, and roof rails. These sections require significant expansion in section size and / or material specifications and panel shapes to accommodate at least (i) the increased loads from a frontal impact transmitted from the torsion box to the A-pillar and door ring, (ii) the increased loads transmitted along the rockers and door rings to the A-pillar from a side impact as a result of removing underbody reinforcement, and (iii) the additional mass of the battery pack compared to an ICE (typically a 16% to 30% mass increase). Additionally, modifications are required to accommodate the fatigue loads of suspending the underfloor battery pack (typically weighing 400 kg to 900 kg) from the rocker (the battery pack is typically also suspended from the dashboard cross member, torsion box, and cabin rear cross member). For vehicles with 28 underfloor battery structural members, structural components that require modifications to accommodate the additional mass compared to an ICE include the rear rails, crash box, and front rails.

[0155] In vehicles with underfloor 28-battery configurations, the kick-up panel, located above the battery pack, typically has a reduced cross-sectional size to provide space for the battery pack. This reduced size reduces its ability to transfer loads during a side collision. For example, the Porsche Taycan (RTM) has a kick-up panel that is elevated above the floor, allowing it to be larger than conventional vehicles to accommodate a secondary stack of battery cells or a battery management system below the kick-up panel. Dashboard cross members also typically have a reduced cross-sectional size in the front-to-rear direction to free up space for the battery pack.

[0156] The floor panels of vehicles with underfloor 28-battery configurations are redundant because the battery pack is essential to the vehicle's structural performance, significantly reducing the floor panel's primary function to supporting interior components. Seat cross members are typically lower in height compared to conventional vehicles to provide sufficient headroom for occupants while keeping the overall vehicle height as low as possible for aerodynamic reasons. The seat cross members' ability to transfer loads during a side collision is crucial. Therefore, the rockers, door rings, pillars, roof rails, and battery pack must bear the majority of the side impact load.

[0157] Another extra structural element that is often omitted in vehicles with underfloor battery packs is the floor tunnel, which performs a structural crash safety function that must be implemented in the battery pack structure.

[0158] In general, a key difference in vehicles with underfloor battery packs is that a large, heavy object spanning most of the vehicle's width is mounted under the vehicle floor, resulting in significant loads and strain levels. High loads and strain levels are particularly concentrated at the corners of the battery pack due to impacts and other load-bearing events. Furthermore, many of the structural functions of the floor and other structural members adjacent to the floor (such as underfloor rails) are transferred to the battery pack casing and internal structural members due to the incompatibility of these structural members with the underfloor battery pack. Battery pack structures and rockers tend to be large section sizes and / or high gauge to provide side impact structural protection. Vehicles with underfloor 28 batteries require additional structural components. These include:

[0159] Battery pack underside shields are constructed to resist punctures from objects striking the underside of the vehicle while providing additional rigidity to the battery case. Such shields are typically made from 6 mm sheet aluminum or 1.5 mm sheet steel.

[0160] The inner transverse and longitudinal members of the battery pack are configured to provide: Additional torsional and bending stiffness to the battery pack; Mounting points for the battery cells or modules (the longitudinal members perform this function); and Stopping the battery cells or modules in the event of an impact.

[0161] Battery pack outer casings are typically constructed using steel and / or aluminum, and if constructed from aluminum, they tend to be constructed using extrusions or castings of front, side, and rear sections with high wall thickness and internal reinforcement to achieve high stiffness and strength. If constructed from steel, they tend to be constructed from a combination of press-formed and roll-formed sections, using high-strength steel to meet the strain-level requirements during impact events and the proof and fatigue loads from endurance events.

[0162] Fasteners for integrating the battery pack into the vehicle and dashboard cross member, torsion box, rocker, and rear cross member. There are approximately 10-20 fasteners on each side, with more at the corners due to their higher durability and fatigue load. To maintain the integrity of the fasteners, they are attached to the corners of the battery pack.

[0163] Overall, integrating the underfloor battery pack with the body improves the torsional and bending stiffness of the body by approximately 10%. Assuming that the mass of a typical battery pack's casing and structural members is between 60 kg and 200 kg, depending on the battery and vehicle size, the additional stiffness provided by integrating the battery pack with the body is low compared to the stiffness possible if the body were one piece. This is primarily a result of the long span and, due to the low height of the battery pack, a low moment of area or "I-value."

