Universal electric vehicle

Abstract

An example electric vehicle system includes a battery pack configured to provide scheduled mission energy; a front dual motor drive unit mechanically coupled to front ground engaging members; a rear dual motor drive unit mechanically coupled to rear ground engaging members; and a drive motor controller operationally coupled to the front dual motor drive unit and the rear dual motor drive unit. The battery pack is attached to a frame and positioned between the front dual motor drive unit and the rear dual motor drive unit. Each dual motor drive unit includes a first drive system and a second drive system, each drive system including an axial flux traction motor and an inverter. In some embodiments, a gear isolation system is configured to at least selectively isolate one traction motor from a corresponding driven wheel and to at least selectively couple another traction motor to the corresponding driven wheel.

Description

Atty Docket No. SPXM-0007-WQUNIVERSAL ELECTRIC VEHICLE CROSS REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims the benefit of U.S. Provisional Application Ser. No.63 / 789,766, filed on 16 APR 2025, and entitled UNIVERSAL ELECTRIC VEHICLE POWERTRAIN / DRIVETRAIN (SPXM-0002-P01), U.S. Provisional Application Ser. No.63 / 789,777, filed on 16 APR 2025, and entitled UNIVERSAL ELECTRIC VEHICLE BATTERY PACK (SPXM-0003-P01), U.S. Provisional Application Ser. No. 63 / 789,782, filed on 16 APR 2025, and entitled QUAD MOTOR ELECTRIC VEHICLE (SPXM-0004-P01), U.S. Provisional Application Ser. No. 63 / 789,789, filed on 16 APR 2025, and entitled DUAL DRIVE MOTOR FOR AN ELECTRIC VEHICLE (SPXM-0005-P01), and U.S. Provisional Application Ser. No.63 / 926,910, filed on 28 NOV 2025, and entitled VEHICLE BATTERY BRICK AND MODULE (SPXM-0006-P01). Each one of the foregoing applications is incorporated herein by reference in the entirety for all purposes.SUMMARY

[0002] Example embodiments of the present disclosure include a drive system for an electric vehicle having a first drive system with a first traction motor, a first inverter, and a first geartrain mechanically coupling the first traction motor to a first driven wheel, a second drive system with a second traction motor, a second inverter, and a second geartrain mechanically coupling the second traction motor to a second driven wheel, the first drive system and the second drive system being individually operable, and a gear isolation system configured to at least selectively isolate the first traction motor from the first driven wheel and to at least selectively couple the second traction motor with the first driven wheel, which can support configurable motive power control by enabling selective wheel coupling, power transfer, torque vectoring, locking differential type functionality, and continued operation in off-nominal conditions such as with the loss of a motor, and can further support scalable capability in architectures that expand from dual motor arrangements to more complex arrangements. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0003] Example embodiments of the present disclosure include a quad motor electric vehicle system having a front dual motor drive unit mechanically coupled to front ground engaging members, a rear dual motor drive unit mechanically coupled to rear ground engaging members, and a battery pack attached to a frame of an electric vehicle and positioned between the front dual motor drive unit and the rear dual motor drive unit, which can support configurable motive powerAtty Docket No. SPXM-0007-WQcontrol through multi-motor actuation options, scalable capability between dual motor and quad motor arrangements, preservation of vehicle weight distribution and lowering of the center of gravity by locating the battery pack between the drive units, and increased frame stiffness where the battery pack contributes structurally within the vehicle package. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0004] Example embodiments of the present disclosure include a universal electric battery pack system for an off-road vehicle having a frame, a drive shaft supported by the frame, and a battery pack attached to the frame and configured to provide scheduled mission energy, the battery pack including a housing, a plurality of battery cells arranged in a plurality of bricks, and a center region extending through the battery pack, wherein the battery pack is geometrically shaped to bridge the drive shaft such that the drive shaft passes through the center region of the battery pack, and the battery pack further including a plurality of mounting feature options configured to fit at least one selected vehicle footprint and to securely couple the battery pack to the frame without welding or cutting the frame, which can support installation without substantial modifications or customization to the vehicle being converted, preservation of original powertrain arrangements including positioning of the drive shaft, preservation of mission space such as passenger space and cargo space through efficient packaging around the drive shaft, installation utilizing original mount points or other preexisting interface locations, preservation of vehicle weight distribution and lowering of the center of gravity through low mounted energy storage, and configurable battery arrangements within a same or similar footprint and interface layout. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0005] Example embodiments of the present disclosure include a kit having a drive motor configured to be operationally coupled to a drivetrain remainder of a combustion vehicle frame remainder, a battery pack configured to provide scheduled mission energy, and an inverter configured to at least selectively couple the battery pack to the drive motor, which can support installation without substantial modifications or customization to the vehicle being converted, preservation of original powertrain arrangements by retaining a drivetrain remainder, preservation of mission space by packaging electric propulsion components within the existing vehicle architecture, installation utilizing original mount points where the drivetrain remainder and vehicle frame remainder are retained, and scalable capability by allowing different battery pack and motor selections for different vehicle missions. The described benefits are non-limiting, and a givenAtty Docket No. SPXM-0007-WQembodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0006] Example embodiments of the present disclosure include a universal electric vehicle drive system having a combustion vehicle frame remainder, a drivetrain remainder supported by the combustion vehicle frame remainder and including a transmission, a drive motor operationally coupled to the drivetrain remainder, a battery pack configured to provide scheduled mission energy, an inverter configured to at least selectively couple the battery pack to the drive motor, and a synchronous belt torque transmission system operationally interposed between the drive motor and the transmission, the synchronous belt torque transmission system including a first pulley, a second pulley, and a synchronous belt extending between the first pulley and the second pulley, wherein at least one of the first pulley or the second pulley includes shock load damping features configured to absorb shock loads from electric motor torque being transferred into the transmission, which can support installation without substantial modifications or customization by interfacing with the retained transmission, preservation of original powertrain arrangements including the transmission, robust operation of the converted drivetrain by mitigating shock loads that could otherwise damage retained components during off-road use, preservation of vehicle weight distribution and packaging efficiency through compact torque transfer components, and scalable capability by adapting belt ratios and motor selections for different applications. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0007] Example embodiments of the present disclosure include a universal electric vehicle drive system having a vehicle with a frame and at least one driven wheel, a transmission, a drive motor operationally coupled to a drivetrain remainder, a battery pack configured to provide scheduled mission energy, an inverter configured to at least selectively couple the battery pack to the drive motor, a first rotating element driven by the drive motor, and a second rotating element operationally coupled to the at least one driven wheel, wherein the transmission is mechanically interposed between the second rotating element and the at least one driven wheel, and wherein at least one of the first rotating element or the second rotating element includes a shock load damping feature configured to dampen shock loads from electric motor torque being transferred into the transmission, which can support preservation of original powertrain arrangements including the retained transmission, installation without substantial modifications by using a drivetrain remainder, robust performance even with external stresses such as off-road shock loading, preservation of mission space through compact integration with the existing vehicle layout, and preservation of vehicle weight distribution by allowing electric drive components to be packagedAtty Docket No. SPXM-0007-WQaround the existing driveline. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0008] Example embodiments of the present disclosure include an apparatus having a battery pack configured to provide scheduled mission energy for a mission of an off-road vehicle, the battery pack further including a plurality of power cells and a heat rejection system thermally coupled to the power cells, which can support robust battery pack design that continues to perform even with external stresses such as experienced during off-road operations by controlling cell temperatures, preservation of mission space and vehicle packaging by integrating thermal management into the battery pack, preservation of vehicle weight distribution and lowering of the center of gravity through consolidated low-mounted energy storage, and configurable battery arrangements including variable cooling options within a same or similar footprint and interface layout. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0009] Example embodiments of the present disclosure include an electric vehicle having a battery pack with a plurality of bricks, each brick including a plurality of battery cells and a selected voltage value comprising a series accumulation of individual voltages of the plurality of battery cells, which can support configurable battery arrangements including operating voltage and total energy storage selection within a same or similar footprint and interface layout, scalable capability by allowing energy storage to be tailored across applications, preservation of vehicle weight distribution and lowering of the center of gravity through distributed battery brick packaging, and robust battery pack design by organizing the cells into controlled brick-based structures. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0010] Example embodiments of the present disclosure include an electric vehicle system having a battery pack configured to provide scheduled mission energy, a dual motor drive unit with a first drive system and a second drive system, the first drive system including a first traction motor and a first inverter, the second drive system including a second traction motor and a second inverter, a drive motor controller operationally coupled to the first inverter and the second inverter, the first inverter configured to at least selectively couple the battery pack to the first traction motor, the second inverter configured to at least selectively couple the battery pack to the second traction motor, and the drive motor controller configured to control operation of the first drive system and the second drive system, which can support configurable motive power control through selective and coordinated control of the separate drive systems, scalable capability by providing a buildingAtty Docket No. SPXM-0007-WQblock for larger multi-motor systems, preservation of vehicle weight distribution and lowering of the center of gravity through battery based electric drive packaging, and continued operation in off-nominal conditions such as with the loss of a motor where control authority remains over the remaining drive system. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0011] Example embodiments of the present disclosure include an electric vehicle system having a front dual motor drive unit, a rear dual motor drive unit, a battery pack positioned between the front dual motor drive unit and the rear dual motor drive unit, and a drive motor controller operationally coupled to the front dual motor drive unit and the rear dual motor drive unit, wherein the rear dual motor drive unit is oriented opposite the front dual motor drive unit and the drive motor controller is configured to operate the front dual motor drive unit and the rear dual motor drive unit such that the front dual motor drive unit and the rear dual motor drive unit spin in opposite directions simultaneously to move the electric vehicle forward or backward, which can support configurable motive power control across front and rear portions of the vehicle, scalable capability through a quad motor architecture, preservation of vehicle weight distribution and lowering of the center of gravity by positioning the battery pack between the drive units, increased frame stiffness where the battery pack contributes structurally within the vehicle package, and continued operation in off-nominal conditions through distributed multi-motor propulsion. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0012] Example embodiments of the present disclosure include a vehicle architecture having at least one drive unit, a plurality of ground engaging members, a frame, and a battery pack attached to the frame, which can support scalable capability by accommodating different numbers and placements of drive units, preservation of vehicle weight distribution and lowering of the center of gravity through attachment and placement of the battery pack on the frame, increased frame stiffness supported by the battery pack where the battery pack contributes structurally, preservation of mission space through efficient architectural distribution of propulsion and energy storage components, and installation or assembly using consistent interfaces across related vehicle configurations. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0013] Example embodiments of the present disclosure include a drive unit having two halves with individually operable drive systems, wherein each drive system includes an axial flux traction motor and an inverter, which can support configurable motive power control by allowing separateAtty Docket No. SPXM-0007-WGcontrol of the two halves for torque vectoring, locking differential type functionality, power transfer, and continued operation in off-nominal conditions such as with the loss of a motor, can support scalable capability by serving as a modular unit for dual motor and quad motor arrangements, and can support packaging efficiency and preservation of vehicle weight distribution through use of compact axial flux traction motors. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0014] Example embodiments of the present disclosure include an electric vehicle having a battery pack with a plurality of bricks, each brick including a plurality of battery cells and a selected voltage value comprising a series accumulation of individual voltages of the plurality of battery cells, and a means for accommodating a drive shaft passing through a center region of the battery pack, which can support preservation of original powertrain arrangements including positioning of the drive shaft, installation without substantial modifications or customization to the vehicle, preservation of mission space by packaging the battery pack around the drive shaft rather than displacing passenger or cargo regions, preservation of vehicle weight distribution and lowering of the center of gravity through low centered battery placement, and configurable battery arrangements within a constrained vehicle footprint. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.BRIEF DESCRIPTION OF THE FIGURES

[0015] FIG. 1 is a schematic rear quarter view of an original equipment manufacturer vehicle configuration.

[0016] FIG. 2 is a schematic side view illustrating packaging relationships in the original equipment manufacturer vehicle configuration.

[0017] FIG. 3 is a schematic partially disassembled view of an original powertrain / drivetrain architecture.

[0018] FIG. 4 is a schematic view of a drivetrain remainder after removal of a combustion engine.

[0019] FIG. 5 is a schematic diagram of a universal electric vehicle powertrain / drivetrain with a synchronous belt torque transmission system.

[0020] FIG. 6 is a schematic diagram of a universal electric vehicle powertrain / drivetrain with a geartrain coupling to a transmission.

[0021] FIG. 7 is a schematic section view illustrating a shock load damping feature in a synchronous belt torque transmission system.Atty Docket No. SPXM-0007-WG

[0022] FIG. 8 is a schematic view illustrating positional relationships for packaging a drive motor relative to a transmission.

[0023] FIG. 9 is a schematic quarter view of an off-road vehicle having a battery pack and drive system.

[0024] FIG. 10 is a schematic side section view illustrating battery pack packaging with power electronics and a drive system.

[0025] FIG. 11 is a schematic quarter section view illustrating a battery pack center region and mounting arrangement.

[0026] FIG. 12 is a schematic top section view of battery pack packaging within an off- road vehicle.

[0027] FIG. 13 is a schematic rear section view illustrating a battery pack configured to accommodate a drive shaft.

[0028] FIG. 14 is a schematic isometric view of a quad motor electric vehicle system.

[0029] FIG. 15 is a schematic side section view illustrating a battery pack positioned between a front dual motor drive unit and a rear dual motor drive unit.

[0030] FIG. 16 is a schematic front view of a front dual motor drive unit.

[0031] FIG. 17 is a schematic front isometric view of a quad motor vehicle architecture.

[0032] FIG. 18 is a schematic view of a dual motor drive unit.

[0033] FIG. 19 is a schematic operational diagram illustrating independently operable first and second drive systems.

[0034] FIG. 20 is a schematic operational diagram illustrating a gear isolation system in an isolation state.

[0035] FIG. 21 is a schematic operational diagram illustrating a gear isolation system in a mechanically coupled redundancy mode.

[0036] FIG. 22 is a schematic side view of a compact dual motor drive unit packaging arrangement.

[0037] FIG. 23 is a schematic view of a battery pack having a modular internal energy storage system.

[0038] FIG. 24 is a schematic view illustrating an internal energy layout of a battery pack.

[0039] FIG. 25 is a schematic view of a battery module with battery cells and central electronics packaging.

[0040] FIG. 26 is a schematic view of a battery module having battery bricks and a cooling plate.

[0041] FIG. 27 is a schematic view of a battery brick positioned on a cooling plate.

[0042] FIG. 28 is a schematic view illustrating an internal cell layout for a battery brick.Atty Docket No. SPXM-0007-WG

[0043] FIG. 29 is a schematic view of a hybrid printed circuit board associated with a battery brick.

[0044] FIG. 30 is a schematic top view of a hybrid printed circuit board.

[0045] FIG. 31 is a schematic bottom view of a hybrid printed circuit board.

[0046] FIG. 32 is a schematic view of a printed circuit board layout.

[0047] FIG. 33 is a schematic diagram illustrating heat flow within a battery module.

[0048] FIG. 34 is a schematic diagram illustrating a cooling flow path for a battery pack.DETAILED DESCRIPTION

[0049] Example embodiments of the present disclosure include a combustion vehicle conversion kits that changes the powertrain of a vehicle from an internal combustion based prime mover to an electric motor(s) prime mover. Example vehicles include any type of vehicle amenable to removal of the engine and fuel tank, and replacement with drive motors and a battery pack, at a limited facility, for example including any vehicle smaller than an ordinary passenger car. Example and non-limiting vehicles for embodiments of the present disclosure include a utility terrain vehicle (UTV, or electric utility terrain vehicle (EUTV)), four wheelers, golf carts, lawn and garden equipment, go karts, many dune buggies or similar vehicles, and / or any vehicle having an internal combustion engine that is small enough to be readily manipulated and / or carried by hand (including, for example, by several people in cooperation) and / or using small lift equipment. In certain embodiments, vehicles having an internal combustion engine weighing less than 50 lbs., less than 100 lbs., and / or less than 200 lbs. are in scope for certain embodiments. In certain embodiments, for example for a vehicle that is originally electric, embodiments herein apply to vehicles having a similar size to the vehicles described in view of the conversion kit embodiments set forth foregoing. In certain embodiments, benefits of the present disclosure are applicable to certain applications, and embodiments may be limited to such applications - for example applications that tend to perform significant operations offroad, that experience significant nonlevel operation that may stress or flex the frame of the vehicle and / or cause the vehicle to operate in a tilted geometry for significant periods or distances, that tend to need service in the field and / or away from formal service facilities, or the like, and limiting embodiments to such applications may be desirable in certain circumstances. In certain embodiments, benefits of the present disclosure are applicable more broadly to a range of applications, for example applications that benefit from high power output low-weight vehicle performance characteristics, a low center of gravity, ease of service and access to vehicle components, and / or ease of integration and / or conversion to electricAtty Docket No. SPXM-0007-WGmotive power. Accordingly, embodiments directed to a range of low weight vehicles are also contemplated herein.

