Patent Publication Number: US-2023137173-A1

Title: Cooling of heat-generating components in electric vehicles

Description:
FIELD OF INVENTION 
     The present subject matter relates to cooling of heat-generating components in vehicles, such as electric vehicles (EVs). 
     BACKGROUND 
     Vehicles, such as electric vehicles (EVs), include heat-generating components, such as an electric motor, a controller, and the like. 
     The heat-generating components generate heat during operation of the EV. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
       The detailed description is provided with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the drawings to reference like features and components. 
         FIG.  1    illustrates a right-side view of an electric vehicle (EV), in accordance with an implementation of the present subject matter; 
         FIG.  2    illustrates a front view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  3   a    illustrates a top view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  3   b    illustrates a right-side view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  3   c    illustrates a front view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  4   a    illustrates a right-side view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  4   b    illustrates an enlarged view of a portion illustrated in FIG. 
         4   a , in accordance with an implementation of the present subject matter; 
         FIG.  5   a    illustrates a left-side view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  5   b    illustrates an enlarged view of a portion illustrated in  FIG.  5   a   , in accordance with an implementation of the present subject matter; 
         FIG.  6   a    illustrates a perspective view of a duct facing an electric motor, in accordance with an implementation of the present subject matter; 
         FIG.  6   b    illustrates a top view of the duct illustrated in  FIG.  6   a   , in accordance with an implementation of the present subject matter; 
         FIG.  7   a    illustrates a perspective view of a duct, in accordance with an implementation of the present subject matter; 
         FIG.  7   b    illustrates a perspective view of a duct, in accordance with an implementation of the present subject matter; 
         FIG.  7   c    illustrates a top view of a duct, in accordance with an implementation of the present subject matter; 
         FIG.  7   d    illustrates a left-side view of a duct, in accordance with an implementation of the present subject matter; 
         FIG.  7   e    illustrates a front view of a duct, in accordance with an implementation of the present subject matter; 
         FIG.  7   f    illustrates a right-side view of a duct, in accordance with an implementation of the present subject matter; 
         FIG.  8    illustrates a perspective view of coupling of a duct, a floorboard mount, and a floorboard structure, in accordance with an implementation of the present subject matter; 
         FIG.  9    illustrates an exploded view of coupling of a floorboard mount, a duct and a floorboard structure, in accordance with an implementation of the present subject matter; 
         FIG.  10    illustrates an exploded view of a floor board mount, a floorboard structure and a duct from an EV, in accordance with an implementation of the present subject matter; 
         FIG.  11   a    illustrates a perspective view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  11    b illustrates a front view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  12   a    illustrates a right-side view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  12   b    illustrates a perspective view of coupling of a duct and a cowl of an EV, in accordance with an implementation of the present subject matter; and 
         FIG.  12   c    illustrates a top view of coupling of a duct and a cowl of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  13   a    illustrates a top view of an EV, in accordance with an implementation of the present subject matter; 
         FIG.  13   b    illustrates a right-side view of an EV, in accordance with an implementation of the present subject matter; 
     
    
    
     DETAILED DESCRIPTION 
     Heat-generating components, such as an electric motor, a controller, and the like, generate heat during operation of the EV. To cool the heat-generating components to prevent over-heating of the heat-generating components, the generated heat may have to be transferred away from the components. However, taking the heat away from such heat-generating components may be an energy-consuming process and may affect the performance of the EV. For instance, cooling components, such as cooling fans, may be implemented in the EV to take the heat away. The cooling components may increase an electric load on the electric motor of the EV, which increases power consumption of the EV. As a result, the efficiency of the EV may be decreased. Furthermore, noise produced by the cooling fans may reduce driving experience to a user of the EV. 
     The present subject matter relates to cooling of heat-generating components in Electric vehicles (EV). With the implementations of the present subject matter, the heat-generating components in the EV may be cooled easily and efficiently. 