[0164] Designing a battery electric vehicle with a lateral module 126 and compartment 170, preferably extending vertically from the floor area to above the seat cushion and / or hip point, allows the design and construction of the BIW to follow conventional body structure design, while still providing occupant and battery protection. Front and rear impact loads largely follow paths similar to those of a conventional vehicle, although they can be strengthened by the structure of compartment 170. Side impact load paths differ in that panels / cross members at the front, rear, and top of the battery pack provide a stiffer load path, allowing some of the structural functions of the following items to be transferred to these panels: rockers, A-pillars, B-pillars, door rings, dash cross members, seat cross members, underfloor tunnel reinforcements, and kick-up stands.

[0165] Although the compartment has been described in relation to a conventional body-on-board (BIW) structure, the compartment may be constructed, at least in part, as an integral component of a monocoque chassis, such as a carbon fiber monocoque chassis. A monocoque chassis may be defined as a single body component that is integrated with the rest of the vehicle. The compartment preferably connects to the sides of the vehicle's body-on-board (BIW) or monocoque.

[0166] Additionally, concentrating the battery packs in a smaller footprint allows for greater structural stiffness in the battery structure. This is at least 50% greater compared to an underfloor battery pack of comparable volume due to the shorter lateral battery pack span. The increased height allows for a significantly higher moment of inertia. This increased structural stiffness of the battery pack when mechanically connected to the rockers, body sides, and importantly, the front, rear, and top panels / cross members of the battery pack contributes significantly to the torsional and bending stiffness of the body.

[0167] An underfloor battery pack 28 is shown in Figure 12a and can be located below and installed within the BIW. The planar nature of the pack 28 is such that it does not intrude into the cabin space, thus avoiding a significant reduction in space for occupants or luggage. The cavity that receives the pack 28 is shown in Figure 12b with the pack aligned for installation.

[0168] FIG. 12c shows the vehicle of FIG. 12a with a compartment 170 having an opening 172 for receiving the lateral module 126. The compartment is sized to accommodate the lateral module 126. In the illustrated example, the opening 172 is located underneath the vehicle. Alternatively, an opening can be provided on the side of or within the vehicle to allow the lateral module to be inserted horizontally or vertically, respectively. The compartment can be defined by a cage having struts 170a. The struts can form a brace extending laterally across the BIW. The struts can also be provided to extend vertically at the sides of the BIW. Furthermore, the struts can form a diagonal cross-shaped brace between the sides of the BIW. Additionally or alternatively, the compartment walls 170b can be formed from a sheet material such as carbon fiber or steel plate. The compartment forms an integral structural part of the vehicle. The compartment functions as a cavity or recess that can accommodate the lateral module.

[0169] A cavity for receiving the puck 126 is shown in Figure 12d. The lateral module 126 is shown configured on a support 174 having fasteners 176. The fasteners are shown around the opening 172. The envelope 140 may also include fasteners for securing the lateral module to the compartment 170.

[0170] To facilitate understanding of the internal structure, a sketched perspective view of an exemplary interior of the lateral module 126, excluding the envelope 140, is shown in FIG. 13. As described above with respect to FIGS. 5a-5c, a series of shelves 178 connected by braces 180 are constructed on the support 174, creating subcompartments 182 for holding cells 150 or packs containing cells. The subcompartments are shown, by way of example, as rectilinear; additionally or alternatively, they may have triangular, circular, or hexagonal profiles. The cells and / or packs may be protected by the shelves 178, braces 180, and envelope 140, or a combination thereof. The cells and / or packs may also be constructed with a protective casing. As shown in FIG. 12d, fasteners 176 are provided around the support for connection to the BIW. Fasteners are also provided on the top surface of the lateral module 126 and / or envelope 140 for connection to the compartment 170 within the vehicle.