[0050] Previously known electric vehicle conversion kits suffer from a number of challenges, including at least utilization of suboptimal packaging and associated performance limitations (e.g., high vehicle weight, constrained passenger space, low power availability and / or low energy storage capacity, elevated center of gravity, failure of batteries and / or electrical components due to vehicle stress and strain experienced during operations, and / or complexity and / or customization of integration and / or conversion operations), and / or due to the scarcity of properly sized and integrated powertrain components. Previously known conversions have leveraged automotive components which are often too large and cumbersome for optimal performance for smaller vehicles such as UTVs or EUTVs. Example embodiments of electric powertrain conversion kits of the present disclosure utilize an axial flux traction motor, rather than a larger and less power dense motor such as a radial flux traction motor. Utilization of an axial flux motor, where present, provides for ease of packaging in a constrained vehicle such as in small vehicles and conversion situations where the available footprint is limited and / or fixed. In certain embodiments, other types of motors, including for example a radial flux traction motor, may be utilized.

[0051] Example features of the present disclosure may include an axial flux motor or multiple motors, alignment and positioning of a motor with relation to a drivetrain remainder input shaft, a drivetrain remainder shock loading damping system, a belt preservation system, damping material in a secondary pulley, a belt tensioning system, a bearing block, a jack screw on both sides of a motor, a motor member comprising a supporting bracket of the motor, a bolt-on geartrain on a universal electric vehicle, a bolt-on gearbox preservation system, selection of a specific gear ratio(s), a synchronous belt torque transmission system on a universal electric vehicle, and / or accommodation for an angle and position of a motor versus a transmission input shaft on a universal electric vehicle that allows for conversion without major modifications to the vehicle. Such features may be especially useful in a conversion kit embodiment, including for retrofit of an originally combustion-driven vehicle, but may also provide benefits in other embodiments of the present disclosure, including embodiments implemented in original equipment configurations or other electric vehicle architectures. Any one or more, or all, of these features may be included in any embodiments as set forth throughout the present disclosure.

[0052] Referencing FIG. 1, an original equipment manufacturer configuration of a vehicle is illustrated from a rear left quarter view. The vehicle includes a tire 102 supported by a frame 114, a motor clutch 104 corresponding to an original drive clutch attached to a combustion motor output shaft, a transmission input clutch 106 corresponding to an original driven clutch attached to aAtty Docket No. SPXM-0007-WGtransmission input shaft, a transmission 108, an exhaust 110 for the combustion motor, and a shock absorber 112. In many utility terrain vehicle configurations, a continuously variable transmission is used, and a clutch cover may be removed in order to expose the motor clutch 104 and the transmission input clutch 106. The illustrated arrangement is representative of an originally combustion-driven vehicle before retrofit to a universal electric vehicle powertrain / drivetrain.

[0053] Referencing FIG. 2, a left side view of the original equipment manufacturer configuration is illustrated. A motor shaft axis 202 corresponds to the original combustion motor output axis, and a transmission shaft axis 204 corresponds to the transmission input axis. The relative placement of the motor shaft axis 202 and the transmission shaft axis 204 within the frame 114 establishes the packaging space available for the retrofit powertrain and provides a basis for positioning a replacement electric traction motor with respect to the original transmission input.

[0054] Referencing FIG. 3, a partially disassembled left side view of the original powertrain / drivetrain is illustrated after removal of the continuously variable transmission components, including the original clutches and belt. An engine mount 302 identifies a front engine mount-to-frame location, an engine and transmission joint 304 identifies a connection region between the original engine and transmission, and a drive shaft 306 transmits power from the rear transmission toward a front differential to provide all-wheel-drive functionality. In this state, the original engine output shaft and the original transmission input shaft remain spatially defined by the motor shaft axis 202 and the transmission shaft axis 204, respectively, such that the original transmission-side architecture can be retained while the combustion power source is removed.

[0055] Referencing FIG. 4, the combustion engine has been removed, leaving a combustion engine region 402 in front of a transmission 404. The transmission shaft axis 204 remains available to receive torque from a retrofit electric drive, while the prior combustion motor location remains identified by the motor shaft axis 202 for reference. In this configuration, the original transmission 404 and associated downstream driveline components may be retained as a drivetrain remainder while a retrofit kit converts an originally combustion-driven vehicle to an electrically driven vehicle. In some embodiments, the retrofit kit is universally compatible among originally belt-driven vehicles, including vehicles using a continuously variable transmission style architecture.

[0056] Referencing FIG. 5, one embodiment of a universal electric vehicle powertrain / drivetrain is installed using a synchronous torque transfer arrangement between a drive motor 502 and the transmission 404. The drive motor 502 may comprise an axial flux traction motor selected for power density and condensed packaging within a constrained vehicle envelope, although other motor topologies, including a radial flux traction motor, may be used in some embodiments. The drive motor 502 is supported by a drive motor mount bracket 506 defining a motor member, andAtty Docket No. SPXM-0007-WGthe drive motor mount bracket 506 is secured at a rear region to a drive motor mount transmission joint 512 associated with front attachment point locations of the transmission 404. A front portion of the drive motor mount bracket 506 is supported by a drive motor mount 516 that may be mounted to a member having vibration dampening characteristics or directly to a vehicle frame, such as the frame 114 shown in FIG. 1 and FIG. 2. Torque is transmitted from the drive motor 502 through a drive motor pulley 504, a synchronous belt 510, and a transmission pulley 508 into the transmission 404, while the drive shaft 306 continues to transmit power toward a front differential. The original transmission 404 and associated remaining drivetrain components may be referred to as the drivetrain remainder. In some embodiments, the synchronous belt 510 provides a torque coupling feature operationally interposed between the drive motor 502 and the drivetrain remainder, and a battery pack, not shown, is sized according to mission requirements for the converted universal electric vehicle and is electrically coupled to the drive motor 502 through an inverter 514. The inverter 514 may comprise a discrete inverter mounted separately from the drive motor 502 and connected to phase lugs of the drive motor 502 by high-voltage cables, as illustrated, or in other embodiments the inverter 514 may be integrated with the drive motor 502, may share a common geometric shape, typically cylindrical, with the drive motor 502, and may use rigid busbars to connect electrically to the drive motor 502. Although a single drive motor 502 is illustrated, the disclosed powertrain may be implemented with one traction motor or with a plurality of traction motors to provide scalable power output.

[0057] Referencing FIG. 6, another embodiment of the universal electric vehicle powertrain / drivetrain is installed using a gear-based torque transfer arrangement. In the illustrated embodiment, the drive motor 502 is supported by the drive motor mount bracket 506 and the drive motor mount 516, and torque is transmitted from the drive motor 502 to the transmission 404 through a gear train housing 602. The gear train housing 602 may be configured as a bolt-on geartrain, thereby providing a torque coupling feature between the drive motor 502 and the drivetrain remainder while preserving the original transmission 404. The drive shaft 306 remains available to transmit torque toward the front differential, and the inverter 514 provides electrical power conversion and motor control for the drive motor 502. In some embodiments, a selected gear ratio may be implemented within the gear train housing 602 for a particular vehicle application. More generally, the torque coupling feature between the drive motor 502 and the transmission 404 may comprise a synchronous belt drive, a geartrain, a chain drive, a continuously variable transmission, or a combination thereof.

[0058] Referencing FIG. 7, a top drivetrain section view illustrates a shock load damping arrangement associated with a belt-driven embodiment, A transmission pulley 704 is arranged toAtty Docket No. SPXM-0007-WGreceive torque transferred by the synchronous belt 510 from the drive motor 502, with the transmission pulley 704 delivering torque into the transmission 404. A shock load damping assembly 702 is associated with the transmission pulley 704 and may include damping material within the transmission pulley 704 to absorb shock loads arising from electric motor torque being transferred into the transmission 404. The shock load damping assembly 702 may thereby provide a drivetrain remainder shock loading damping system and a belt preservation system. In some embodiments, a belt tensioning system is also provided for the synchronous belt 510, and the belt tensioning system may use a bearing block and jack screws on opposite sides of the drive motor 502 or the drive motor mount bracket 506 to establish and maintain belt tension. The drive motor mount bracket 506 and the drive motor mount 516 support the drive motor 502 in a position that accommodates both torque transfer and belt tensioning, while the drive shaft 306 continues to support all-wheel-drive functionality.

[0059] Referencing FIG. 8, a side view schematically illustrates positional relationships used to package the retrofit electric drive relative to the original transmission. An angular orientation 802 identifies the angular orientation of the drive motor relative to a horizontal plane extending through the transmission input axis, and a distance 804 identifies a traction motor-to-transmission-axis distance. In some embodiments, the distance 804 is equivalent to a radius of a circle having a center axially aligned with the transmission shaft axis, and the angular orientation 802 is measured when viewing the vehicle from the left side. Selection of the angular orientation 802 and the distance 804 enables placement of the drive motor within the available space of the combustion engine region while maintaining coupling to the transmission input. The disclosed positional relationship may thereby support universal packaging of a retrofit electric drivetrain for originally internal combustion driven vehicles while accommodating the retained drivetrain remainder, and matching the original orientation of the retained drivetrain remainder.

[0060] Example embodiments relate to an electric vehicle battery pack that is intended to be installed as, and / or integrated with, a retrofit kit, converting an originally combustion driven vehicle to electrically driven, and is universally compatible across a broad range of off-road vehicles. The battery pack provides a single or plurality of batteries operably coupled to a traction motor or motors. The battery or batteries may be oriented laterally or longitudinally for optimal packaging depending on the model of vehicle that is being converted to electric. In certain configurations a battery pack may be integrated as a structural member of the frame for the converted vehicle. An example embodiment includes a power electronics component included with the battery pack, including a battery charger which may be integral to the battery pack or external to the battery, and mounted within the vehicle envelope defined by a bounding box defined by aAtty Docket No. SPXM-0007-WGrectangular shape around the outer silhouette of the vehicle from a top view, with the rectangular box extruded from the ground plane upwards to the highest most point on the vehicle. Additionally or alternatively, an example embodiment includes a power electronics component as a voltage converting device that can reduce or increase voltages stored by the battery pack to be used for powering other devices at an alternate voltage. Another power electronics component included with the battery pack, in an example, is a charging port that meets either the J 1772 or the NACs standard. The charging port will typically be located in the same position where the original combustion driven vehicle’s gas tank filler neck was located. The cooling mechanism for the battery pack will either be ambient air cooling, or liquid cooling with an internal cooling circuit, water pump, and radiator. In certain embodiments, the size of the battery pack will be small enough to fit in off-road vehicles without modification to major components of the vehicle, and / or utilizing original mount points available in the vehicle. In certain embodiments, the shape of the battery pack will accommodate drivetrain features in the originally combustion driven vehicle, allowing for universal conversion to electric without modifying the vehicle’s frame. Additionally, an example battery pack is be shaped such that it does not require modification of the original combustion vehicle frame, and / or mounts without welding or cutting of the original frame. An example embodiment includes placement of the battery pack beneath the passengers to centralize weight balance of the vehicle, and keep it as close to 40 percent front, 60 percent rear, weight distribution as possible. The universal electric vehicle battery pack, coupled with a universal electric vehicle powertrain / drivetrain, allows for an originally combustion off-road vehicle to be converted to a high voltage electric powertrain and drivetrain offroad vehicle with minimal changes to the originally combustion powered vehicle frame or interior / exterior body panels, allowing for simplified and optimized conversion from combustion to electric.

[0061] Referencing FIG. 9, a quarter view of an off-road vehicle is illustrated with a universal electric vehicle battery pack 902 installed. The battery pack 902 is configured to provide scheduled mission energy to a drive system 906, which may include a universal electric vehicle powertrain / drivetrain, through a high voltage inverter 514. In the illustrated arrangement, the battery pack 902 is packaged within the vehicle envelope while preserving the original vehicle drive shaft 306 extending from a rear transmission toward a front differential to enable all-wheel drive, and one or more tires 102 remain positioned relative to the retained driveline architecture. A charging port 904 is positioned at a location corresponding to an original gas tank filler neck so that charging access is maintained without interfering with other vehicle structures, and the charging port 904 may conform to a J 1772 standard or a North American Charging Standard. An on-board charger 908 is shown external to the battery pack 902, although in other embodiments theAtty Docket No. SPXM-0007-WGcharger may be integrated into the battery pack 902. In some embodiments, the battery pack 902 includes one battery or a plurality of batteries operably coupled to one or more traction motors of the drive system 906, and the batteries may be oriented laterally or longitudinally for vehiclespecific packaging. In further embodiments, the battery pack 902 may also include a power electronics component, such as a voltage converting device configured to reduce or increase voltages stored by the battery pack 902 for powering other devices at an alternate voltage, and the battery pack 902 may include an internal battery control module. In some embodiments, the battery pack 902 may be fully sealed and water resistant, and the battery pack 902 may be especially sized for off-road vehicles so that a converted vehicle can retain favorable performance while avoiding the oversized packaging associated with automotive battery packs used in owner-performed conversions.

[0062] Referencing FIG. 10, a side section view of an off-road vehicle is illustrated with near tires hidden to show a battery pack 1002 positioned relative to power electronics 1004, a drive system 906, and a transmission 404. The battery pack 1002 is disposed beneath passenger seating space to centralize vehicle mass and to support a target weight distribution that is as close as possible to approximately forty percent front and approximately sixty percent rear. In certain embodiments, the target weight distribution may be varied from this, for example an arrangement with approximately fifty percent front and back, an arrangement with 30 percent front and 70 percent back, an arrangement with 70 percent front and 30 percent back, any intermediate distribution, and / or any other selected target weight distribution. The drive system 906 may be coupled to the retained transmission 404 so that an originally combustion-driven off-road vehicle can be converted to a high-voltage electric vehicle with limited changes to the original frame or the interior and exterior body panels. In some embodiments, the battery pack 1002 may be integrated as a structural member of the frame, and the packaging of the battery pack 1002 and the power electronics 1004 may preserve ergonomics and mission space within the vehicle. The power electronics 1004 may include a battery charger that is integrated with the battery pack 1002 or external to the battery pack 1002, and may further include a voltage converting device. The battery pack 1002 may be cooled by ambient air, for example by a housing thermally coupled to a plurality of power cells, or by a liquid cooling arrangement having an internal cooling circuit, a water pump, and a radiator. In some embodiments, the battery pack 1002 includes a plurality of power cells grouped into modules to facilitate manufacturing and assembly, and each module may include a dedicated control circuit and a dedicated monitoring circuit.

[0063] Referencing FIG. 11, a rearward-facing quarter section view illustrates an example packaging arrangement in which a battery pack 902 is positioned relative to original mountingAtty Docket No. SPXM-0007-WGpoints 1102, a battery pack center region 1104, a drive shaft 306, and a drive motor mount bracket 506. The battery pack 902 is shaped and sized for installation into an originally combustion-driven vehicle after removal of original fuel-system components occupying the under-seat region, thereby using the open area beneath the driver and passenger seating area for battery placement while preserving the original seat mounting locations represented by the original mounting points 1102. Additionally or alternatively, the battery pack positioned beneath the driver and passenger seating area lowers the center of gravity of the vehicle, and / or minimizes the height of the center of gravity. The battery pack center region 1104 accommodates the drive shaft 306 so that the battery pack 902 bridges the driveline rather than displacing the driveline, which allows retention of allwheel-drive functionality and permits universal conversion without modifying the original vehicle frame. In some embodiments, the battery pack 902 securely couples to the vehicle without welding or cutting the frame and may be removable. A frame mounting strategy may include brackets engaging existing mounting points 1102, clamps engaging frame members, cradling structures, and optional reinforcement features, and in some embodiments the battery pack 902 may contribute structural support to the vehicle. The illustrated packaging may further reserve space for controller or other power electronics components internal to or external from the battery pack 902. In some embodiments, safety features may be provided, including a firewall between passenger space and the battery pack 902 and one or more vents for thermal events.