     In accordance with an example implementation, an electric vehicle (EV) may comprise a frame, and a floorboard structure. The frame may extend rearwards from a front portion of the EV towards a rear portion of the EV. The floorboard structure may be disposed below the frame and may be supported by the frame. In an example, the floorboard structure may be coupled to the frame through a floorboard mount. Further, a cavity may be defined between the floorboard structure and the frame. A battery of the EV may be disposed in the cavity. 
     The EV may include a first heat-generating component disposed in the rear portion of the EV. The first heat-generating component may be, for example, an electric motor. To cool the first heat-generating component, the EV may comprise a duct extending rearwards from the front portion towards the first heat-generating component. 
     A portion of the duct may be disposed above the battery as the duct extends rearwards. The air flowing in the front portion of the EV may enter the duct and the duct may conduct the air to the first heat-generating component. The air conducted by the duct may flow over the first heat-generating component to facilitate cooling of the first heat-generating component. 
     The present subject matter enables easy and efficient cooling of the heat-generating components, such as an electric motor, a controller, and the like, in the EV. Further, since the present subject matter utilizes air flowing in the front portion of the EV to cool the heat-generating components, the present subject matter may prevent the utilization of additional cooling components, such as cooling fans. Accordingly, the present subject matter saves energy, which in turn results in enhanced performance of the EV. By preventing the utilization of cooling components, the present subject matter also prevents noise generated by the cooling components. 
     The present subject matter is further described with reference to  FIGS.  1 - 15   . It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof. 
     Some of the terms, which are used in the following description and their meanings are explained below: 
     Front direction refers to a direction from a rear wheel of an EV towards a front wheel. Rear direction refers to a direction from the front wheel of an EV towards the rear wheel. The front direction and the rear direction may be referred to as the length direction as the EV extends in length in front direction and the rear direction. Midpoint (M) of the EV refers to a midpoint along the length direction, the breadth direction and the width direction of the EV. Front portion refers to a front half of a vehicle along the length direction. Rear portion refers to a rear half of a vehicle along the length direction of the EV. Left-hand side refers to left-hand side direction of the EV when the EV is being viewed from the front of the EV. Right-hand side refers to a right-hand side direction of the EV when the EV is being viewed from the front of the EV. 
       FIG.  1    illustrates a right-side view of an electric vehicle (EV)  100 , in accordance with an implementation of the present subject matter. The EV  100  may include a frame  101  to facilitate coupling of components of the EV  100  and to support components of the EV  100 . For instance, the frame  101  may provide structural support to components of the EV  100  to endure loads acting on the EV  100 , such as weight of a rider (not shown in  FIG.  1   ), force due to side wind, and the like. In an example, the frame  101  may extend from the front portion  102  of the EV  100  towards the rear portion  103  of the EV  100 . 
     The EV  100  may include a battery  104  to drive the EV  100 . Further, the EV  100  may include a heat-generating component, such as a first heat-generating component. The first heat-generating component may be, for example, an electric motor (not shown in  FIG.  1   ), which may receive power from the battery  104  of the EV  100  to propel the EV  100 . Hereinafter, the first heat-generating component may be explained with reference to the electric motor. During operation, the electric motor may generate heat. For instance, as the electric motor runs to propel the EV  100 , the electric motor may generate heat. 
     The EV  100  may include a front panel  105 , a front wheel  106 , a front wheel suspension assembly  107 , and a side panel  108  in the front portion  102 . The EV  100  may include a rear wheel  110  and a transmission system  112  in the rear portion  103 . 
     In an example, the side panel  108  may serve the purpose of protecting the heat-generating components from structural damages caused to the heat-generating components and improve aesthetics of the EV  100 . Further, the side panel  108  may prevent direct exposure to air to the heat-generating component, which may cause over-heating of the heat-generating components. 