[0171] Figures 14a-c show close-up views of the compartment 170 and module 126, revealing the interior structure and cell 150. Figure 14a shows the components of the compartment 170, including the envelope 140 and lateral module 126, the interior structure of the lateral module, including fixtures 176, shelves 178, and braces 180, and the individual cells 150, 152, 154, and 156. Once assembled and in use, these components are nested within the vehicle. The compartment can be defined by supports 170a and / or walls 170b that can include reinforcing structures 170c. Structures can be provided to increase the rigidity of the walls 170b, which have a large surface area. While shown separately, the compartment 170 can be connected to the vehicle's sides and / or floor. In this example, the compartment is connected to the floor panel and is formed by walls 170b with structures 170c. The lateral module 126, having a base, shelves, and brace supports 174, is positioned for installation in the compartment before being secured via fasteners 176. The lateral module envelope is optional and not shown. The lateral module's outer shell can engage with the compartment, for example, via braces 180. The lateral module's construction can be similar to that of the compartment, with structural features equivalent to struts 170a and / or walls 170b in the form of sheet material, such as sheet metal, e.g., sheet steel. The configuration in Figure 14a is suitable for bottom loading of the entire lateral module 126. Large packs such as lateral modules are heavy, and installation requires lifting the pack into the compartment or lowering a four-post lift vehicle onto the pack, which is then placed on a trolley on the floor below. To facilitate installation, the compartment and / or lateral module can be configured with securing features on the top and / or bottom of the lateral module, for example, alignment features so that the securing features engage with the perimeter of the top and / or bottom of the compartment.

[0172] FIG. 14b shows a configuration in which the compartment 170 and lateral module are integral, with installation of the cells or packs 150, 152 occurring from the side of the compartment. The cells can be individually inserted into the shelves 178. This configuration eliminates the need for an opening 172 in the floor of the vehicle. Furthermore, by providing a customizable number of cells, the vehicle's range can be easily adjusted. For example, (i) a city vehicle may only need to place cells on two shelves, which could be the bottom two shelves, while (ii) a city vehicle may optionally rent or lease additional cells if a longer range is required. Populating the shelves completely with cells.

[0173] Customizing the number of cells 150, 152, 154, 156 in the lateral module 126 is possible with the configuration of Figure 14c, where a compartment 170 has an opening 172 under the vehicle and the lateral module with shelves 178 and braces 180 is inserted from below. As described in connection with Figure 14b, it is not necessary to place cells on every shelf. For reference, a complete set of cells 150 is shown adjacent to the lateral module prior to installation.

[0174] Overall, the compartment 170 can provide inherent strength by connecting to the vehicle and functioning as a torsion box, improving the vehicle's structural strength. The supports 174 of the lateral modules 140 are configured to close the openings 172 and supplement the compartment's strength by becoming a component of the torsion box. Additionally, the lateral module envelope 140 can be removably connected to the compartment 170 so that the compartment connects to the top and bottom of the lateral module, resulting in at least one of the lateral module envelope 140, shelf 178, and brace 180 adding to the compartment's strength, effectively creating a dual-skin torsion box. Finally, the cells / packs 150, 152, 154, 156 configured with a structural shell or enclosure can further enhance the strength of the lateral modules. The cells / packs can be connected to the lateral modules 126. In other words, one or more combined components provide strength greater than the sum of their parts. In a vehicle having a compartment 170, the compartment and / or the lateral module 126 may include additional structural members:

[0175] - Battery pack inner lateral members, such as braces 180, envelopes 140, or subcompartments 182, are configured to provide the following: Arresting function for battery cells or modules in the event of a frontal or rear impact. This function is of secondary importance as a result of having panels / cross-members positioned at the front, rear, and top of the battery pack, with support structures for each additional stack of cells / modules providing structural function. The load path from the side of the battery pack casing primarily provides stiffness during a side impact. It also adds torsional and bending stiffness to the battery pack. As a result, the cross-sectional size of the battery pack inner lateral members can be smaller than the cross-sectional size of alternative battery packs, such as underfloor battery packs.

[0176] - Battery pack inner longitudinal members, such as braces 180, envelopes 140, or subcompartments 182, are configured to provide: Stopping function for battery cells or modules in a side impact collision. Although not as common as in the under-floor battery pack, the battery pack inner longitudinal members also provide longitudinal connections and therefore load paths from the front and rear transverse members of the battery pack case as battery pack support structures for each additional stack of cells / modules. They contribute to this structural function. The battery pack inner longitudinal members also add torsional and bending stiffness to the battery pack as a secondary function.