[0064] Referencing FIG. 12, a top section view of an off-road vehicle is illustrated with upper vehicle structure hidden to show a battery pack 902 packaged with a charging port 904, a drive motor 502, an inverter 514, a transmission 404, an on-board charger 908, and a drive shaft 306. The battery pack 902 and associated electronics are arranged within the available footprint of the vehicle so that the battery pack 902 can cooperate with a universal electric vehicle powertrain / drivetrain while retaining the original transmission 404 and the original drive shaft 306. The charging port 904 is placed at an accessible location, such as at the original fuel filler location, and the on-board charger 908 may be outside the battery pack 902 as shown or integrated within the battery pack 902 in other embodiments. The inverter 514 may be positioned as a discrete component or may be otherwise packaged with the drive motor 502, and the battery pack 902 may reserve space for such controller and power electronics components while maintaining compatibility with a variety of off-road vehicle footprints. In some embodiments, the battery pack 902 is compatible with multiple mounting feature options corresponding to selected vehicle footprints, and the overall arrangement supports use of the same or similar battery pack architecture across a large majority of originally combustion-powered off-road vehicles.Atty Docket No. SPXM-0007-WG

[0065] Referencing FIG. 13, a rear section view illustrates a battery pack 902 integrated into an originally combustion-driven vehicle with a charging port 904 and a battery pack center region 1104 positioned to avoid interference with a drive shaft 306 extending toward a front differential. The battery pack center region 1104 may define a void above the drive shaft 306 that accommodates a radial extent of a deflection range of the drive shaft 306 during operation, thereby allowing the battery pack 902 to bridge the driveline while preserving all- wheel-drive capability. This arrangement contrasts with prior owner-performed electric conversions that use automotive battery packs and drive units requiring removal of the drive shaft and reduction of the vehicle to rear-wheel-drive operation. By shaping the battery pack 902 to account for the drive shaft 306 and by positioning the charging port 904 in an accessible location, the disclosed battery architecture supports simplified conversion from combustion to electric while avoiding frame modification and while maintaining the original driveline packaging. Any of the described battery pack embodiments may form at least a portion of a retrofit kit for an off-road vehicle, although the disclosed battery pack architecture may also be implemented in non-retrofit electric vehicle configurations.

[0066] Example features of the present disclosure may include a physical footprint of a battery pack, a selected shape and size of the battery pack, a battery pack configured to account for a drive shaft below the battery pack, a mounting strategy including a position strategy and optional extra reinforcement, a battery pack configured for installation into an originally combustion driven vehicle, installation without welding, a removable battery pack, a battery pack that in some cases may be a structural battery pack, a frame mounting strategy, brackets configured to engage existing mounting points, clamps configured to engage frame members, cradling structures for supporting the battery pack, weight distribution of the vehicle, maintaining ergonomics of the vehicle, an installation process for the battery pack, safety considerations including a firewall between a passenger region and the battery pack and a vent for thermal situations, reserving space for a controller that is internal to or external from the battery pack, and a battery charging inlet position that is accessible and does not interfere with other vehicle components. Such features may be especially useful in a battery pack for an original or converted electric utility terrain vehicle, but may also benefit other embodiments of the present disclosure. Any one or more, or all, of these features may be included in any embodiments as set forth throughout the present disclosure.

[0067] Referencing FIG. 14, an isometric view of a vehicle having a quad motor off-road vehicle powertrain architecture is illustrated. The vehicle is configured as an off-road vehicle, and in some embodiments may be a Utility Task Vehicle (UTV), also known as a side-by-side vehicle (SSV). The vehicle includes front tires 102 and corresponding rear ground engaging members, a front dualAtty Docket No. SPXM-0007-WGdrive motor unit 1402 positioned near a front axle, a rear dual drive motor unit 1404 positioned near a rear axle, and a battery pack 902 positioned between the front dual drive motor unit 1402 and the rear dual drive motor unit 1404. The battery pack 902 is mid-mounted within the vehicle and, in some embodiments, acts as a structural member of the vehicle, while in other embodiments the battery pack 902 is cradled by a frame structure and joined to a vehicle structural frame. The illustrated architecture provides a quad motor electric vehicle powertrain arrangement produced from two dual motor drive units and a battery pack 902, thereby improving packaging of batteries, drive units, and associated components within the vehicle envelope. In some embodiments, the frame supports passengers in a plurality of seating configurations, while in other embodiments the vehicle may define an unmanned vehicle platform in which a passenger cabin is alternatively used as a cargo enclosure. The illustrated architecture may provide an off-road powertrain arrangement that minimizes complexity, maximizes off-road traction, maximizes redundancy and reliability, and follows a modularization theme for ease of service and manufacturing.

[0068] Referencing FIG. 15, a side section view of the vehicle is illustrated with near tires hidden to show the spatial relationship among the front dual drive motor unit 1402, the battery pack 902, and the rear dual drive motor unit 1404. The battery pack 902 is structurally mid-mounted between the front dual drive motor unit 1402 and the rear dual drive motor unit 1404 so that mass is centralized within the vehicle architecture. In some embodiments, the battery pack 902 includes integrated power electronics devices and liquid cooling. The front dual drive motor unit 1402 is located near a front axle and the rear dual drive motor unit 1404 is located near a rear axle, thereby establishing a quad-motor layout especially suited for off-road use cases. In some embodiments, the battery pack 902 is attached to the frame as a structural member, and in other embodiments the battery pack 902 is cradled by the frame and mounted into the vehicle using fasteners. The illustrated arrangement supports packaging efficiency and may contribute to a robust vehicle architecture suitable for civilian or military use cases.

[0069] Referencing FIG. 16, a front view of the front dual drive motor unit 1402 is illustrated. The front dual drive motor unit 1402 includes a first drive motor 1602 and a second drive motor 1604, corresponding to a dual motor drive unit having two drive systems. In some embodiments, the first drive motor 1602 and the second drive motor 1604 are axial flux motors, and advances in material science associated with axial flux motors may enable packaging advantages for off-road vehicle applications. The use of the first drive motor 1602 and the second drive motor 1604 in the front dual drive motor unit 1402, together with a corresponding dual motor drive unit at the rear of the vehicle, provides two independent drive units that are both doubly redundant, thereby producing a quadruple redundant electric vehicle powertrain. Such redundancy may be especiallyAtty Docket No. SPXM-0007-WGuseful in civilian and military use cases. In some embodiments, the front dual drive motor unit 1402 and the rear dual drive motor unit are independently controlled according to an active torque vectoring motor controls algorithm calculated from various vehicle sensors and driver inputs.

[0070] Referencing FIG. 17, a front isometric view of the vehicle having the quad motor off-road vehicle powertrain architecture is illustrated. The battery pack 1002 is positioned between the front dual drive motor unit 1402 and the rear dual drive motor unit 1404 and may be supported by a frame so that the battery pack 1002 contributes to a compact and modular vehicle architecture. In some embodiments, the vehicle implements a software defined vehicle architecture and a zonal electrical engineering architecture associated with the battery pack 1002 and the dual drive motor units 1402, 1404. The front dual drive motor unit 1402 and the rear dual drive motor unit 1404 are arranged in opposed orientations relative to one another. In some embodiments, the rear dual drive motor unit 1404 is rotated 180 degrees with respect to the front dual drive motor unit 1402, and the front dual drive motor unit 1402 and the rear dual drive motor unit 1404 spin in opposite directions at the same time to move the vehicle forward or backward. The illustrated architecture accordingly provides a quad-motor layout from front and rear dual-motor drive units coordinated with the battery pack 1002.

[0071] Referencing FIG. 18, a dual motor drive unit is illustrated in greater detail. The dual motor drive unit includes an integrated inverter 1802, a drive motor 1804, an intermediate gearset 1806, an output gearset 1808, a gear system center structure 1810, and a traction motor gearset 1812. In some embodiments, the integrated inverter 1802 and the drive motor 1804 are packaged together within a compact assembly suited for off-road vehicle use, and the drive motor 1804 may comprise an axial flux motor. The traction motor gearset 1812 transmits torque from the drive motor 1804 toward the output gearset 1808 through the intermediate gearset 1806 and the gear system center structure 1810. In some embodiments, the dual motor drive unit of FIG. 18 forms one half of the front dual drive motor unit 1402 or one half of the rear dual drive motor unit 1404, and two such dual motor drive units together define a quad motor electric vehicle powertrain architecture. The compact integration of the integrated inverter 1802, the drive motor 1804, and the gear elements may support packaging, modularization, serviceability, and manufacturing efficiency in an off-road vehicle powertrain architecture.

[0072] Example features of the present disclosure may include a structurally mid-mounted battery pack with integrated power electronics devices and liquid cooling, a software defined vehicle and zonal electrical engineering architecture, a quad-motor layout produced from front and rear dualmotor drive units, positioning of the drive units such that the front and rear drive units are oriented in opposition to one another and spin in opposite directions at the same time to travel forward orAtty Docket No. SPXM-0007-WGbackward, and an active torque vectoring motor controls algorithm calculated from various vehicle sensors and driver inputs. Such features may be especially useful in a quad motor original or converted electric utility terrain vehicle, but may also benefit other embodiments of the present disclosure. Any one or more, or all, of these features may be included in any embodiments as set forth throughout the present disclosure.

[0073] Again referencing FIG. 18, a dual motor drive unit is illustrated as an optimally packaged, redundant, and self-isolating electric vehicle drive unit. The dual motor drive unit includes two individual drive systems packaged together so that each drive system may be individually controlled, thereby supporting individual wheel control. In the illustrated portion of the dual motor drive unit, an integrated inverter 1802 is mounted onto a drive motor 1804 and may share a similar geometry with the drive motor 1804, such as a generally cylindrical profile. In some embodiments, the drive motor 1804 comprises an axial flux traction motor selected to reduce lateral, longitudinal, and vertical packaging demands in a small off-road vehicle. A traction motor gearset 1812 is operationally coupled to the drive motor 1804, an intermediate gearset 1806 is operationally interposed downstream of the traction motor gearset 1812, and an output gearset 1808 is arranged to receive torque through the geartrain. A gear system center structure 1810 supports gear shafts, bearings, lubrication features, thermal management features, and gear-isolation mounting features. In some embodiments, the dual motor drive unit further includes an outer case, not shown, enclosing the gearsets. The drive unit may further include a fully integrated lubrication system, optionally with a geartrain oil pump and optionally with an oil heat exchanger, and a liquid cooling system that cools the drive motor 1804 and the integrated inverter 1802 and, in some cases, cools geartrain oil. The illustrated arrangement is especially suited for off-road use cases in compact vehicles such as Utility Task Vehicles and all-terrain vehicles, although scalable power and gear system options may also permit use in larger vehicles. In some embodiments, reliability and redundancy are emphasized for civilian or military applications.

[0074] Referencing FIG. 19, a top-view operational schematic of the dual motor drive unit illustrates a configuration in which the two drivetrain systems operate independently. A first traction motor rotation direction 1902 drives a first intermediate gearset rotation direction 1904, which in turn drives a first output gearset rotation direction 1906. On an opposite side of the dual motor drive unit, a second traction motor rotation direction 1908 drives a second intermediate gearset rotation direction 1910, which in turn drives a second output gearset rotation direction 1912. In this configuration, the two halves of the dual motor drive unit remain mechanically independent, which may minimize complexity while still allowing individual control of each drive system. In some embodiments, independent control of the two drive systems may be used toAtty Docket No. SPXM-0007-WGproduce individual wheel control, virtual differential torque vectoring functionality, a virtual locker feature, or a virtual power transfer feature. In some embodiments, such control may be generated by an active torque vectoring motor controls algorithm calculated from various vehicle sensors and driver inputs.

[0075] Referencing FIG. 20, a top-view operational schematic illustrates a fault-tolerant isolation state in which one side of the dual motor drive unit is mechanically disconnected from torque input on that same side. A first traction motor rotation disconnect 2002 (e.g., the first traction motor does not rotate in the example operating condition), a first intermediate gearset rotation disconnect 2004, and a first output gearset rotation disconnect 2006 indicate that a first-side drive path is disconnected from the corresponding traction motor gearset. At the same time, a second traction motor rotation direction 2008 continues to drive a second intermediate gearset rotation direction 2010 and a second output gearset rotation direction 2012 on the opposite side of the dual motor drive unit. In some embodiments, this isolation state is produced by a dog tooth gear and shifting fork system configured to mechanically disconnect the final output gearset on one side from the traction motor gearset on that same side. The shifting fork system may be mechanically actuated, electronically actuated, pneumatically actuated, or actuated by a combination of such approaches. This isolation capability may support redundant operation in a condition where one drivetrain system loses function.

[0076] Referencing FIG. 21, a top- view operational schematic illustrates a mechanically coupled redundancy mode in which one side of the dual motor drive unit is disconnected from its local traction motor geartrain and is instead driven from the opposite side. A first traction motor rotation disconnect 2102 and a first intermediate gearset rotation disconnect 2104 indicate disconnection of the first-side traction path, while a first output gearset rotation coupled 2106 indicates that the first-side output is mechanically coupled to the opposite side. A second traction motor rotation direction 2108 drives a second intermediate gearset rotation direction 2110 and a second output gearset rotation direction 2112, with torque being transferred across the dual motor drive unit so that both sides continue to provide torque output. In some embodiments, a dog tooth gear and fork system couples an output gear of a first drive system to an output gear of a second drive system, thereby enabling locked mechanical differential-type operation. Although such a locked condition may be less advantageous than fully independent wheel control for achieving maximum traction, the arrangement may permit continued torque delivery on both sides of the drive unit even after loss of function in one of the two drivetrain systems, thereby avoiding operating conditions in which a vehicle would otherwise be limited to a limp mode or require immediate immobilization for service. By combining independent operation with selective mechanical coupling between the twoAtty Docket No. SPXM-0007-WGsides, the disclosed dual motor drive unit may provide both torque-vectoring functionality and a doubly redundant drive system with reduced traction capability but only minimally reduced overall capability.

[0077] Referencing FIG. 22, a side view of the dual motor drive unit illustrates how a minimal overall packaging envelope may be achieved by utilizing the integrated inverter 1802 on the drive motor 1804 in a shared geometric profile, together with compact gearing disposed within a gearset housing 2202. In the illustrated arrangement, the drive motor 1804, the intermediate gearset 1806, and the output gearset 1808 are packaged in a compact side profile suitable for constrained off-road vehicle envelopes. In some embodiments, the integrated inverter 1802 is closely coupled to the drive motor 1804 and positioned within a same housing region as the drive motor 1804. The compact arrangement may facilitate installation in vehicles with limited lateral, longitudinal, and vertical packaging room while still providing the benefits of dual-motor redundancy, integrated thermal and lubrication systems, and selectively isolating or mechanically coupling drivetrain systems when such functionality is included.

[0078] Example features of the present disclosure may include a dual-motor drive unit with mechanically isolating geartrains, a fully integrated lubrication and thermal system, an inverter integrated into a motor cylindrical profile, and an active torque vectoring motor controls algorithm calculated from various vehicle sensors and driver inputs. Such features may be especially useful in original or converted electric utility terrain vehicle applications using at least one dual motor, but may also benefit any other embodiments of the present disclosure. Any one or more, or all, of these features may be included in any embodiments as set forth throughout the present disclosure.

[0079] Referencing FIG. 23, a universal battery pack 902 is illustrated as a modular internal energy storage system for an electric vehicle. The battery pack 902 can be assembled from modular building blocks that include individual battery cells, bricks, modules, and the pack, with the individual cell being a lower-level unit and the brick being a next-level unit configured to achieve a selected voltage value at a low level of the battery pack architecture. In one example, a brick is designed to achieve a nominal voltage of 50.4 volts, and in certain use cases the bricks can use, or can benefit from, liquid cooling to support continuous discharge or recharge. Within useful ranges for various vehicles and applications, such bricks can enable battery packs ranging from about 60 volts up to about 1600 volts and capacities ranging from about 1.13 kWh up to about 36.29 kWh. In one example, the battery pack 902 utilizes eight bricks and four modules and is configured to accommodate an upright seating position in light vehicles having ground-engaging members. The battery pack 902 can be well suited for off-road vehicles because of a compact, dense package with shock-absorbing characteristics and sealing. In the illustrated embodiment, the battery pack 902Atty Docket No. SPXM-0007-WGincludes a first coolant connector 2302, a second coolant connector 2304, a power connector 2306, a first electrical connector 2308, and a second electrical connector 2310. The battery pack 902 can be configured, in a non-limiting example, for use in an off-road vehicle that is less than 66 inches wide in track width and has a longitudinal propeller shaft transmitting all-wheel-drive torque to a front differential from a rear transfer case. The terminology used herein for bricks, packs, modules, and related groupings is provided for clarity of illustration and is not limiting to the present disclosure.

[0080] Referencing FIG. 24, the battery pack 902 is shown with an annotated internal energy layout. In the illustrated arrangement, the battery pack 902 includes a plurality of battery bricks 2402 organized into battery modules 2404. An intra brick busbar 2406 provides electrical connectivity within a battery brick 2402, a maintenance connection busbar 2408 is provided within the battery pack architecture, and an inter brick busbar 2410 provides electrical connection between battery bricks 2402. A cooling plate 2412 is associated with the modular battery arrangement. An example application includes limited space available beneath occupant seats and above a lower frame member, and the modular design of the battery pack 902 is well suited, in a non-limiting example, to vehicles in the off-road industry. The modular design can increase voltage and power output of the battery pack 902 while maintaining comfortable occupant positioning and increasing ground clearance beneath the off-road vehicle.