     To prevent heating of the heat-generating component, the EV  100  may include a duct  114 . The duct  114  may conduct air to the heat-generating components to prevent over-heating of the heat-generating components. In an example, the duct  114  may conduct air from the front portion  102  of the EV  100  to the heat-generating components. In an example, the duct  114  may be a load-bearing member. For instance, the duct  114  may be a part of the frame  101  and a portion of load acting on the frame  101  may act on the duct  114 . 
       FIG.  2    illustrates a front view of the EV  100 , in accordance with an implementation of the present subject matter. The EV  100  may include a front wheel fender  204  at the front portion  102  of the EV  100 , which may be disposed above the front wheel  106 . The front wheel fender  204  may be, for example, curved or flat-shaped. Further, the front wheel suspension assembly  107  may include a first fork  208  and a second fork  210 . The first fork  208  may be on the left-hand side  212  and the second fork  210  may be on the right-hand side  214 . The front wheel suspension assembly  107  may further include a suspension bracket  216  (referred to as “lower suspension bracket”), which may couple the first fork  208  and the second fork  210 . The lower suspension bracket  216  may be disposed above the front wheel fender  204  such that a gap  220  is defined between the lower suspension bracket  216  and the front wheel fender  204 . The lower suspension bracket  216  may be, for example, flat-shaped or curved relative to the gap  220 . 
     To conduct the air from the front portion  102  of the EV  100  to the electric motor (not shown in  FIG.  2   ), an inlet  222  of the duct  114  may face the front portion  102  of the EV  100 . In an example, the inlet  222  may face the gap  220  to receive air from above the front wheel fender  204 . 
       FIG.  3   a    illustrates a top view of the EV  100 , in accordance with an implementation of the present subject matter. The frame  101 , which may extend rearwards from the front portion  102  of the EV  100  towards the rear portion  103  of the EV  100 , is depicted herein. 
     In an example, the frame  101  may be coupled to a head pipe  302 . The head pipe  302  may be, for example, positioned at the front portion  102  to facilitate steering of the EV  100 . The frame  101  may extend rearwards from the head pipe  302  towards the rear portion  103  of the EV  100 . 
     In an example, the frame  101  may include a first frame member  304  and a second frame member  306 . The first frame member  304  may extend along the right-hand side  214  from the head pipe  302  towards the rear portion  103 . The second frame member  306  may extend along the left-hand side  212  from the head pipe  302  towards the rear portion  103 . The frame  101  may include a third frame member  308  coupled to and extending rearwards from the first frame member  304  and the second frame member  306 . The third frame member  308  may have substantially U-shaped structure and may be coupled to a seat (not shown in  FIG.  3   a   ) for supporting the seat. The frame  101  may be, for example, a perimeter frame, a monocoque frame, a trellis frame, or a cradle frame. In an example, the first frame member  304 , the second frame member  306 , and the third frame member  308  may be a hollow rod or a solid rod. 
       FIG.  3   b    illustrates a right-side view of the EV  100 , in accordance with an implementation of the present subject matter. 
     The EV  100  may include a floorboard structure  310  disposed below the frame  101  and supported by the frame  101 . The floorboard structure  310  may be disposed rearwards of the front wheel  106 . Further, the floorboard structure  310  may be substantially horizontal in shape and may be supported by the frame  101 . For supporting, the floorboard structure  310  may be coupled to the frame  101  through a floorboard mount  312 , which may be substantially vertical. In an example, the floorboard mount  312  may be coupled to the floorboard structure  310  at a front end  314  of the floorboard structure  310 . 
     Further, the floorboard structure  310  may act as a floor onto which components of the EV  100 , such as the battery  104 , may be mounted. In an example, the battery  104  may be disposed in a cavity  316  defined between the floorboard structure  310  and the frame  101 . 