[0177] - Battery pack underside shields, such as support 174, can be configured to provide resistance to punctures from objects striking the underside of the vehicle and also provide additional rigidity to the battery casing. This shield is comparable to underfloor battery pack shields, which are typically made from approximately 6 mm thick aluminum or approximately 1.5 mm thick steel, but differ significantly in size, as the compartment opening 172 is smaller than the opening in the slab pack in underfloor vehicle systems.

[0178] - The outer casing of the battery pack, such as the Envelope 140, is typically formed from steel and / or aluminum, but has thinner sections than an underfloor battery pack of comparable volume, due to the lower structural requirements resulting from the successful integration of the lateral battery pack into the vehicle, and the structural function provided by panels / cross members at the front, rear and top of the battery pack.

[0179] A battery pack support structure, such as a brace 180 or shelf 178, may be provided for each additional stack of cells / modules to support the weight of the cells or modules. This support structure may mechanically connect to the structure below and may provide mechanical connections to the front, rear, and top panels / cross members of the battery pack, allowing for a high degree of integration of the battery pack with the vehicle. The front, rear, and top panels / cross members of the battery pack may also contribute to supporting the weight of the battery cells or modules via mechanical connections.

[0180] - The battery pack's integration into the vehicle can include fastenings 176 at multiple points to the body at the front, rear, and upper battery panels / cross members, rockers, and sides of the vehicle. The integration of the battery pack with the body improves the body's torsional and bending rigidity. A horizontal battery pack is stiffer than an underfloor battery pack of comparable volume, contributing significantly to vehicle rigidity due to better distributed mechanical connections throughout the battery pack's body. A typical horizontal battery pack case, including structural members, has a mass of 30 kg to 120 kg, and the integration of the battery pack provides additional rigidity due to the optimal placement of similar mass. As battery cells or modules are increasingly used as structural members, the cells are subjected to moderate strain levels and require protection from rupture. This improves the structural properties of the horizontal battery pack, improving the vehicle's torsional and bending rigidity, demonstrably improved over an underfloor battery pack due to the reduced span and the battery pack's much higher height (second moment of area).

[0181] A panel / cross-member, e.g., brace 180 or strut 170a, configured above the battery pack provides a lateral connection between the body side, door ring, and / or A- or B-pillar. While the shape of the panel / cross-member varies depending on the specific application, its primary function is to connect the vehicle's sides to provide a lateral load path for a side impact to resist torsional forces from road inputs, and to provide a mounting point for the battery pack case. This structural element is likely connected to the battery's outer casing, i.e., envelope 140 or brace 180, to increase the rigidity of the integrated structure and provide support for additional stacks of battery cells or modules.

[0182] - A panel / cross member behind the battery pack, typically a lateral connection between the body side, rocker, door ring, and / or A- or B-pillar in an area that bears significant stress during a side impact. The shape of the panel / cross member varies depending on the specific application, but its primary function is to connect the side of the vehicle to provide a lateral load path during a side impact to resist torsional forces from road inputs, and to provide a mounting point for the battery pack case. This structural element is likely connected to the outer casing of the battery pack, which is the envelope 140, and adds rigidity to the integrated structure.

[0183] - Provides a lateral connection between the panel / cross member in front of the battery pack, the body side, rockers, door rings, and / or A- or B-pillars. This is an area that typically bears significant stress during a side impact. While the shape of the panel / cross member varies depending on the individual application, its primary function is to connect the body side to resist torsional forces from road inputs, provide a lateral load path during a side impact, and provide a mounting point for the battery pack case. This structural element may be connected to the battery pack exterior at multiple points to increase the stiffness of both elements. The floor tunnel may also be connected to this structural element to increase the stiffness of both elements.

[0184] The compartment 170 above has been described with reference only to the lateral module 126. In light of the teachings herein, the structural elements and features taught with respect to the compartment 170 and the lateral module 126 can be applied / adapted to any or combination of the longitudinal module 128, the aft module 130, and the forward module 132. The required compartment footprints, and corresponding apertures, correspond, by way of example, to the footprints shown in Figures 3a-3d.