[0081] Referencing FIG. 25, a battery module 2404 is shown with battery cells 2502 exposed to illustrate cell layout and central electronics packaging. The battery cells 2502 may be oriented laterally in battery bricks 2402 and battery modules 2404 to produce a battery pack with high power density. In some embodiments, there is room above the battery modules 2404 for liquid cooling pipes if desirable for a particular vehicle or expected usage of the vehicle. Electronics may be positioned in a center of the battery pack, including a maintenance disconnect 2504 and a battery controller 2506, thereby allowing short wiring runs throughout the battery pack and reducing an overall wiring footprint. The center position of the electronics may also allow consolidation of control devices into one control board. The maintenance disconnect 2504 may be located toward a front portion of the battery pack to allow convenient access and, in some embodiments, potential access by a driver of the vehicle without first removing vehicle components. The maintenance disconnect 2504 may be electrically positioned within the center of the battery pack, and the electrical response of the battery pack to operation of the maintenance disconnect 2504 may be configured in any desired manner. In one example, disconnecting the maintenance disconnect 2504 halves the maximum voltage potential of the battery pack.Connections at a rear of the battery pack may be protected from occupants and inaccessible byAtty Docket No. SPXM-0007-WGhands from the driver compartment. In one example configuration, at maximum voltage the battery pack is 470 V, 9.01 kWh, and 403.2 V nominal voltage.

[0082] Referencing FIG. 26, a single battery module 2404 is illustrated, consistent with other embodiments of the present disclosure. The battery module 2404 includes two battery bricks 2402 and one cooling plate 2412 positioned between the battery bricks 2402. The battery bricks 2402 are located on opposite sides of the cooling plate 2412 so that heat may transfer from bases of the battery cells, through a conductive pad, into the cooling plate 2412. In some embodiments, each battery brick 2402 is identical to improve manufacturability. Because each battery brick 2402 may be the same, series connections may be made readily to form higher voltages. A battery brick connector 2602 may be visible from above, thereby maximizing accessibility for electrical connections and visibility of a status light. In one example, the status light indicates that a brick battery management system is powered up and working properly.

[0083] Referencing FIG. 27, an example battery brick 2402 is illustrated with the battery brick 2402 positioned on a cooling plate 2412, and with a battery brick connector 2602 accessible at an upper region of the battery brick 2402. In some embodiments, the battery brick 2402 includes a lid positioned on top of the battery brick 2402. A single battery brick 2402 and cooling plate 2412 configuration may be used in tightly packaged applications, to accommodate terminating battery brick positions, or to allow flexibility in the configuration of a battery pack for another purpose.

[0084] Referencing FIG. 28, an example internal cell layout is illustrated for a battery brick, with a plurality of battery cells 2502 arranged adjacent a cooling plate 2412. In one example, the cell layout achieves a 14s5p series and parallel configuration. This modular configuration may be particularly useful for light vehicles with voltages ranging from about 60 V to about 1600 V. The battery cells 2502 may all be oriented unidirectionally, unlike previously known battery packs that alternate cells in each row. In some embodiments, copper busbars are positioned at each end of the battery brick.

[0085] Referencing FIG. 29, a hybrid printed circuit board 2902 is shown in association with a battery brick connector 2602 and a cooling plate 2412. Nickel current collectors may be visible in this arrangement. In some embodiments, copper busbars at each end of the battery brick allow current flow from the battery cells to a top of the battery brick for accessibility. A bend in a nickel plate may allow translation of the battery cells axially. In off-road load cases, such translation may diminish stress from a spot weld onto a battery cell and improve operation when a vehicle traverses challenging terrain. The current collectors are described as nickel and / or a nickel plate, but the hybrid PCB 2902 may be formed using any conductive material for the collectors, including a metal or non-metal conductor, and manufactured by any appropriate method.Atty Docket No. SPXM-0007-WG

[0086] Referencing FIG. 30, the hybrid printed circuit board 2902 is shown in a top view configuration with a first connector 3002, a second connector 3004, an insulator pad 3006 (depicted in a U-shape around the first connector 3002 in the example), and a busbar terminator 3008 at each end. In some embodiments, nickel current collectors are designed such that stamping and forming can be performed in a simultaneous process. Bends in the current collectors may allow the current collectors to interface with pads on a top of the hybrid printed circuit board 2902 while simultaneously connecting to battery cells beneath the hybrid printed circuit board 2902. The current collectors are described as stamped and formed nickel, but the hybrid PCB 2902 may be formed using any conductive material for the collectors, including a metal or non-metal conductor, and manufactured by any appropriate method.

[0087] Referencing FIG. 31 , a bottom view of the hybrid printed circuit board 2902 is illustrated with a bottom first connector 3102, a bottom second connector 3104, and a bottom busbar terminator 3108. In the example of FIG. 31, only areas actively involved in electrical connections are visible or able to be contacted from the bottom view. Other conductor areas may be insulated by the hybrid printed circuit board 2902. Temperature and voltage signals may be routed through inner layers of the hybrid printed circuit board 2902 to a brick battery management system.

[0088] Referencing FIG. 32, an example printed circuit board layout is illustrated. A printed circuit board trace example 3200 may define internal signal routing. A voltage connection 3202 and a temperature connection 3204 are provided within the printed circuit board layout. In one example, internal signal routing for voltage and temperature is provided within the board, and pads (not labeled) provide connections between collectors and the printed circuit board. In the lower left region of the illustrated layout, a connection to a brick battery management system is provided.

[0089] Referencing FIG. 33, heat flow within a battery module is illustrated schematically. Heat flow from a battery brick 3302 may proceed from battery cells through a thermally conductive pad into a cooling plate, and heat flow from a battery module 3304 may proceed outwardly from the module. In one example, heat exiting the battery module 3304 flows through coolant fittings that are oriented opposite of each other in a module configuration. When an individual battery brick is liquid cooled outside of a module configuration, coolant fittings may exit the cooling plate in a same direction.

[0090] Referencing FIG. 34, an example cooling flow path is illustrated for the battery pack. A coolant routing inlet 3402 introduces coolant into the thermal management system. Coolant may then proceed along a coolant routing path from brick 2 to brick 1 at 3404, from brick 1 to brick 4 at 3406, and from brick 4 to brick 3 at 3408 before leaving through a coolant routing outlet 3410. TheAtty Docket No. SPXM-0007-WGillustrated arrangement provides a configuration utilizing series thermal routing between cooling plates on each module.

[0091] An example embodiment of the present disclosure includes a drive system for an electric vehicle implemented as a dual motor drive unit, as illustrated for example in FIG. 18 and FIG. 19. In this example embodiment, a first drive system includes a first traction motor 1804, a first inverter 1802, and a first geartrain including a traction motor gearset 1812, an intermediate gearset 1806, and an output gearset 1808 that mechanically couples the first traction motor 1804 to a first driven wheel, and a second drive system includes a second traction motor 1804, a second inverter 1802, and a second geartrain that mechanically couples the second traction motor 1804 to a second driven wheel. The first drive system and the second drive system are individually operable, such that, as shown schematically in FIG. 19, a first traction motor rotation direction 1902 can drive a first intermediate gearset rotation direction 1904 and a first output gearset rotation direction 1906 while a second traction motor rotation direction 1908 can independently drive a second intermediate gearset rotation direction 1910 and a second output gearset rotation direction 1912. In some embodiments, at least one of the traction motors 1804 comprises an axial flux motor.

[0092] An example embodiment further includes a gear isolation system configured to at least selectively isolate the first traction motor 1804 from the first driven wheel and to at least selectively couple the second traction motor 1804 with the first driven wheel. With reference to FIG. 20 and FIG. 21, the gear isolation system may establish an isolation state in which a first traction motor rotation disconnect 2002, a first intermediate gearset rotation disconnect 2004, and a first output gearset rotation disconnect 2006 are present while the opposite side continues to operate through a second traction motor rotation direction 2008, a second intermediate gearset rotation direction 2010, and a second output gearset rotation direction 2012. In another operating state, a first traction motor rotation disconnect 2102 and a first intermediate gearset rotation disconnect 2104 may be present while a first output gearset rotation coupled 2106 is mechanically coupled to an opposite side driven by a second traction motor rotation direction 2108, a second intermediate gearset rotation direction 2110, and a second output gearset rotation direction 2112. In some embodiments, the gear isolation system comprises a dog tooth gear and fork system and may be electrically actuated. In some embodiments, the gear isolation system comprises at least one clutch mechanically interposed between the first traction motor 1804 and the first driven wheel and, in some embodiments, at least one second clutch mechanically interposed between the second traction motor 1804 and the first driven wheel. In some embodiments, the gear isolation system is further configured to arbitrarily couple either traction motor 1804 to either of the driven wheels.Atty Docket No. SPXM-0007-WG

[0093] An example embodiment may be arranged such that the first driven wheel comprises two mechanically coupled front wheels or two mechanically coupled rear wheels of the electric vehicle. In embodiments in which the first driven wheel comprises two mechanically coupled front wheels, the two mechanically coupled front wheels may be coupled through a differential, and the differential may comprise a locking differential or a limited slip differential. In some embodiments, the locking differential is electrically actuated. In embodiments in which the first driven wheel comprises two mechanically coupled rear wheels, the same selectively isolating and selectively coupling functionality may be used to support operation at a rear portion of the vehicle. Thus, the example embodiment may be implemented as a front drive arrangement, a rear drive arrangement, or as a modular drive arrangement used at either location within the vehicle architecture.

[0094] The example embodiment described above can support several disclosed benefits. For example, the individually operable first and second drive systems, the selectively actuated gear isolation system, the arbitrary coupling of either traction motor 1804 to either driven wheel, and the optional locking differential or limited slip differential can support configurable motive power control, including torque vectoring, power transfer, locking functionality, and continued operation in off-nominal conditions. The use of at least one axial flux motor 1804 and the compact dual motor drive unit arrangement shown in FIG. 18-FIG. 22 can support installation without substantial modifications or customization to the vehicle being converted and can also support preservation of mission space on the vehicle. The configuration in which the first driven wheel comprises two mechanically coupled front wheels or two mechanically coupled rear wheels, optionally through a differential, can support preservation of original powertrain arrangements. The ability to implement the example embodiment at a front location or a rear location, and to use corresponding dual motor drive units in multiple positions on a vehicle, can support scalable capability, for example between dual motor and quad motor embodiments. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0095] An example embodiment of the present disclosure includes a quad motor electric vehicle system, as illustrated for example in FIG. 14-FIG. 17, having a front dual drive motor unit 1402 mechanically coupled to front ground engaging members including front tires 102, a rear dual drive motor unit 1404 mechanically coupled to rear ground engaging members, and a battery pack 902, 1002 attached to a frame of an electric vehicle and positioned between the front dual drive motor unit 1402 and the rear dual drive motor unit 1404. In this example embodiment, the battery pack 902, 1002 is structurally mid-mounted between the front dual drive motor unit 1402 and the rear dual drive motor unit 1404, and in some embodiments the battery pack 902, 1002 comprises aAtty Docket No. SPXM-0007-WGstructural support element for the frame of the electric vehicle. As shown for example in FIG. 16, each dual drive motor unit may include two motors, such as a first drive motor 1602 and a second drive motor 1604 within the front dual drive motor unit 1402, and in some embodiments each motor of the front dual drive motor unit 1402 is at least selectively mechanically coupled to individual front ground engaging members, and each motor of the rear dual drive motor unit 1404 is at least selectively mechanically coupled to individual rear ground engaging members.

[0096] An example embodiment may further include a driveline coupling system configured to at least selectively mechanically couple the front dual drive motor unit 1402 to rear ground engaging members, and / or to at least selectively mechanically couple the rear dual drive motor unit 1404 to front ground engaging members. In some embodiments, the driveline coupling system comprises a dog tooth gear and fork system. In some embodiments, the driveline coupling system is electrically actuated. In some embodiments, the driveline coupling system comprises a clutch operated system, and in some embodiments the clutch operated system is electrically actuated. The selectively engageable driveline coupling arrangement may thereby permit one of the front dual drive motor unit 1402 or the rear dual drive motor unit 1404 to transmit torque to both front and rear portions of the vehicle in selected operating states.

[0097] An example embodiment may be implemented such that at least one of the front ground engaging members or the rear ground engaging members comprises wheels. In some embodiments, the front dual drive motor unit 1402 and the rear dual drive motor unit 1404 are arranged in opposed orientations relative to one another, as shown for example in FIG. 17, and cooperate with the battery pack 1002 to define a compact quad motor vehicle architecture. In some embodiments, the battery pack 902, 1002 is integrated as a structural member of the vehicle, and in other embodiments the battery pack 902, 1002 is cradled by the frame and mounted into the vehicle using fasteners, while remaining positioned between the front and rear dual drive motor units 1402, 1404.

[0098] The example embodiment described above can support several disclosed benefits. For example, the battery pack 902, 1002 positioned between the front dual drive motor unit 1402 and the rear dual drive motor unit 1404 can support preservation of vehicle weight distribution and / or lowering of the center of gravity of the vehicle. The battery pack 902, 1002 configured as a structural support element for the frame can support increased frame stiffness supported by the battery pack. The front dual drive motor unit 1402 and the rear dual drive motor unit 1404, together with the selectively engageable driveline coupling system, can support configurable motive power control, including power transfer between front and rear portions of the vehicle and continued operation in off-nominal conditions. The use of front and rear dual drive motor unitsAtty Docket No. SPXM-0007-WG1402, 1404 in a quad motor architecture can support scalable capability, for example between dual motor and quad motor embodiments. The arrangement in which each motor is at least selectively mechanically coupled to individual front or rear ground engaging members can support configurable motive power control, including torque distribution across selected ground engaging members. The compact placement of the battery pack 902, 1002 between the drive units 1402, 1404 can also support preservation of mission space on the vehicle, such as passenger space and / or cargo space. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0099] An example embodiment of the present disclosure includes a universal electric battery pack system for an off-road vehicle, as illustrated for example in FIG. 9-FIG. 13 and FIG. 23-FIG.34, having a frame, a drive shaft 306 supported by the frame, and a battery pack 902, 1002 attached to the frame and configured to provide scheduled mission energy for the off-road vehicle. In this example embodiment, the battery pack 902, 1002 includes a housing, a plurality of battery cells 2502 arranged in a plurality of bricks 2402, and a center region 1104 extending through the battery pack 902, 1002, wherein the battery pack 902, 1002 is geometrically shaped to bridge the drive shaft 306 such that the drive shaft 306 passes through the center region 1104. In some embodiments, as shown for example in FIG. 11 -FIG. 13, the center region 1104 is geometrically shaped to accommodate the drive shaft 306 and operational movement of the drive shaft 306 during operation of the off-road vehicle. In some embodiments, the battery pack 902, 1002 includes a plurality of mounting feature options configured to fit at least one selected vehicle footprint and to securely couple the battery pack 902, 1002 to the frame while avoiding welding or cutting the frame, and the battery pack 902, 1002 can be positioned beneath a passenger seat of the off-road vehicle. In some embodiments, a charging port 904 is provided for the battery pack 902, 1002 and is positioned to align with a previously installed gas tank filler neck of the off-road vehicle.

[0100] An example embodiment may further include a central control assembly positioned above the center region 1104 or, in other embodiments, below the center region 1104. In certain embodiments, the central control assembly may be positioned to one side (and / or have portions positioned on both sides) of the center region 1104. As shown for example in FIG. 25, central electronics packaging may include a maintenance disconnect 2504 and a battery controller 2506. In some embodiments, the battery pack 902, 1002 further includes a heat rejection system thermally coupled to the plurality of battery cells 2502. In some embodiments, the heat rejection system includes the housing thermally coupled to the plurality of battery cells 2502, the housing being configured to provide cooling support for the plurality of battery cells 2502 in response to contactAtty Docket No. SPXM-0007-WGwith ambient air. In some embodiments, the heat rejection system includes a liquid cooling assembly thermally coupled to the plurality of battery cells 2502, for example using one or more cooling plates 2412, and the battery pack 902, 1002 may further include a coolant inlet port 2302 and a coolant outlet port 2304. In some embodiments, the battery pack 902, 1002 further includes a discrete battery charger, an integrated battery charger, a discrete voltage converter electrically interposed between the plurality of battery cells 2502 and a load, an integrated voltage converter electrically interposed between the plurality of battery cells 2502 and a load, and / or an internal battery control module. In some embodiments, the battery charger may correspond to an on-board charger 908 and the voltage converter may correspond to power electronics 1004.