     The electric motor  318  may be disposed rearwards of the floorboard structure  310  and may receive electric power from the battery  104  to propel the EV  100 . In an example, the whole electric motor  318  may lie in the rear portion  103  and may be coupled to the frame  101  at the rear portion  103 . In another example, a part of the electric motor  318  may be disposed in the front portion  102  and remaining part of the electric motor  318  may be disposed in the rear portion  103 . In a further example, the whole electric motor  318  may lie in the front portion  102 . 
     The duct  114  may extend from the front portion  102  towards the electric motor  318  to conduct air from the front portion  102  to the electric motor  318 . As a result, air from the front portion  102  may be supplied to the electric motor  318 , which may cool the electric motor  318 . In an example, the inlet  222  of the duct  114  may be positioned above the front wheel fender  204  (not shown in  FIG.  3   b   ) to receive air from the front portion  102 . Further, as the duct  114  may extend from the front portion  102  towards the electric motor  318 , a portion of the duct  114  may be disposed above the battery  104 , such that interference with the battery  104  is avoided. 
     The EV  100  may include a second heat-generating component disposed in the cavity  316 . The second heat-generating component may be, for example, a controller  322  that may control operation of the electric motor  318 . Hereinafter, the second heat-generating component may be explained with reference to the controller  322 . The controller  322  may be disposed in the cavity  316  adjacent to the battery  104 . 
       FIG.  3   c    illustrates a front view of the EV  100 , in accordance with an implementation of the present subject matter. 
     The first fork  208  may be coupled to the head pipe  302  and may extend downwards towards the front wheel  106  on the left-hand side  212 . The second fork  210  may be coupled to the head pipe  302  and may extend downwards towards the front wheel  106  on the right-hand side  214 . 
     The front wheel  106  may be disposed below the head pipe  302  and may be coupled to the first fork  208  and to the second fork  210 . For instance, each of the first fork  208 , the second fork  210  may have a top end (not shown in  FIG.  3   c   ) and a bottom end (not shown in  FIG.  3   c   ). The top end of the first fork  208  and the second fork  210  may be coupled to the head pipe  302  and the bottom end of the first fork  208  and the second fork  210  may be coupled to the front wheel  106 . 
     In an example, the front wheel fender  204  may be disposed above the front wheel  106  and below the suspension bracket  216 . Further, the front wheel fender  204  may extend along a part of the front wheel  106  above the front wheel  106  and extend between the first fork  208  and the second fork  210 . 
     As mentioned earlier, the inlet  222  of the duct  114  may face the gap  220  to receive air from the front portion  102 . In an example, the inlet  222  may have a sufficiently large width and height to ensure that a considerable amount of air enter the duct  114  to be supplied to the heat-generating components for their cooling. Accordingly, the height and the width of the inlet  222  may be selected based on the size of the heat-generating components and the amount of heat that is generated by the heat-generating components. Also, the dimensions of the inlet  222  of the duct  114 , such as the width and the height, may be dependent on a distance between the first fork  208  and the second fork  210 , and a distance between the lower suspension bracket  216  and the front wheel fender  204 . For instance, the width of the inlet  222  may be dependent on the distance between the first fork  208  and the second fork  210 , and the height of the inlet  222  may be dependent on the distance between the lower suspension bracket  216  and the front wheel fender  204 . 
       FIG.  4   a    illustrates a right-side view of the EV  100 , in accordance with an implementation of the present subject matter. Here, some of the components, such as the side panel  108 , the battery  104 , are not shown to clearly illustrate the duct  114 . 
     In an example, the inlet  222  may be positioned at a distance from the gap  220  along the length direction. In some examples, the inlet  222  of the duct  114  may be positioned at the gap  220 . Further, the air flowing in the front portion  102  may enter the inlet  222  through the gap  220  and may be supplied to the electric motor  318  through an outlet  402  (hereinafter referred to as “first outlet”) facing the electric motor  318 . In some examples, depending on a design of the EV  100  and the heat generated by the electric motor  318 , the duct  114  may comprise a plurality of outlets facing the electric motor  318  with each outlet to supply air to the electric motor  318 . 