[0185] Additional modules, such as longitudinal module 128, not only increase the pack's volume, but the compartments can provide additional strength to the vehicle by acting as floor tunnels. The swaging of the floor panels and seat cross members all contribute to torsional and bending stiffness. The longitudinal module compartments also function as structural members for front and rear impact performance.

[0186] Each of the lateral modules 126, longitudinal modules 128, rear modules 130, and front modules 132 can have its own pack 126 and envelope 170 as described above, or the packs can be combined into a single unit. Each module can have its own aperture 172.

[0187] FIG. 15 shows compartment / lateral modules 126, 170 extending across the width of the vehicle between a first seat facing forward and occupied by a passenger, and a second seat directly behind, facing rearward. The lateral modules can be described as dividing the passenger compartment into front and rear sections. The rear seating arrangement is depicted as having five seats overall, but only four passengers. The lateral module 126 has front and rear modules or portions extending beneath adjacent seats / passengers, providing additional volume for the lateral module 126. The lateral module extends from below the lowest point of the first and / or second seats, and the compartment's highest point is above the maximum height of at least the first and / or second seat cushions. The lateral modules are staggered across the width of the vehicle. They can have profiles that include steps or bends. In other words, they can be described as nonlinear or asymmetrical. The configuration of the lateral modules can be offset to accommodate different passenger or cargo requirements depending on the vehicle's purpose. In this particular example, the layout is suited to a London taxi, with only the driver seated in the front and up to five passengers in the rear compartment.

[0188] FIG. 16 shows different vehicle types in side view with the compartment / lateral modules 126, 170 stacked against the sides of each vehicle in a position where the compartments provide at least additional structural integrity to the vehicle. The compartments can extend, for example, between the B-pillars to improve, among other things, the crashworthiness of the passenger compartment. As shown, the compartments can be configured for both passenger cars, commercial panel vans, and tractor-trailer-type heavy vehicles. In light of the teachings herein, the modules 126, 128, 130, 132 and / or compartments can be adapted to different vehicle types, such as those incorporating the following configurations: A first seat with at least two seats facing forward and back-to-back, which can be individual seats or a bench seat; Two seats facing forward and at least two adjacent seats arranged back-to-back; The module and compartment extend in the longitudinal direction of the vehicle and include a first seat facing perpendicular to the direction of travel and an adjacent second seat facing in the opposite direction to the first seat and arranged back to back.

[0189] The invention has been described above purely by way of example and modifications can be made within the spirit of the invention, which extends to equivalents of the features described.

[0190] For example, many of the vehicles illustrated are shown with two seats and two occupants, although it will be apparent to those skilled in the art that additional seats may be provided depending on the type and function of the vehicle.

[0191] While several embodiments of the present disclosure have been described and illustrated herein, those skilled in the art will readily appreciate that all embodiments of the present disclosure may be modified to perform the functions and / or obtain the results and / or advantages described herein, and that each such variation and / or modification is deemed to be within the scope of the present disclosure. More generally, those skilled in the art will readily appreciate that all parameters, dimensions, materials, and configurations described herein are meant to be exemplary, and that the actual parameters, dimensions, materials, and / or configurations will depend on the particular application, using the teachings of the present disclosure to that end. Those skilled in the art will recognize or be able to ascertain, using no more than routine experimentation, many equivalents to the specific embodiments of the disclosure described herein. Accordingly, the foregoing embodiments are presented by way of example only, and it should be understood that, within the scope of the appended claims and their equivalents, the invention may be practiced otherwise than as specifically described and claimed. The present invention is directed to each individual feature, system, article, material, and / or method described herein. Furthermore, any combination of two or more such features, systems, articles, materials, and / or methods is within the scope of the present invention, provided that such features, systems, articles, materials, and / or methods are not mutually inconsistent.