[0101] An example embodiment may further include a modular battery architecture, as illustrated for example in FIG. 24-FIG. 34, in which the plurality of battery cells 2502 are grouped into modules 2404 for ease of manufacturing and assembly of the battery pack 902. In some embodiments, the battery pack 902 includes an equal number of the plurality of bricks 2402 on each lateral side of the center region 1104. In some embodiments, each of the modules 2404 includes a dedicated control circuit and a dedicated monitoring circuit. In some embodiments, electrical and thermal features of the modular battery architecture may include an intra brick busbar 2406, an inter brick busbar 2410, a maintenance connection busbar 2408, a battery brick connector 2602, a hybrid printed circuit board 2902, a voltage connection 3202, a temperature connection 3204, and series thermal routing through the cooling plates 2412. The modular arrangement may thereby support a compact battery pack 902, 1002 having selected operating voltage, selected total energy storage, and selected cooling capability within a packaging envelope suited for the off-road vehicle.

[0102] The example embodiment described above can support several disclosed benefits. For example, the battery pack 902, 1002 having the center region 1104 shaped to bridge the drive shaft 306, together with the plurality of mounting feature options configured to securely couple the battery pack 902, 1002 to the frame without welding or cutting the frame, can support installation without substantial modifications or customization to the vehicle being converted. The center region 1104 accommodating the drive shaft 306 and operational movement of the drive shaft 306 can support preservation of original powertrain arrangements, including positioning of the drive shaft 306. The battery pack 902, 1002 being positioned beneath a passenger seat can support preservation of mission space on the vehicle while also supporting preservation of vehicle weight distribution and / or lowering the center of gravity of the vehicle. The mounting feature options, including arrangements corresponding to selected vehicle footprints and frame coupling locations such as original mounting points 1102, can support installation utilizing original mount points. TheAtty Docket No. SPXM-0007-WGheat rejection system, including the housing-based cooling arrangement or the liquid cooling assembly with the coolant inlet port 2302, the coolant outlet port 2304, and the cooling plates 2412, together with the dedicated control circuit and dedicated monitoring circuit in each module 2404, can support a robust battery pack design that continues to perform even with external stresses such as experienced during off-road operations. The arrangement of battery cells 2502 into bricks 2402 and modules 2404, together with selectable discrete or integrated charging and voltage conversion features, can support configurable battery arrangements, including operating voltage, total energy storage, and / or variable cooling options, within a same or similar footprint and interface layout. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0103] An example embodiment of the present disclosure includes a kit for converting an originally combustion-driven vehicle to an electric vehicle, as illustrated for example in FIG. 4-FIG. 13. The example embodiment includes a drive motor 502 configured to be operationally coupled to a drivetrain remainder of a combustion vehicle frame remainder, a battery pack 902, 1002 configured to provide scheduled mission energy, and an inverter 514 configured to at least selectively couple the battery pack 902, 1002 to the drive motor 502. As shown for example in FIG. 5 and FIG. 6, the drivetrain remainder may include a transmission 404 retained from the originally combustion-driven vehicle, and the drive motor 502 may be coupled to the transmission 404 through a torque coupling feature operationally interposed between the drive motor 502 and the drivetrain remainder. In some embodiments, the inverter 514 comprises a discrete inverter mounted separately from the drive motor 502. In some embodiments, the inverter 514 comprises an integrated inverter with the drive motor 502. In some embodiments, the drive motor 502 comprises an axial flux traction motor. Example embodiments are compatible with vehicles having an original continuously variable transmission (CVT) style powertrain.

[0104] In some embodiments, the torque coupling feature comprises at least one of a synchronous belt 510, a chain drive, or a continuously variable transmission. In the synchronous-belt arrangement shown for example in FIG. 5, the torque coupling feature may include a drive motor pulley 504, a transmission pulley 508, and the synchronous belt 510 extending therebetween. In some embodiments, the kit further includes a tensioning system for the torque coupling feature, such as a bearing block and jack screws positioned on opposite sides of the drive motor 502 or a supporting bracket. In some embodiments, the torque coupling feature comprises a bolt-on geartrain, such as a gear train housing 602 shown in FIG. 6. In some embodiments, the kit further includes a damping assembly operationally interposed between the transmission 404 of the drivetrain remainder and the drive motor 502, such as a shock load damping assembly 702Atty Docket No. SPXM-0007-WGassociated with a transmission pulley 704 as shown in FIG. 7. In some embodiments, the kit comprises a universally compatible kit for continuously variable transmission style vehicles.

[0105] In some embodiments, the battery pack 902, 1002 comprises a center region 1104 extending through the battery pack 902, 1002, wherein the battery pack 902, 1002 is geometrically shaped to bridge a drive shaft 306 such that the drive shaft 306 passes through the center region 1104, as shown for example in FIG. 11 -FIG. 13. In some embodiments, the battery pack 902, 1002 comprises a plurality of mounting feature options configured to fit at least one selected vehicle footprint and to securely couple the battery pack 902, 1002 to the frame without welding or cutting the frame. As shown for example in FIG. 11, such mounting feature options may cooperate with original mounting points 1102 and other frame-engaging structures so that the battery pack 902, 1002 can be installed within the vehicle package while preserving the drive shaft 306 and associated drivetrain architecture.

[0106] The example embodiment described above can support several disclosed benefits. For example, the universally compatible kit, the bolt-on geartrain 602, the torque coupling feature interposed between the drive motor 502 and the drivetrain remainder, and the plurality of mounting feature options that securely couple the battery pack 902, 1002 to the frame without welding or cutting the frame can support installation without substantial modifications or customization to the vehicle being converted. The drive motor 502 configured to be operationally coupled to the drivetrain remainder, the retained transmission 404, and the battery pack center region 1104 shaped to bridge the drive shaft 306 can support preservation of original powertrain arrangements. The battery pack 902, 1002 shaped to bridge the drive shaft 306 and fit within selected vehicle footprints can support preservation of mission space within the vehicle package. The mounting feature options cooperating with original mounting points 1102 can support installation utilizing original mount points. The battery pack 902, 1002 packaged within the vehicle and shaped around the drive shaft 306 can support preservation of vehicle weight distribution and lowering of the center of gravity. The alternative use of a discrete inverter 514 or an integrated inverter 514, together with alternative torque coupling features including the synchronous belt 510, the chain drive, the continuously variable transmission, or the bolt-on geartrain 602, can support scalable capability across different vehicle configurations. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0107] An example embodiment of the present disclosure includes a universal electric vehicle drive system, as illustrated for example in FIG. 5 and FIG. 7, having a combustion vehicle frame remainder, a drivetrain remainder supported by the combustion vehicle frame remainder andAtty Docket No. SPXM-0007-WGincluding a transmission 404, a drive motor 502 operationally coupled to the drivetrain remainder, a battery pack configured to provide scheduled mission energy, and an inverter 514 configured to at least selectively couple the battery pack to the drive motor 502. In this example embodiment, a synchronous belt torque transmission system is operationally interposed between the drive motor 502 and the transmission 404. The synchronous belt torque transmission system includes a first pulley, for example a drive motor pulley 504, a second pulley, for example a transmission pulley 704, and a synchronous belt 510 extending between the first pulley and the second pulley, such that torque from the drive motor 502 is transferred into the retained transmission 404 through the synchronous belt torque transmission system.

[0108] An example embodiment further includes shock load damping features associated with at least one of the first pulley or the second pulley, as illustrated for example in FIG. 7. In some embodiments, the shock load damping features are configured to absorb shock loads from electric motor torque being transferred into the transmission 404. In some embodiments, the shock load damping features comprise a cushioned sprocket operationally coupled to a spline shaft. In some embodiments, the spline shaft comprises a driven shaft of the drive motor 502. In some embodiments, the spline shaft comprises a driven shaft of the second pulley. Accordingly, the shock load damping features may be positioned at a motor-side location, at a transmission-side location, or at another pulley location within the synchronous belt torque transmission system while still damping torque transients transmitted toward the transmission 404.

[0109] An example embodiment may further be implemented in a compact vehicle conversion architecture in which the drive motor 502 is supported by a drive motor mount bracket 506 and a drive motor mount 516, with the drive motor 502 positioned relative to the transmission 404 to define an efficient torque transfer path through the synchronous belt 510. As shown for example in FIG. 5 and FIG. 7, the drivetrain remainder may continue to include downstream driveline components such as the drive shaft 306, thereby allowing the electric drive system to cooperate with retained vehicle driveline architecture. The shock load damping features may thereby protect the retained transmission 404 and associated torque transfer components while permitting the drive system to be packaged within a constrained off-road vehicle envelope.

[0110] The example embodiment described above can support several disclosed benefits. For example, the combustion vehicle frame remainder, the drivetrain remainder including the retained transmission 404, and the synchronous belt torque transmission system interposed between the drive motor 502 and the transmission 404 can support installation without substantial modifications or customization to the vehicle being converted. The retained transmission 404, together with torque transfer through the synchronous belt 510 into the drivetrain remainder, can supportAtty Docket No. SPXM-0007-WGpreservation of original powertrain arrangements. The compact arrangement of the drive motor 502, the drive motor mount bracket 506, the drive motor mount 516, and the synchronous belt torque transmission system can support preservation of mission space within the vehicle package. The compact torque transfer architecture utilizing the drive motor 502, the pulleys, and the synchronous belt 510 can support preservation of vehicle weight distribution and / or lowering of the center of gravity by facilitating packaging of electric propulsion components within the existing vehicle envelope. The shock load damping features, including the cushioned sprocket operationally coupled to a spline shaft at either the motor side or the pulley side, can support robust operation in the presence of external stresses such as off-road shock loading by reducing torque shocks transmitted into the transmission 404. The use of a synchronous belt torque transmission system with selected pulley-side damping arrangements can also support scalable capability by permitting adaptation of the torque transfer configuration for different vehicle applications and packaging constraints. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0111] An example embodiment of the present disclosure includes a universal electric vehicle drive system, as illustrated for example in FIG. 5 and FIG. 7, having a vehicle with a frame and at least one driven wheel, a transmission 404, a drive motor 502 operationally coupled to a drivetrain remainder, a battery pack configured to provide scheduled mission energy, and an inverter 514 configured to at least selectively couple the battery pack to the drive motor 502. The example embodiment further includes a first rotating element driven by the drive motor 502 and a second rotating element operationally coupled to the at least one driven wheel, wherein the transmission 404 is mechanically interposed between the second rotating element and the at least one driven wheel, and wherein at least one of the first rotating element or the second rotating element comprises a shock load damping feature configured to dampen shock loads from electric motor torque being transferred into the transmission 404. In some embodiments, the first rotating element may correspond to a drive motor pulley 504 and the second rotating element may correspond to a transmission pulley 508, 704, and the shock load damping feature may correspond to the shock load damping assembly 702 associated with the transmission pulley 704.

[0112] In some embodiments, as illustrated for example in FIG. 10-FIG. 13, the transmission 404 comprises at least a portion of an internal combustion drive system remainder of the vehicle, and the battery pack 902, 1002 is mounted to pre-existing mount points 1102 on the frame of the vehicle. In some embodiments, the battery pack 902, 1002 is positioned below a seat of the vehicle. In some embodiments, the internal combustion drive system remainder further comprises a driveAtty Docket No. SPXM-0007-WGshaft 306 configured to transfer torque between the at least one driven wheel at a first end of the vehicle and a second one of the at least one driven wheel at a second end of the vehicle, and the drive shaft 306 passes through a center region 1104 of the battery pack 902, 1002. In some embodiments, the battery pack 902, 1002 further comprises a battery pack controller positioned above the drive shaft 306 or, in other embodiments, below the drive shaft 306, as illustrated for example by central electronics packaging including a battery controller 2506 in FIG. 25.

[0113] In some embodiments, the shock load damping feature is positioned on the first rotating element associated with the drive motor 502. In some embodiments, the shock load damping feature is positioned on the second rotating element associated with the transmission 404. In some embodiments, the shock load damping feature comprises an elastomeric element. In some embodiments, the shock load damping feature comprises a spring based radial damper. The shock load damping feature may thereby be implemented at different positions within the torque transfer path while reducing shock loads transferred into the transmission 404.

[0114] The example embodiment described above can support several disclosed benefits. For example, the transmission 404 comprising at least a portion of an internal combustion drive system remainder, together with the battery pack 902, 1002 mounted to pre-existing mount points 1102, can support installation without substantial modifications or customization to the vehicle being converted and can support installation utilizing original mount points. The drive shaft 306 passing through the center region 1104 of the battery pack 902, 1002, together with the retained transmission 404, can support preservation of original powertrain arrangements. The battery pack 902, 1002 positioned below a seat of the vehicle can support preservation of mission space on the vehicle and can support preservation of vehicle weight distribution and / or lowering the center of gravity of the vehicle. The shock load damping feature positioned on the first rotating element or the second rotating element, including embodiments using an elastomeric element or a spring based radial damper, can support robust operation in the presence of external stresses such as experienced during off-road operations by reducing shock loads transferred into the transmission 404. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0115] An example embodiment of the present disclosure includes an apparatus having a battery pack 902, 1002 configured to provide scheduled mission energy for a mission of an off-road vehicle, as illustrated for example in FIG. 9-FIG. 13 and FIG. 23 -FIG. 34. In this example embodiment, the battery pack 902, 1002 further includes a plurality of power cells 2502 and a heat rejection system thermally coupled to the power cells 2502. In some embodiments, the heat rejection system includes a housing thermally coupled to the power cells 2502, the housing beingAtty Docket No. SPXM-0007-WGconfigured to provide cooling support for the power cells 2502 in response to contact with ambient air. In some embodiments, the heat rejection system includes a liquid cooling assembly thermally coupled to the plurality of power cells 2502, for example through one or more cooling plates 2412, and the battery pack 902 may further include a coolant inlet port 2302 and a coolant outlet port 2304. As shown for example in FIG. 9 and FIG. 12, the apparatus can further include a charging port 904 for the battery pack 902, 1002, and in some embodiments the charging port 904 is positioned to align with a previously installed gas tank filler neck of the off-road vehicle.

[0116] An example embodiment may further be configured such that the battery pack 902, 1002 is positioned beneath a passenger seat of the off-road vehicle, as illustrated for example in FIG. 10. In some embodiments, the battery pack 902, 1002 further includes a discrete battery charger, such as an on-board charger 908 positioned external to the battery pack 902, 1002. In some embodiments, the battery pack 902, 1002 further includes an integrated battery charger. In some embodiments, the battery pack 902, 1002 further includes a discrete voltage converter electrically interposed between the power cells 2502 and a load, or an integrated voltage converter electrically interposed between the power cells 2502 and a load, such as power electronics 1004 associated with the battery pack 1002 shown in FIG. 10. In some embodiments, the battery pack 902, 1002 further includes an internal battery control module.

[0117] An example embodiment may further include a modular battery architecture, as illustrated for example in FIG. 24-FIG. 32, in which the plurality of power cells 2502 are grouped into modules 2404 for ease of at least one of manufacturing or assembly of the battery pack 902, 1002. In some embodiments, each of the modules 2404 includes a dedicated control circuit and a dedicated monitoring circuit. As shown for example in FIG. 25 and FIG. 32, the modular arrangement may cooperate with a battery controller 2506, a voltage connection 3202, and a temperature connection 3204 to support monitoring and management of the battery pack 902, 1002.

[0118] The example embodiment described above can support several disclosed benefits. For example, the battery pack 902, 1002 configured to be positioned beneath a passenger seat, together with the charging port 904 positioned to align with a previously installed gas tank filler neck, can support installation without substantial modifications or customization to the vehicle being converted. The battery pack 902, 1002 positioned beneath a passenger seat, together with inclusion of a discrete battery charger 908 or an integrated battery charger and a discrete voltage converter or an integrated voltage converter, can support preservation of mission space on the vehicle. The heat rejection system, including either the housing configured to provide cooling support in response to contact with ambient air or the liquid cooling assembly with the coolant inlet port 2302 and theAtty Docket No. SPXM-0007-WGcoolant outlet port 2304, can support a robust battery pack design that continues to perform even with external stresses such as experienced during off road operations. The grouping of the power cells 2502 into modules 2404, together with alternative cooling arrangements, charging arrangements, voltage conversion arrangements, and an internal battery control module, can support configurable battery arrangements, including operating voltage, total energy storage, and / or variable cooling options, within a same or similar footprint and interface layout. The modular arrangement of the power cells 2502 into modules 2404 can also support scalable capability by facilitating adaptation of the battery pack 902, 1002 for different vehicle applications and energy requirements. The battery pack 902, 1002 positioned beneath a passenger seat can further support preservation of vehicle weight distribution, and / or lowering the center of gravity of the vehicle. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0119] An example embodiment of the present disclosure includes an electric vehicle having a battery pack 902, as illustrated for example in FIG. 23-FIG. 26, the battery pack 902 including a plurality of bricks 2402, each brick 2402 including a plurality of battery cells 2502 and a selected voltage value comprising a series accumulation of individual voltages of the plurality of battery cells 2502. In some embodiments, the battery pack 902 further includes a plurality of battery modules 2404, each battery module 2404 having a plurality of bricks 2402, and each battery module 2404 being associated with at least one cooling plate 2412 of the battery pack 902. In some embodiments, the selected voltage value corresponds to an operating voltage of the electric vehicle, and the battery pack 902 further includes a selected capacity value comprising a usable energy accumulation of the plurality of battery modules 2404. As shown for example in FIG. 24 and FIG. 26, the modular arrangement of the bricks 2402, the modules 2404, and the cooling plates 2412 provides a structured internal energy-storage architecture for the battery pack 902.