       FIG.  4   b    illustrates an enlarged view of a portion illustrated in  FIG.  4   a   , in accordance with an implementation of the present subject matter. Here, the entry of air from the front portion  102  into the inlet  222  through the gap  220  is depicted. At the front portion  102 , the duct  114  may be coupled rigidly to the frame  101  through the floorboard mount  312 . 
       FIG.  5   a    illustrates a left-side view of the EV  100 , in accordance with an implementation of the present subject matter. Here, some of the components, such as the side panel  108 , the battery  104 , are not shown to clearly illustrate the duct  114 . 
     In an example, in addition to supplying air to the electric motor  318 , the duct  114  may supply air to the controller  322  through an outlet  502  (hereinafter referred to as “the second outlet”) facing the controller  322 . For instance, a portion of air entering the inlet  222  through the gap  220  may be supplied to the electric motor  318  and a remaining portion of air entering the inlet  222  of the duct  114  may be supplied to the controller  322 . In some examples, depending on the design of the EV  100  and the heat generated by the controller  322 , the duct  114  may comprise a plurality of outlets facing the controller  322  with each outlet to supply air to the controller  322 . 
     In some examples, the duct  114  may supply air to the battery  114  (not shown in  FIG.  5   a   ). Accordingly, the duct  114  may comprise one or more outlets facing the battery  104  to supply air to the battery  104  and to prevent the battery  104  from over-heating. 
       FIG.  5   b    illustrates an enlarged view of a portion illustrated in  FIG.  5   a   , in accordance with an implementation of the present subject matter. Here the supply of air entering to the electric motor  318  and to the controller  322  is depicted. A portion of the duct  114  may extend rearwards towards the electric motor  318  and may supply air the electric motor  318  through the first outlet  402 . As will be understood, in the view illustrated herein, the portion of the duct  114  may be disposed behind the controller  322 . Further, another portion of the duct  114  may extend towards the controller  322  and may supply air to the controller  322  through the second outlet  502 . 
       FIG.  6   a    illustrates a perspective view of the duct  114  facing the electric motor  318 , in accordance with an implementation of the present subject matter. 
     The shape of the duct  114  may be designed considering the dimensions of components that are mounted on the floorboard structure  310  (not shown in  FIG.  6   a   ) and the positioning of the components in the floorboard structure  310 . For example, the battery  104  may be placed in the floorboard structure  310  and may occupy a substantial portion of the cavity  316  (not shown in  FIG.  6   a   ). Accordingly, the duct  114  may be designed in such a way that the duct  114  passes through a portion reminder of the cavity  316 , which is not occupied by the battery  104 . For instance, a portion of the duct  114  extending through the cavity  316  may be positioned above all the components mounted on the floorboard structure  310  and occupying in the cavity  316 , such as the battery  104 , an interface box and the like. Therefore, such components need not be redesigned, i.e., such components may be utilized without any change in dimensions. Also, such components may not have to be positioned differently to accommodate the duct  114  in the cavity  316 . Further, upon crossing the components disposed in the cavity  316 , the duct  114  may move downwards to face the electric motor  318 . For instance, as the duct  114  proceeds to extend rearwards, after passing the edge of the battery  104 , the duct  114  may move downwards to face the electric motor  318 . 
     The duct  114  may include a plurality of front mount supports  604  on a top surface  606  of the duct  114 . The top surface  606  may be, for example, surface of the duct  114  which is proximate the frame  101  (not shown in  FIG.  6   a   ). The front mount supports  604  may facilitate mounting of the duct  114  to the frame  101  at the front portion  102  (not shown in  FIG.  6   a   ) by utilizing fasteners  607 , such as bolts. Furthermore, at the rear portion  103  (not shown in  FIG.  6   a   ), the duct  114  may be mounted to the frame  101  through a plurality of rear mount supports  608 , which may be provided on the top surface of the duct  114 . 