[0192] The indefinite articles "a" and "an," as used herein and in the claims, should be understood to mean "at least one" unless clearly indicated to the contrary. The term "and / or," as used herein and in the claims, should be understood to mean "either or both" of the elements so conjoined, i.e., elements that are conjunctively present in some cases and disjunctively present in other cases. Other elements other than those specifically identified by the "and / or" clause may optionally be present, whether related to those specifically identified elements or not, unless clearly indicated to the contrary. Thus, as a non-limiting example, a reference to "A and / or B," when used in conjunction with open-ended language such as "comprises," can refer, in one embodiment, to A without B (optionally including other elements other than B); in another embodiment, to B without A (optionally including elements other than A); in yet another embodiment, to both A and B (optionally including other elements); etc.

[0193] As used herein and in the claims, "or" should be understood to have the same meaning as "and / or" as defined above. For example, when separating items in a list, "or" or "and / or" shall be interpreted as inclusive, that is, including not only at least one of a number or list of elements, but also two or more, optionally including additional, undisclosed items. Only terms clearly indicated to the contrary, such as "only one of," "exactly one of," or, when used in the claims, "consisting of," shall be interpreted as including two or more of a number or elements. Generally, as used herein, the term "or" means "either," "either," "only one of," or "exactly one." When used in the claims, "consisting essentially of" shall have its ordinary meaning as used in the field of patent law.

[0194] As used in the specification and claims, the phrase "at least one," with reference to a list of one or more elements, should be understood to mean at least one element selected from any one or more elements herein. However, the list of elements need not include at least one of every element specifically listed, and does not exclude combinations of elements in the list of elements. This definition also allows for the optional presence of elements other than those specifically identified in the list of elements to which the phrase "at least one" refers. Thus, as a non-limiting example, "at least one of A and B" (or, equivalently, "at least one of A or B," or, equivalently, "at least one of A and / or B") can refer to: In one embodiment, at least one, and optionally more than one, A, with no B (and optionally including elements other than B); In another embodiment, at least one, and optionally more than one, B, with no A (and optionally including elements other than A); In yet another embodiment, at least one, and optionally more than one, A, and at least one, and optionally more than one, B (and optionally including other elements); etc.

[0195] In the claims and the above specification, all transitional phrases, such as "comprise," "includes," "carry," "have," "including," "involve," "hold," and the like, are to be understood as open-ended, i.e., meaning including but not limited to. As set forth in the U.S. Patent Office Manual of Patent Examining Procedures, Section 2111.03, only the transitional phrases "consisting of" and "consisting essentially of" are closed or semi-closed transitional phrases, respectively. The use of ordinal terms, such as "first," "second," and "third," in a claim to modify a claim element does not, in itself, imply that one claim element has a higher priority, precedence, or ordering than another claim element. However, to distinguish between claim elements, they are used solely as labels to distinguish one claim element with a particular name from another element with the same name (however ordinal terms are used).

[0196] The invention also resides in any individual feature described or implied in this specification or shown or implied in the drawings, or in any combination of such features, or in any generalization of such features or combinations.

Claims

1. 1. A vehicle comprising an electric motor and a pack for storing energy, the vehicle being configured with at least two occupant seats including a first seat configured to face forward and a second seat positioned behind the first seat and configured to face rearward, the pack being configured with a lateral module configured to extend perpendicular to a longitudinal axis of the vehicle between the first seat and the second seat.

2. 10. The vehicle of claim 1, further comprising a longitudinal module configured to extend along a longitudinal axis of the vehicle, extend perpendicularly from the lateral module, and extend at least partially between the front and rear seats.

3. 10. The vehicle of claim 1, wherein the front seats are located to the sides of the longitudinal axis of the vehicle.

4. 4. The vehicle of claim 1 or 3, wherein the longitudinal axis is at the center of the vehicle, and the vehicle is configured to have at least two front seats separated by the longitudinal axis and / or at least two rear seats separated by the longitudinal axis.

5. 5. A vehicle according to any one of claims 1 to 4, wherein at least one front seat and at least one rear seat are arranged at least partially back-to-back.

6. 6. A vehicle according to claim 1, wherein the maximum distance between the front seat and the rear seat is less than the maximum dimension of the front seat or the rear seat in the longitudinal direction.

7. 6. The vehicle of claim 1, wherein the rear seat is a bench seat.

8. 1. A vehicle having an electric motor and a pack for storing energy, the pack having a lateral module extending perpendicular to a longitudinal axis of the vehicle, at least a portion of the lateral module having a trapezoidal cross section.