[0120] An example embodiment further includes, as illustrated for example in FIG. 25, a housing defining the plurality of bricks 2402 and comprising a central platform, and a controller for the battery pack 902 disposed on the central platform. In some embodiments, the controller includes a plurality of battery monitors for the plurality of battery cells 2502. In some embodiments, the controller includes a plurality of battery controllers for the plurality of battery cells 2502. The centrally positioned controller architecture may cooperate with the modular arrangement of the bricks 2402 and modules 2404 so that control, monitoring, and service-related components are arranged in an organized manner within the battery pack 902.

[0121] An example embodiment further includes, as illustrated for example in FIG. 28-FIG. 32, the plurality of battery cells 2502 having an aligned terminal arrangement. In some embodiments,Atty Docket No. SPXM-0007-WGeach brick 2402 includes a printed circuit board busbar, such as a hybrid printed circuit board 2902, the printed circuit board busbar electrically coupling to the plurality of battery cells 2502 on a first side and to current collectors on a second side. In some embodiments, the printed circuit board busbar includes a bent metal plate configured to accommodate axial translation of the plurality of battery cells 2502 while maintaining electrical contact, and the bent metal plate includes a nickel plate. In some embodiments, the printed circuit board busbar further includes at least one of temperature monitoring circuits or voltage monitoring circuits for the plurality of battery cells 2502, with the temperature monitoring circuits or voltage monitoring circuits routed through an inner layer of the printed circuit board busbar, as further illustrated by the voltage connection 3202 and the temperature connection 3204 in FIG. 32. In some embodiments, the printed circuit board busbar further includes terminating copper bus bars positioned at each end of the corresponding brick 2402.

[0122] The example embodiment described above can support several disclosed benefits. For example, the plurality of bricks 2402, the plurality of battery modules 2404, the selected voltage value, and the selected capacity value can support configurable battery arrangements, including operating voltage and total energy storage selection within a same or similar footprint and interface layout. The modular arrangement of the bricks 2402 and modules 2404 can also support scalable capability by permitting the battery pack 902 to be configured for different vehicle energy requirements. The cooling plates 2412, the plurality of battery monitors, the plurality of battery controllers, and the temperature monitoring circuits or voltage monitoring circuits routed through an inner layer of the printed circuit board busbar can support a robust battery pack design that continues to perform even with external stresses such as experienced during off-road operations. The aligned terminal arrangement of the battery cells 2502, the printed circuit board busbar architecture, the terminating copper bus bars, and the controller disposed on the central platform can support preservation of mission space by enabling an orderly and compact battery pack layout within a constrained vehicle package. The same compact modular battery architecture, including the bricks 2402, modules 2404, central platform, and integrated monitoring and busbar features, can support preservation of vehicle weight distribution and / or lowering the center of gravity of the vehicle by facilitating dense and centralized packaging of battery components. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0123] An example embodiment of the present disclosure includes an electric vehicle system having a battery pack 902 configured to provide scheduled mission energy and a dual motor drive unit, as illustrated for example in FIG. 18-FIG. 22. The dual motor drive unit comprises a firstAtty Docket No. SPXM-0007-WGdrive system and a second drive system. In this example embodiment, the first drive system includes a first traction motor 1804 and a first inverter 1802, and the second drive system includes a second traction motor 1804 and a second inverter 1802. A drive motor controller is operationally coupled to the first inverter 1802 and the second inverter 1802. The first inverter 1802 is configured to at least selectively couple the battery pack 902 to the first traction motor 1804, and the second inverter 1802 is configured to at least selectively couple the battery pack 902 to the second traction motor 1804. The drive motor controller is configured to control operation of the first drive system and the second drive system. In some embodiments, each inverter 1802 is configured to convert direct current from the battery pack 902 to alternating current for the corresponding traction motor 1804.

[0124] In some embodiments, each inverter 1802 comprises a discrete inverter separated from the corresponding traction motor 1804 and electrically connected to the corresponding traction motor 1804 by high voltage cables. In other embodiments, each inverter 1802 is integrated with the corresponding traction motor 1804, is closely coupled to the corresponding traction motor 1804, and is positioned within a same housing as the corresponding traction motor 1804, as illustrated for example in FIG. 18 and FIG. 22. In some embodiments, each integrated inverter 1802 shares a geometric shape with the corresponding traction motor 1804. In some embodiments, each integrated inverter 1802 is electrically connected to the corresponding traction motor 1804 by rigid busbars. In some embodiments, at least one of the first traction motor 1804 or the second traction motor 1804 comprises an axial flux motor. As shown schematically in FIG. 19, the first drive system and the second drive system may be operated independently.

[0125] In some embodiments, the drive motor controller is configured to provide individual wheel control. In some embodiments, the drive motor controller is configured to operate the first drive system and the second drive system independently to produce a virtual differential torque vectoring feature, a virtual locker feature, or a virtual power transfer feature. In some embodiments, the virtual differential torque vectoring feature is calculated using an active torque vectoring motor controls algorithm based on vehicle sensors and driver inputs. In some embodiments, the electric vehicle system further includes a gear isolation system comprising a dog tooth gear and fork system having electrically actuated components. As illustrated for example in FIG. 20 and FIG. 21, the gear isolation system may be configured to at least selectively isolate one of the first traction motor 1804 or the second traction motor 1804 from a corresponding driven wheel and to at least selectively couple the other of the first traction motor 1804 or the second traction motor 1804 to the corresponding driven wheel.Atty Docket No. SPXM-0007-WG

[0126] The example embodiment described above can support several disclosed benefits. For example, the drive motor controller configured to control the first drive system and the second drive system, including individual wheel control, the virtual differential torque vectoring feature, the virtual locker feature, and the virtual power transfer feature, can support configurable motive power control. The gear isolation system having electrically actuated dog tooth gear and fork components, together with the ability to selectively isolate one traction motor 1804 and selectively couple the other traction motor 1804 to a corresponding driven wheel, can support continued operation in off-nominal conditions such as loss of one motor and can further support robust operation in demanding off-road environments. The dual motor drive unit architecture, including the first drive system and the second drive system, can support scalable capability and can serve as a modular building block for larger vehicle architectures. The use of axial flux traction motors 1804 and integrated inverters 1802 closely coupled within a same housing can support preservation of mission space through compact packaging and can also support installation without substantial modifications or customization in a converted vehicle package. The battery pack 902 providing scheduled mission energy together with the compact dual motor drive unit packaging can support preservation of vehicle weight distribution and / or lowering of the center of gravity of the vehicle. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0127] An example embodiment of the present disclosure includes an electric vehicle system, as illustrated for example in FIG. 14-FIG. 17, having a front dual drive motor unit 1402, a rear dual drive motor unit 1404, a battery pack 902, 1002 positioned between the front dual drive motor unit 1402 and the rear dual drive motor unit 1404, and a drive motor controller operationally coupled to the front dual drive motor unit 1402 and the rear dual drive motor unit 1404. In this example embodiment, the rear dual drive motor unit 1404 is oriented opposite the front dual drive motor unit 1402, as shown for example in FIG. 17, and the drive motor controller is configured to operate the front dual drive motor unit 1402 and the rear dual drive motor unit 1404 such that the front dual drive motor unit 1402 and the rear dual drive motor unit 1404 spin in opposite directions simultaneously to move the electric vehicle forward or backward. As shown for example in FIG.14 and FIG. 15, the battery pack 902, 1002 is positioned in a structurally mid-mounted location between the two dual drive motor units 1402, 1404.

[0128] An example embodiment may further include, in each of the front dual drive motor unit 1402 and the rear dual drive motor unit 1404, a first drive system and a second drive system. As shown for example in FIG. 16, a representative dual drive motor unit 1402 includes a first drive motor 1602 and a second drive motor 1604, and in some embodiments each of the first driveAtty Docket No. SPXM-0007-WGsystem and the second drive system comprises an axial flux traction motor and an inverter. In some embodiments, each inverter is configured to convert direct current from the battery pack 902, 1002 to alternating current for the corresponding axial flux traction motor, and each inverter is configured to at least selectively couple the battery pack 902, 1002 to the corresponding axial flux traction motor. In some embodiments, each inverter comprises a discrete inverter separated from the corresponding axial flux traction motor and electrically connected thereto by high voltage cables. In other embodiments, as shown for example in FIG. 18 and FIG. 22, each inverter 1802 is integrated with the corresponding traction motor 1804, is positioned within a same housing as the corresponding traction motor 1804, and is electrically connected to the corresponding traction motor 1804 by rigid busbars.

[0129] An example embodiment may further include a drive motor controller configured to control each of the first drive system and the second drive system in each of the front dual drive motor unit 1402 and the rear dual drive motor unit 1404 independently. In some embodiments, the drive motor controller is configured to provide individual wheel control and to operate the first drive system and the second drive system independently to produce a virtual differential torque vectoring feature, a virtual locker feature, or a virtual power transfer feature. In some embodiments, the virtual differential torque vectoring feature is calculated using an active torque vectoring motor controls algorithm based on vehicle sensors and driver inputs. In some embodiments, the electric vehicle system further includes a gear isolation system comprising a dog tooth gear and fork system having electrically actuated components, as shown for example in FIG.20 and FIG. 21, thereby supporting selective drivetrain reconfiguration during operation of the vehicle.

[0130] The example embodiment described above can support several disclosed benefits. For example, the front dual drive motor unit 1402 and the rear dual drive motor unit 1404, together with the battery pack 902, 1002 positioned between them, can support preservation of vehicle weight distribution and / or lowering the center of gravity of the vehicle. The front dual drive motor unit 1402 and the rear dual drive motor unit 1404 arranged as a quad motor architecture can support scalable capability, for example between dual motor and quad motor embodiments. The drive motor controller configured for independent control of the first drive system and the second drive system, together with individual wheel control, the virtual differential torque vectoring feature, the virtual locker feature, and the virtual power transfer feature, can support configurable motive power control. The gear isolation system comprising a dog tooth gear and fork system having electrically actuated components can further support configurable motive power control and continued operation in off-nominal conditions such as with the loss of a motor. The battery packAtty Docket No. SPXM-0007-WG902, 1002 positioned in a structurally mid-mounted location between the dual drive motor units 1402, 1404 can support preservation of mission space on the vehicle and, in embodiments in which the battery pack contributes structurally to the vehicle architecture shown in FIG. 14-FIG. 17, can support increased frame stiffness supported by the battery pack. The use of axial flux traction motors and integrated inverter arrangements, including integrated inverters 1802 packaged with corresponding traction motors 1804, can support compact packaging and can thereby support installation without substantial modifications or customization in selected vehicle implementations. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0131] An example embodiment of the present disclosure includes a vehicle architecture, as illustrated for example in FIG. 14-FIG. 17, having at least one drive unit, a plurality of ground engaging members such as front tires 102 (e.g., and / or skids, skis, tracks, etc.), a frame, and a battery pack 902, 1002 attached to the frame. In some embodiments, the at least one drive unit comprises a dual motor drive unit. In some embodiments, the at least one drive unit comprises two dual motor drive units, thereby producing a quad motor vehicle architecture including a front dual drive motor unit 1402 and a rear dual drive motor unit 1404 with the battery pack 902, 1002 positioned therebetween.

[0132] An example embodiment may further include the front dual drive motor unit 1402 located near a front axle and the rear dual drive motor unit 1404 located near a rear axle, as shown for example in FIG. 14-FIG. 17. In some embodiments, the rear dual drive motor unit 1404 is rotated 180 degrees with respect to the front dual drive motor unit 1402, as illustrated for example in FIG.17. In this arrangement, the battery pack 902, 1002 may be structurally mid-mounted between the front dual drive motor unit 1402 and the rear dual drive motor unit 1404 to provide a compact vehicle layout.

[0133] An example embodiment may further include the battery pack 902, 1002 as a structurally integral member of the frame. In other embodiments, as shown for example in FIG. 14 and FIG. 15, the battery pack 902, 1002 is cradled by the frame and mounted into the vehicle using fasteners. Accordingly, the vehicle architecture may be implemented with either a structural battery-pack arrangement or a cradled battery -pack arrangement while maintaining the relationship of the at least one drive unit, the frame, and the plurality of ground engaging members.

[0134] The example embodiment described above can support several disclosed benefits. For example, the at least one drive unit comprising either a dual motor drive unit or two dual motor drive units can support scalable capability, including implementation across different vehicle configurations. The battery pack 902, 1002 attached to the frame, and in particular positionedAtty Docket No. SPXM-0007-WGbetween the front dual drive motor unit 1402 and the rear dual drive motor unit 1404, can support preservation of vehicle weight distribution and / or lowering of the center of gravity of the vehicle. The battery pack 902, 1002 configured as a structurally integral member of the frame can support increased frame stiffness supported by the battery pack. The compact arrangement of the front dual drive motor unit 1402, the rear dual drive motor unit 1404, and the battery pack 902, 1002 within the vehicle architecture can support preservation of mission space on the vehicle. The embodiment in which the battery pack 902, 1002 is cradled by the frame and mounted using fasteners can support installation without substantial modifications or customization in selected vehicle implementations. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0135] An example embodiment of the present disclosure includes a drive unit, as illustrated for example in FIG. 18-FIG. 22, having two halves with individually operable drive systems, wherein each drive system includes an axial flux traction motor 1804 and an inverter 1802. In some embodiments, each drive system further includes a first gearset operationally coupled to the axial flux traction motor 1804 and an output gearset operationally coupled to the first gearset. For example, as shown in FIG. 18, each drive system may include a traction motor gearset 1812 operationally coupled to the axial flux traction motor 1804 and an output gearset 1808 arranged downstream within the drive unit. In some embodiments, each drive system further includes an intermediate gearset 1806 operationally interposed between the traction motor gearset 1812 and the output gearset 1808. In some embodiments, each drive system further includes a lubrication system and a cooling system, and the gear system center structure 1810 may support shafts, bearings, lubrication features, and thermal management features for the corresponding drive systems.

[0136] An example embodiment may further include the inverter 1802 closely coupled to the corresponding axial flux traction motor 1804 and positioned within a same housing with the corresponding axial flux traction motor 1804, as illustrated for example in FIG. 18 and FIG. 22. In some embodiments, the inverter 1802 is closely coupled to the corresponding axial flux traction motor 1804 and shares a geometric shape with the corresponding axial flux traction motor 1804, thereby providing a compact package within a constrained vehicle envelope. In some embodiments, the individual drive systems are configured to operate independently to produce a virtual differential torque vectoring feature, a virtual locker feature, and / or a virtual power transfer feature, as schematically represented by the independently operating halves shown in FIG. 19.

[0137] An example embodiment may further include a mechanical dog tooth gear and fork system associated with a first one of the drive systems and configured to decouple an output shaft of the first one of the drive systems from a traction motor gear of the first one of the drive systems,Atty Docket No. SPXM-0007-WGas illustrated for example by the disconnect state shown in FIG. 20. In some embodiments, the first one of the drive systems and a second one of the drive systems further include a mechanical dog tooth gear and fork system configured to couple an output gear of the first one of the drive systems to an output gear of the second one of the drive systems, enabling locked mechanical differential operation, as illustrated for example by the coupled operating state shown in FIG. 21. In some embodiments, the mechanical dog tooth gear and fork system comprises mechanically actuated components, electrically actuated components, both mechanically actuated and electrically actuated components, or pneumatically actuated components.