9. 9. The vehicle of claim 8, wherein the lateral module is wider towards the front of the vehicle and narrower towards the rear of the vehicle in the longitudinal direction of the vehicle, and / or the lateral module is wider towards the bottom of the vehicle and narrower towards the top of the vehicle in the vertical direction of the vehicle.

10. 10. The vehicle of claim 1, wherein the pack further includes a longitudinal module connected to the lateral module, the longitudinal module configured to extend from the lateral module toward a front of the vehicle along the longitudinal axis.

11. 11. A vehicle according to any one of claims 1 to 10, wherein the pack comprises a rear module connected to the lateral module and configured to extend rearwardly from the lateral module.

12. 11. The vehicle of claim 10, wherein the rear module is wider toward the front of the vehicle and narrower toward the rear of the vehicle.

13. 12. A vehicle according to claim 10 or 11 when dependent on any one of claims 1 to 6, wherein the rear module extends along the longitudinal module between and / or under the rear seats.

14. 14. A vehicle according to any one of claims 1 to 13, wherein the lowermost surfaces of the longitudinal modules and the lowermost surfaces of the lateral modules extend at the same height within the vehicle.

15. 15. A vehicle as claimed in any one of claims 1 to 14, wherein the height of the lateral module is at least one of the maximum height of the lowest position of the upper part of either the front seats or the rear seats or up to 100 mm lower than that, or greater than the maximum height of the cushions of at least the first and / or second row seats, or lower than the lowermost edge of the window opening closest to the pack.

16. 16. A vehicle according to any one of claims 1 to 15, configured to have at least one of the following parameters: - a lateral module having a volume ranging from about 379 l to about 1123 l; - the length of the pack, including the longitudinal, lateral and rear modules, is between about 88% and about 92% of the wheelbase; the length of the base of the transverse module is between about 26% and about 41% of the length of the wheelbase in the longitudinal direction; in a vehicle having a transverse module and a longitudinal module, the transverse module is between about 275% and about 720% of the volume of the longitudinal module and / or between about 150% and about 350% of the height of the longitudinal module; - when the pack extends out of the area under the front seat occupant, the hip point of the front seat occupant is between about 31% and about 41% of the vehicle height; - Packing efficiency (i) taking into account the area that can be configured for packs in the vehicle and the height of the vehicle, m ２ and (ii) the volume of the pack per m compared to the height of the vehicle. ２ If the volume of the pack is 144 l / m ２ ~Approx. 265l / m ２ and / or between about 294 l / m and about 885 l / m.

17. the lateral module is configured to extend perpendicular to a longitudinal axis of the vehicle, across a portion of the width of the vehicle, and between adjacent seats between the first seat and the second seat; The height of the lateral module is: a lowermost surface of the lateral module below a lowermost point of the first seat adjacent the pack; A top surface of the lateral module, an upper portion of the backrest of the first seat and the second seat; greater than the maximum height of the cushion of the first seat in the first row and / or the second seat in the second row; the average height of the seat cushions of the first seat in the first row and / or the second seat in the second row; and 17. The vehicle of claim 1, wherein the lateral module extends vertically between a top surface of the lateral module, the top surface of the lateral module being above at least one of the hip points of the first and / or second row seats.

18. 18. A vehicle as claimed in any one of claims 1 to 17, wherein the lowermost surface of the pack is flush with at least one of the bottom of the vehicle, typically the floor of a body-in-white, or the bottom of a vehicle chassis.

19. 19. A vehicle according to any one of claims 1 to 18, wherein the length of the top of the lateral module in the longitudinal direction is between about 10% and about 50% of the length of the base of the lateral module, more preferably between about 20% and about 40% of the length of the base of the lateral module, more preferably between about 25% and about 35% of the length of the base of the lateral module.

20. 20. A vehicle according to any one of the preceding claims, wherein the length of the base of the lateral module in the longitudinal direction is between about 26% and about 41% of the length of the wheelbase.

21. 10. The vehicle of claim 1, wherein the vehicle has a flat slab under-floor battery pack and at least one of the lateral module, the longitudinal module, a front module, and a rear module.

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