[0138] The example embodiment described above can support several disclosed benefits. For example, the individually operable drive systems, the virtual differential torque vectoring feature, the virtual locker feature, the virtual power transfer feature, and the mechanical dog tooth gear and fork system configured to selectively decouple or couple portions of the drive unit can support configurable motive power control, including locking differential capability, power transfer capability, torque vectoring capability, and continued operation in off-nominal conditions such as with the loss of a motor. The two-half drive unit architecture can support scalable capability, for example as a modular unit that can be utilized in dual motor and quad motor embodiments. The axial flux traction motors 1804, the closely coupled inverters 1802, and the common housing arrangement shown in FIG. 18 and FIG. 22 can support installation without substantial modifications or customization in vehicle implementations having constrained packaging space and can also support preservation of mission space on the vehicle through compact packaging. The compact arrangement of the axial flux traction motors 1804, the inverters 1802, the traction motor gearsets 1812, the intermediate gearsets 1806, and the output gearsets 1808 can further support preservation of vehicle weight distribution and / or lowering the center of gravity of the vehicle by allowing the drive unit to be packaged efficiently within the vehicle envelope. The lubrication system and the cooling system supported by the gear system center structure 1810 can support robust operation of the drive unit in demanding operating conditions, including conditions associated with off-road use. The described benefits are non-limiting, and a given embodiment may have other benefits as set forth in the disclosure, and / or may not include one or more of the described benefits.

[0139] An example embodiment of the present disclosure includes an electric vehicle having a battery pack 902, as illustrated for example in FIG. 11 -FIG. 13 and FIG. 23-FIG. 32, the battery pack 902 including a plurality of bricks 2402, each brick 2402 including a plurality of battery cells 2502 and a selected voltage value comprising a series accumulation of individual voltages of the plurality of battery cells 2502, and further including a means for accommodating a drive shaft 306Atty Docket No. SPXM-0007-WGpassing through a center region 1104 of the battery pack 902. In this example embodiment, the battery pack 902 is shaped such that the drive shaft 306 passes through the center region 1104, thereby allowing the battery pack 902 to bridge the driveline while remaining packaged within the vehicle envelope.

[0140] An example embodiment can further include a plurality of battery modules 2404, each battery module 2404 having a plurality of the bricks 2402, and each battery module 2404 being associated with at least one cooling plate 2412 of the battery pack 902, as illustrated for example in FIG. 24-FIG. 28. In some embodiments, the battery pack 902 further includes a housing defining the plurality of bricks 2402 and comprising a central platform, and a controller for the battery pack 902 disposed on the central platform, as illustrated for example in FIG. 25. In some embodiments, the drive shaft 306 passes through the center region 1104 of the battery pack 902 below the central platform, as illustrated for example in FIG. 11 -FIG. 13 and consistent with the central electronics arrangement shown in FIG. 25.

[0141] An example embodiment can further include the plurality of battery cells 2502 having an aligned terminal arrangement, as illustrated for example in FIG. 28, and the plurality of bricks 2402 each further comprising a printed circuit board, such as a hybrid printed circuit board 2902 shown in FIG. 29-FIG. 31 , providing electrical connectivity for the plurality of battery cells 2502. In some embodiments, the printed circuit board cooperates with battery -brick electrical features including a battery brick connector 2602, voltage connection 3202, and temperature connection 3204, thereby supporting an organized and compact battery architecture.

[0142] The example embodiment described above can support several disclosed benefits. For example, the means for accommodating the drive shaft 306 through the center region 1104 of the battery pack 902 can support preservation of original powertrain arrangements, including positioning of the drive shaft, and can also support installation without substantial modifications or customization to the vehicle being converted. The battery pack 902 bridging the drive shaft 306 rather than displacing vehicle space can support preservation of mission space on the vehicle, such as passenger space and / or cargo space. The plurality of bricks 2402, the selected voltage value, the plurality of battery modules 2404, and the cooling plates 2412 can support configurable battery arrangements, including operating voltage, total energy storage, and / or variable cooling options, within a same or similar footprint and interface layout. The plurality of battery modules 2404 associated with cooling plates 2412, together with the printed circuit board 2902 providing electrical connectivity for the plurality of battery cells 2502, can support a robust battery pack design that continues to perform even with external stresses such as experienced during off road operations. The compact arrangement of the battery pack 902 around the center region 1104,Atty Docket No. SPXM-0007-WGtogether with the housing and central platform supporting the controller, can support preservation of vehicle weight distribution, and / or lowering the center of gravity of the vehicle. The described benefits are non-limiting, and a given embodiment can have other benefits as set forth in the disclosure, and / or can omit one or more of the described benefits.

[0143] An example embodiment of the present disclosure includes a vehicle arrangement in which a first motor drives front wheels and a second motor drives rear wheels, wherein one or both corresponding drive systems may be oriented differently than depicted examples such as FIG. 5 or FIG. 7. For example, a drive motor 502, associated torque transmission components, and / or a transmission 404 may be rotated relative to the depicted orientations so that a motor output shaft points directly forward or rearward in a fully perpendicular arrangement, may be positioned at an oblique angle relative to the depicted examples, and / or may remain generally consistent with the depicted examples while utilizing one or more additional mechanical components to change the direction of torque transfer toward a selected front driveline and / or rear driveline. Accordingly, the disclosed drive system arrangements are not limited to the specific orientations illustrated, and may be rotated, reoriented, or otherwise mechanically adapted to support front-wheel drive, rear-wheel drive, and / or split front-and-rear drive implementations in any embodiment as set forth throughout the present disclosure.

[0144] Any operation, control action, monitoring action, determination, calculation, response, adjustment, actuation, coupling, decoupling, charging operation, thermal management operation, protection operation, or other functionality described herein may be performed, in whole or in part, by a controller. The controller may include any suitable computing device, processor, microprocessor, control module, battery management system component, inverter control component, motor control component, logic circuit, programmable hardware, non-programmable hardware, analog circuitry, digital circuitry, and / or other hardware configured to respond to one or more operational conditions to perform one or more described operations. Any such controller may be provided as a single device, as multiple devices, and / or as a distributed device architecture. In any embodiment, the controller may be positioned, in whole or in part, on the battery pack, elsewhere on the vehicle, on a drive unit, in power electronics, in a charging system, and / or at any other location in the system. Positioning on the battery pack may provide integrated protection for the controller and a central location for associated wires, connections, sensors, and / or communications. Nevertheless, any controller may be positioned, in whole or in part, in any other location as desired, and different portions of a controller arrangement may be separated from one another and communicatively coupled in any suitable manner.Atty Docket No. SPXM-0007-WQ

[0145] Certain operations described herein include interpreting, receiving, and / or determining one or more values, parameters, inputs, data, or other information. Operations including interpreting, receiving, and / or determining any value parameter, input, data, and / or other information include, without limitation: receiving data via a user input; receiving data over a network of any ty pe; reading a data value from a memory location in communication with the receiving device; utilizing a default value as a received data value; estimating, calculating, or deriving a data value based on other information available to the receiving device; and / or updating any of these in response to a later received data value. In certain embodiments, a data value may be received by a first operation, and later updated by a second operation, as part of the receiving a data value. For example, when communications are down, intermittent, or interrupted, a first operation to interpret, receive, and / or determine a data value may be performed, and when communications are restored an updated operation to interpret, receive, and / or determine the data value may be performed.

[0146] Certain logical groupings of operations herein, for example methods or procedures of the current disclosure, are provided to illustrate aspects of the present disclosure. Operations described herein are schematically described and / or depicted, and operations may be combined, divided, reordered, added, or removed in a manner consistent with the disclosure herein. It is understood that the context of an operational description may require an ordering for one or more operations, and / or an order for one or more operations may be explicitly disclosed, but the order of operations should be understood broadly, where any equivalent grouping of operations to provide an equivalent outcome of operations is specifically contemplated herein. For example, if a value is used in one operational step, the determining of the value may be required before that operational step in certain contexts (e.g. where the time delay of data for an operation to achieve a certain effect is important), but may not be required before that operation step in other contexts (e.g. where usage of the value from a previous execution cycle of the operations would be sufficient for those purposes). Accordingly, in certain embodiments an order of operations and grouping of operations as described is explicitly contemplated herein, and in certain embodiments re-ordering, subdivision, and / or different grouping of operations is explicitly contemplated herein.

[0147] While the disclosure has been disclosed in connection with the preferred embodiments shown and described in detail, various modifications and improvements thereon will become readily apparent to those skilled in the art. Accordingly, the scope of the present disclosure is not to be limited by the foregoing examples, but is to be understood in the broadest sense allowable by law.

Claims

Atty Docket No. SPXM-0007-WQWhat is claimed is:

1. A drive system for an electric vehicle, comprising:a first drive system including a first traction motor, a first inverter, and a first geartrain mechanically coupling the first traction motor to a first driven wheel;a second drive system including a second traction motor, a second inverter, and a second geartrain mechanically coupling the second traction motor to a second driven wheel;wherein the first drive system and the second drive system are individually operable; and a gear isolation system configured to at least selectively isolate the first traction motor from the first driven wheel, and to at least selectively couple the second traction motor with the first driven wheel.

2. The drive system of claim 1 , wherein the gear isolation system comprises a dog tooth gear and fork system.

3. The drive system of claim 2, wherein the gear isolation system is electrically actuated.

4. The drive system of claim 1, wherein the gear isolation system comprises at least one clutch mechanically interposed between the first traction motor and the first driven wheel.

5. The drive system of claim 4, wherein the gear isolation system further comprises at least one second clutch mechanically interposed between the second traction motor and the first driven wheel.

6. The drive system of claim 1 , wherein at least one of the first traction motor or the second traction motor comprises an axial flux motor.

7. The drive system of claim 1, wherein the gear isolation system is further configured to arbitrarily couple either the first traction motor or the second traction motor to either of the first driven wheel or the second driven wheel.

8. The drive system of claim 1 , wherein the first driven wheel comprises two mechanically coupled front wheels of the electric vehicle.

9. The drive system of claim 8, wherein the two mechanically coupled front wheels are coupled through a differential.

10. The drive system of claim 9, wherein the differential comprises a locking differential.

11. The drive system of claim 10, wherein the locking differential is electrically actuated.

12. The drive system of claim 9, wherein the differential comprises a limited slip differential.

13. The drive system of claim 1, wherein the first driven wheel comprises two mechanically coupled rear wheels of the electric vehicle.

14. A quad motor electric vehicle system, comprising:Atty Docket No. SPXM-0007-WQa front dual motor drive unit mechanically coupled to front ground engaging members;a rear dual motor drive unit mechanically coupled to rear ground engaging members; and a battery pack attached to a frame of an electric vehicle, the battery pack positioned between the front dual motor drive unit and the rear dual motor drive unit.

15. The quad motor electric vehicle system of claim 14, wherein the battery pack comprises a structural support element for the frame of the electric vehicle.

16. The quad motor electric vehicle system of claim 14, wherein each motor of the front dual motor drive unit is at least selectively mechanically coupled to individual front ground engaging members.

17. The quad motor electric vehicle system of claim 16, wherein each motor of the rear dual motor drive unit is at least selectively mechanically coupled to individual rear ground engaging members.

18. The quad motor electric vehicle system of claim 14, further comprising a driveline coupling system configured to at least selectively mechanically couple the front dual motor drive unit to rear ground engaging members.

19. The quad motor electric vehicle system of claim 18, wherein the driveline coupling system comprises a dog tooth gear and fork system.

20. The quad motor electric vehicle system of claim 19, wherein the driveline coupling system is electrically actuated.

21. The quad motor electric vehicle system of claim 18, wherein the driveline coupling system comprises a clutch operated system.

22. The quad motor electric vehicle system of claim 21, wherein the clutch operated system is electrically actuated.

23. The quad motor electric vehicle system of claim 14, further comprising a driveline coupling system configured to at least selectively mechanically couple the rear dual motor drive unit to front ground engaging members.

24. The quad motor electric vehicle system of claim 23, wherein the driveline coupling system comprises a dog tooth gear and fork system.

25. The quad motor electric vehicle system of claim 24, wherein the driveline coupling system is electrically actuated.

26. The quad motor electric vehicle system of claim 23, wherein the driveline coupling system comprises a clutch operated system.

27. The quad motor electric vehicle system of claim 26, wherein the clutch operated system is electrically actuated.Atty Docket No. SPXM-0007-WQ28. The quad motor electric vehicle system of claim 14, wherein at least one of the front ground engaging members or the rear ground engaging members comprise wheels.

29. A universal electric battery pack system for an off-road vehicle, comprising:a frame;a drive shaft supported by the frame;a battery pack attached to the frame and configured to provide scheduled mission energy for the off-road vehicle, the battery pack comprising a housing, a plurality of battery cells arranged in a plurality of bricks, and a center region extending through the battery pack, wherein the battery pack is geometrically shaped to bridge the drive shaft such that the drive shaft passes through the center region of the battery pack; andwherein the battery pack comprises a plurality of mounting feature options configured to fit at least one selected vehicle footprint.

30. The universal electric battery pack system of claim 29, wherein the battery pack comprises a central control assembly, wherein the central control assembly is positioned above the center region of the battery pack.

31. The universal electric battery pack system of claim 29, wherein the battery pack comprises a central control assembly, wherein the central control assembly is positioned below the center region of the battery pack.

32. The universal electric battery pack system of claim 29, wherein the battery pack comprises an equal number of the plurality of bricks on each lateral side of the center region.

33. The universal electric battery pack system of claim 29, wherein the center region is geometrically shaped to accommodate the drive shaft and operational movement of the drive shaft during operations of the off-road vehicle.

34. The universal electric battery pack system of claim 29, wherein the battery pack further comprises a heat rejection system thermally coupled to the plurality of battery cells.

35. The universal electric battery pack system of claim 34, wherein the heat rejection system comprises the housing thermally coupled to the plurality of battery cells, the housing configured to provide cooling support for the plurality of battery cells in response to contact with ambient air.

36. The universal electric battery pack system of claim 34, wherein the heat rejection system comprises a liquid cooling assembly thermally coupled to the plurality of battery cells.

37. The universal electric battery pack system of claim 36, wherein the battery pack further comprises a coolant inlet port and a coolant outlet port.

38. The universal electric battery pack system of claim 29, further comprising a charging port forAtty Docket No. SPXM-0007-WQthe battery pack.

39. The universal electric battery pack system of claim 38, wherein the charging port is positioned to align with a previously installed gas tank filler neck of the off-road vehicle.

40. The universal electric battery pack system of claim 29, wherein the battery pack is configured to be positioned beneath a passenger seat of the off-road vehicle.

41. The universal electric battery pack system of claim 29, wherein the battery pack further comprises a discrete battery charger.

42. The universal electric battery pack system of claim 29, wherein the battery pack further comprises an integrated battery charger.

43. The universal electric battery pack system of claim 29, wherein the battery pack further comprises a discrete voltage converter electrically interposed between the plurality of battery cells and a load.

44. The universal electric battery pack system of claim 29, wherein the battery pack further comprises an integrated voltage converter electrically interposed between the plurality of battery cells and a load.

45. The universal electric battery pack system of claim 29, wherein the battery pack further comprises an internal battery control module.

46. The universal electric battery pack system of claim 29, wherein the plurality of battery cells are grouped into modules for ease of at least one of manufacturing or assembly of the battery pack.

47. The universal electric battery pack system of claim 46, wherein each of the modules comprises a dedicated control circuit.

48. The universal electric battery pack system of claim 46, wherein each of the modules comprises a dedicated monitoring circuit.

49. A kit, comprising:a drive motor configured to be operationally coupled to a drivetrain remainder of a combustion vehicle frame remainder;a battery pack configured to provide scheduled mission energy; andan inverter configured to at least selectively couple the battery pack to the drive motor.

50. The kit of claim 49, wherein the inverter comprises a discrete inverter.

51. The kit of claim 49, wherein the inverter comprises an integrated inverter with the drive motor.

52. The kit of claim 49, wherein the drive motor comprises an axial flux traction motor.

53. The kit of claim 49, further comprising a damping assembly operationally interposed between a transmission of the drivetrain remainder and the drive motor.Atty Docket No. SPXM-0007-WQ54. The kit of claim 49, wherein the kit comprises a universally compatible kit for CVT style vehicles.

55. The kit of claim 49, further comprising a torque coupling feature operationally interposed between the drive motor and the drivetrain remainder.

56. The kit of claim 55, wherein the torque coupling feature comprises at least one of a synchronous belt, a chain drive, or a continuously variable transmission.

57. The kit of claim 56, further comprising a tensioning system for the torque coupling feature.

58. The kit of claim 55, wherein the torque coupling feature comprises a bolt on geartrain.

59. The kit of claim 49, wherein the battery pack comprises a center region extending through the battery pack, wherein the battery pack is geometrically shaped to bridge a drive shaft such that the drive shaft passes through the center region of the battery pack.

60. The kit of claim 49, wherein the battery pack comprises a plurality of mounting feature options configured to fit at least one selected vehicle footprint.

61. A universal electric vehicle drive system, comprising:a combustion vehicle frame remainder;a drivetrain remainder supported by the combustion vehicle frame remainder and including a transmission;a drive motor operationally coupled to the drivetrain remainder;a battery pack configured to provide scheduled mission energy;an inverter configured to at least selectively couple the battery pack to the drive motor; and a synchronous belt torque transmission system operationally interposed between the drive motor and the transmission, the synchronous belt torque transmission system including a first pulley, a second pulley, and a synchronous belt extending between the first pulley and the second pulley, wherein at least one of the first pulley or the second pulley comprises shock load damping features configured to absorb shock loads from electric motor torque being transferred into the transmission.

62. The universal electric vehicle drive system of claim 61, wherein the shock load damping features comprise a cushioned sprocket operationally coupled to a spline shaft.

63. The universal electric vehicle drive system of claim 62, wherein the spline shaft comprises a driven shaft of the drive motor.

64. The universal electric vehicle drive system of claim 62, wherein the spline shaft comprises a driven shaft of the second pulley.

65. A universal electric vehicle (UEV) drive system, comprising:a vehicle comprising a frame and at least one driven wheel;Atty Docket No. SPXM-0007-WQa transmission;a drive motor operationally coupled to a drivetrain remainder;a battery pack configured to provide scheduled mission energy;an inverter configured to at least selectively couple the battery pack to the drive motor;a first rotating element driven by the drive motor, and a second rotating element operationally coupled to the at least one driven wheel, wherein the transmission is mechanically interposed between the second rotating element and the at least one driven wheel; andwherein at least one of the first rotating element or the second rotating element comprises a shock load damping feature configured to dampen shock loads from electric motor torque being transferred into the transmission.

66. The UEV drive system of claim 65, wherein the transmission comprises at least a portion of an internal combustion drive system remainder of the vehicle, the UEV drive system further comprising the battery pack mounted to pre-existing mount points on a frame of the vehicle.

67. The UEV drive system of claim 66, wherein the battery pack is positioned below a seat of the vehicle.

68. The UEV drive system of claim 67, wherein the internal combustion drive system remainder further comprises a drive shaft configured to transfer torque between the at least one driven wheel at a first end of the vehicle, and a second one of the at least one driven wheel at a second end of the vehicle, and wherein the drive shaft passes through a center region of the battery pack.

69. The UEV drive system of claim 68, wherein the battery pack further comprises a battery pack controller positioned above the drive shaft.

70. The UEV drive system of claim 68, wherein the battery pack further comprises a battery pack controller positioned below the drive shaft.

71. The UEV drive system of claim 65, wherein the shock load damping feature is positioned on the first rotating element associated with the drive motor.

72. The UEV drive system of claim 65, wherein the shock load damping feature is positioned on the second rotating element associated with the transmission.

73. The UEV drive system of claim 65, wherein the shock load damping feature comprises an elastomeric element.

74. The UEV drive system of claim 65, wherein the shock load damping feature comprises a spring based radial damper.

75. An apparatus, comprising:a battery pack configured to provide scheduled mission energy for a mission of an off-road vehicle;Atty Docket No. SPXM-0007-WQwherein the battery pack further comprises a plurality of power cells, and a heat rejection system thermally coupled to the power cells.

76. The apparatus of claim 75, wherein the heat rejection system comprises a housing thermally coupled to the power cells, the housing configured to provide cooling support for the power cells in response to contact with ambient air.

77. The apparatus of claim 75, wherein the heat rejection system comprises a liquid cooling assembly thermally coupled to the plurality of power cells.

78. The apparatus of claim 77, wherein the battery pack further comprises a coolant inlet port and a coolant outlet port.

79. The apparatus of claim 75, further comprising a charging port for the battery pack.

80. The apparatus of claim 79, wherein the charging port is positioned to align with a previously installed gas tank filler neck of the off-road vehicle.

81. The apparatus of claim 75, wherein the battery pack is configured to be positioned beneath a passenger seat of the off-road vehicle.

82. The apparatus of claim 75, wherein the battery pack further comprises a discrete battery charger.

83. The apparatus of claim 75, wherein the battery pack further comprises an integrated battery charger.

84. The apparatus of claim 75, wherein the battery pack further comprises a plurality of power cells, and a discrete voltage converter electrically interposed between the power cells and a load.

85. The apparatus of claim 75, wherein the battery pack further comprises a plurality of power cells, and an integrated voltage converter electrically interposed between the power cells and a load.

86. The apparatus of claim 75, wherein the battery pack further comprises an internal battery control module.

87. The apparatus of claim 75, wherein the battery pack comprises a plurality of power cells, the plurality of power cells are grouped into modules for ease of at least one of manufacturing or assembly of the battery pack.

88. The apparatus of claim 87, wherein each of the modules comprises a dedicated control circuit.

89. The apparatus of claim 87, wherein each of the modules comprises a dedicated monitoring circuit.

90. An electric vehicle, comprising:a battery pack, comprising:Atty Docket No. SPXM-0007-WQa plurality of bricks, each comprising:a plurality of battery cells; anda selected voltage value comprising a series accumulation of individual voltages of the plurality of battery cells.

91. The electric vehicle of claim 90, wherein the battery pack further comprises:a plurality of battery modules, each battery module having a plurality of the plurality of bricks, and each battery module associated with at least one cooling plate of the battery pack.

92. The electric vehicle of claim 91, wherein the selected voltage value comprises an operating voltage of the electric vehicle, the battery pack further comprising a selected capacity value comprising a usable energy accumulation of the plurality of battery modules.

93. The electric vehicle of claim 90, wherein the battery pack further comprises:a housing defining the plurality of bricks, and comprising a central platform; anda controller for the battery pack disposed on the central platform.

94. The electric vehicle of claim 93, wherein the controller comprises a plurality of battery monitors for the plurality of battery cells.

95. The electric vehicle of claim 93, wherein the controller comprises a plurality of battery controllers for the plurality of battery cells.

96. The electric vehicle of claim 90, wherein the plurality of battery cells have an aligned terminal arrangement.

97. The electric vehicle of claim 90, wherein each of the plurality of bricks comprises a printed circuit board (PCB) busbar, the PCB busbar electrically coupling to the plurality of battery cells on a first side, and to current collectors on a second side.

98. The electric vehicle of claim 97, wherein the PCB busbar comprises a bent plate configured to accommodate axial translation of the plurality of battery cells while maintaining electrical contact.

99. The electric vehicle of claim 98, wherein the bent plate comprises an electrically conductive material.

100. The electric vehicle of claim 99, wherein the PCB busbar further comprises at least one of temperature monitoring or voltage monitoring circuits for the plurality of battery cells, wherein the at least one of the temperature monitoring or voltage monitoring circuits are routed through an inner layer of the PCB busbar.

101. The electric vehicle of claim 99, wherein the PCB busbar further includes terminating copper bus bars positioned at each end of the corresponding one of the plurality of bricks.

102. An electric vehicle system, comprising:Atty Docket No. SPXM-0007-WQa battery pack configured to provide scheduled mission energy;a dual motor drive unit comprising a first drive system and a second drive system;wherein the first drive system includes a first traction motor and a first inverter;wherein the second drive system includes a second traction motor and a second inverter;a drive motor controller operationally coupled to the first inverter and the second inverter; wherein the first inverter is configured to at least selectively couple the battery pack to the first traction motor;wherein the second inverter is configured to at least selectively couple the battery pack to the second traction motor; andwherein the drive motor controller is configured to control operation of the first drive system and the second drive system.

103. The system of claim 102, wherein each of the first inverter and the second inverter is configured to convert direct current from the battery pack to alternating current for the corresponding one of the first traction motor and the second traction motor.

104. The system of claim 102, wherein each of the first inverter and the second inverter comprises a discrete inverter separated from the corresponding traction motor and electrically connected to the corresponding traction motor by high voltage cables.

105. The system of claim 102, wherein each of the first inverter and the second inverter is integrated with the corresponding traction motor.

106. The system of claim 105, wherein each of the first inverter and the second inverter is closely coupled to the corresponding traction motor and positioned within a same housing as the corresponding traction motor.

107. The system of claim 105, wherein each of the first inverter and the second inverter shares a geometric shape with the corresponding traction motor.

108. The system of claim 105, wherein each of the first inverter and the second inverter is electrically connected to the corresponding traction motor by rigid busbars.

109. The system of claim 102, wherein the drive motor controller is configured to provide individual wheel control.

110. The system of claim 102, wherein the drive motor controller is configured to operate the first drive system and the second drive system independently to produce a virtual differential torque vectoring feature.

111. The system of claim 102, wherein the drive motor controller is configured to operate the first drive system and the second drive system independently to produce a virtual locker feature.

112. The system of claim 102, wherein the drive motor controller is configured to operate the firstAtty Docket No. SPXM-0007-WQdrive system and the second drive system independently to produce a virtual power transfer feature.

113. The system of claim 110, wherein the drive motor controller is configured to calculate the virtual differential torque vectoring feature using an active torque vectoring motor controls algorithm based on vehicle sensors and driver inputs.

114. The system of claim 102, further comprising a gear isolation system comprising a dog tooth gear and fork system having electrically actuated components, the gear isolation system configured to at least selectively isolate one of the first traction motor or the second traction motor from a corresponding driven wheel and to at least selectively couple the other of the first traction motor or the second traction motor to the corresponding driven wheel.

115. The system of claim 102, wherein at least one of the first traction motor or the second traction motor comprises an axial flux motor.

116. An electric vehicle system, comprising:a front dual motor drive unit;a rear dual motor drive unit;a battery pack positioned between the front dual motor drive unit and the rear dual motor drive unit; anda drive motor controller operationally coupled to the front dual motor drive unit and the rear dual motor drive unit, wherein the rear dual motor drive unit is oriented opposite the front dual motor drive unit, and wherein the drive motor controller is configured to operate the front dual motor drive unit and the rear dual motor drive unit such that the front dual motor drive unit and the rear dual motor drive unit spin in opposite directions simultaneously to move the electric vehicle forward or backward.

117. The system of claim 116, wherein each of the front dual motor drive unit and the rear dual motor drive unit comprises a first drive system and a second drive system.

118. The system of claim 117, wherein each of the first drive system and the second drive system comprises an axial flux traction motor and an inverter.

119. The system of claim 118, wherein each inverter is configured to convert direct current from the battery pack to alternating cunent for the axial flux traction motor corresponding to the inverter.

120. The system of claim 118, wherein each inverter is configured to at least selectively couple the battery pack to the axial flux traction motor corresponding to the inverter.

121. The system of claim 118, wherein each inverter comprises a discrete inverter separated from the axial flux traction motor corresponding to the inverter and electrically connected to theAtty Docket No. SPXM-0007-WQaxial flux traction motor corresponding to the inverter by high voltage cables.

122. The system of claim 118, wherein each inverter is integrated with the axial flux traction motor corresponding to the inverter.

123. The system of claim 122, wherein each integrated inverter is positioned within a same housing as the axial flux traction motor corresponding to the integrated inverter.

124. The system of claim 122, wherein each integrated inverter is electrically connected to the axial flux traction motor corresponding to the integrated inverter by rigid busbars.

125. The system of claim 117, wherein the drive motor controller is configured to control each of the first drive system and the second drive system in each of the front dual motor drive unit and the rear dual motor drive unit independently.

126. The system of claim 125, wherein the drive motor controller is configured to provide individual wheel control.

127. The system of claim 125, wherein the drive motor controller is configured to operate the first drive system and the second drive system independently to produce a virtual differential torque vectoring feature.

128. The system of claim 125, wherein the drive motor controller is configured to operate the first drive system and the second drive system independently to produce a virtual locker feature.

129. The system of claim 125, wherein the drive motor controller is configured to operate the first drive system and the second drive system independently to produce a virtual power transfer feature.

130. The system of claim 127, wherein the drive motor controller is configured to calculate the virtual differential torque vectoring feature using an active torque vectoring motor controls algorithm based on vehicle sensors and driver inputs.

131. The system of claim 116, further comprising a gear isolation system comprising a dog tooth gear and fork system having electrically actuated components.

132. A vehicle architecture comprising:at least one drive unit;a plurality of ground engaging members;a frame, wherein the plurality of ground engaging members are supported by the plurality of ground engaging members;a battery pack attached to the frame.

133. The vehicle architecture of claim 132, wherein the at least one drive unit comprises a dual motor drive unit.

134. The vehicle architecture of claim 132, wherein the at least one drive unit comprises two dualAtty Docket No. SPXM-0007-WQmotor drive units, thereby producing a quad motor vehicle architecture.

135. The vehicle architecture of claim 132, wherein the at least one drive unit comprises a front drive unit located near a front axle.

136. The vehicle architecture of claim 135, wherein the at least one drive unit further comprises a rear drive unit located near a rear axle.

137. The vehicle architecture of claim 136, wherein the rear drive unit is rotated 180 degrees with respect to the front drive unit.

138. The vehicle architecture of claim 132, wherein the battery pack is a structurally integral member of the frame.

139. The vehicle architecture of claim 132, wherein the battery pack is cradled by the frame, and mounted into a vehicle using fasteners, wherein the vehicle is configured according to the vehicle architecture.

140. A drive unit comprising:two halves with individually operable drive systems; andwherein each drive system includes an axial flux traction motor, and an inverter.

141. The drive unit of claim 140, wherein each drive system further comprises a first gearset operationally coupled to the axial flux traction motor, and an output gearset operationally coupled to the first gearset.

142. The drive unit of claim 141, wherein each drive system further comprises a lubrication system and a cooling system.

143. The drive unit of claim 141, wherein each drive system further comprises an intermediate gearset operationally interposed between the first gearset and the output gearset.

144. The drive unit of claim 140, where the inverter is closely coupled to the corresponding axial flux traction motor and positioned within a same housing with the corresponding axial flux traction motor.

145. The drive unit of claim 140, wherein the inverter is closely coupled to corresponding motor, and shares a geometric shape with the corresponding motor.

146. The drive unit of claim 140, wherein the individual drive systems are configured to operate independently to produce a virtual differential torque vectoring feature.

147. The drive unit of claim 140, wherein the individual drive systems are configured to operate independently to produce a virtual locker feature.

148. The drive unit of claim 140, wherein the individual drive systems are configured to operate independently to produce a virtual power transfer feature.

149. The drive unit of claim 140, wherein a first one of the drive systems further comprises:Atty Docket No. SPXM-0007-WQa mechanical dog tooth gear and fork system configured to decouple an output shaft of the first one of the drive systems from a traction motor gear of the first one of the drive systems.

150. The drive unit of claim 149, wherein the first one of the drive systems and a second one of the drive systems further comprise:a mechanical dog tooth gear and fork system configured to couple an output gear of the first one of the drive systems to an output gear of the second one of the drive systems, enabling locked mechanical differential operation.

151. The drive unit of claim 150, wherein the mechanical dog tooth gear and fork system comprise mechanically actuated components.

152. The drive unit of claim 150, wherein the mechanical dog tooth gear and fork system comprise electrically actuated components.

153. The drive unit of claim 150, wherein the mechanical dog tooth gear and fork system comprise both mechanically actuated and electrically actuated components.

154. The drive unit of claim 150, wherein the mechanical dog tooth gear and fork system comprise pneumatically actuated components.

155. An electric vehicle, comprising:a battery pack, comprising:a plurality of bricks, each comprising:a plurality of battery cells; anda selected voltage value comprising a series accumulation of individual voltages of the plurality of battery cells; anda means for accommodating a drive shaft passing through a center region of the battery pack.

156. The electric vehicle of claim 155, wherein the battery pack further comprises:a plurality of battery modules, each battery module having a plurality of the plurality of bricks, and each battery module associated with at least one cooling plate of the battery pack.

157. The electric vehicle of claim 155, wherein the battery pack further comprises:a housing defining the plurality of bricks, and comprising a central platform; anda controller for the battery pack disposed on the central platform.

158. The electric vehicle of claim 157, wherein the drive shaft passes through the center region of the battery pack below the central platform.

159. The electric vehicle of claim 155, wherein the plurality of battery cells have an aligned terminal arrangement.

160. The electric vehicle of claim 155, wherein the plurality of bricks each further comprise a PCB providing electrical connectivity for the plurality of battery cells.Atty Docket No. SPXM-0007-WQ161. The drive system of claim 1, further comprising:wherein the first traction motor operates a first drive shaft and wherein the first driven wheel comprises one of a forward vehicle wheel or a rearward vehicle wheel; andwherein the second traction motor operates a second drive shaft and wherein the second driven wheel comprises the other one of the forward vehicle wheel or the rearward vehicle wheel.

162. The drive system of claim 161, further comprising:wherein the first drive shaft operationally engages one of a front differential or a rear differential;andwherein the second drive shaft operationally engages the other one of the front differential or the rear differential.

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