     In an example, the electric motor  318  may include a plurality of fins  610 . Due to the presence of the fins  610 , a surface area of the electric motor  318  increases. This may result in larger amount of heat dissipation from the electric motor  318  in a short time. 
       FIG.  6   b    illustrates a top view of the duct  114  illustrated in  FIG.  6   a   , in accordance with an implementation of the present subject matter. 
     In an example, the duct  114  may branch into two, such as a first branch  614  and a second branch  616  as it approaches the rearward direction. 
     For instance, the portion of the duct  114  which may extend towards the electric motor  318  may be referred to as the first branch  614 . The first branch  614  may have the first outlet  402  (not shown in  FIG.  6   b   ) facing the electric motor  318 . The portion of the duct  114  extending towards the controller  322  may be referred to as the second branch  616 . The second branch  616  may have the second outlet  502  (not shown in  FIG.  6   b   ) that may face the controller  322 . In an example, the second branch  616  may be shorter in length than the first branch  614 , as the controller  322  is positioned closer to the inlet  222  (not shown in  FIG.  6   b   ) when compared to the electric motor  318 . 
     The air entering the inlet  222  may be split and a portion of air may enter the first branch  614  and may be supplied to the electric motor  318  through the first outlet  402 . A remaining portion of the air may enter the second branch  616  and may be supplied to the electric motor  318  through the second outlet  502 . The relative sizes of the first outlet  402  and the second outlet  502  may be determined based on the amount of heat generated by the electric motor  318  and the controller  322 . Since the amount of heat generated by the electric motor  318  is higher than the amount of heat generated by the controller  322 , more amount of air may be supplied to the electric motor  318  compared to the controller  322 . Accordingly, in an example, the first outlet  402  may be larger in size compared to the second outlet  502 . 
     In an example, the duct  114  may include a plurality of branches and each branch may have an outlet, with each outlet facing each of a plurality of heat-generating components of the EV  100 . Accordingly, air from the front portion  102  (not shown in  FIG.  6   b   ) of the EV  100  may be supplied to the heat-generating components through an outlet of a branch facing the corresponding heat-generating components. In some examples, each branch of a plurality of branches of the duct  114  may include a plurality of outlets, with each outlet facing a heat-generating component to supply air to the corresponding heat-generating component. Further, in some examples, some or all outlets of each of a plurality of branches of the duct  114  may face a heat-generating component to supply air to the corresponding heat-generating component. 
       FIG.  7   a    illustrates a perspective view of the duct  114 , in accordance with an implementation of the present subject matter. In an example, the duct  114  may be of rectangular cross-section. The height and the width of the inlet  222  may be selected based on the size of the heat-generating components and the amount of heat that is generated by the heat-generating components. 
       FIG.  7   b    illustrates a perspective view of the duct  114 , in accordance with an implementation of the present subject matter. As mentioned earlier, the duct  114  has the first outlet  402  to supply air to the electric motor  318  (not shown in  FIG.  7   b   ) and the second outlet  502  to supply air to the controller  322  (not shown in  FIG.  7   b   ). 
     The duct  114  has the front mount supports  604  to couple the duct  114  to the frame  101  at the front portion  102  (not shown in  FIG.  7   b   ) and the rear mount supports  608  to couple the duct  114  to the frame  101  (not shown in  FIG.  7   b   ) at the rear portion  103  (not shown in  FIG.  7   b   ). 
       FIG.  7   c    illustrates a top view of the duct  114 , in accordance with an implementation of the present subject matter. The duct  114  may include the first branch  614  and the second branch  616 . The first branch  614  may extend towards the electric motor  318  to supply air to the electric motor  318  (not shown in  FIG.  7   c   ) and the second branch  616  may extend towards the controller  322  to supply air to the controller  322  (not shown in  FIG.  7   c   ). 
       FIG.  7   d    illustrates a left-side view of the duct  114 , in accordance with an implementation of the present subject matter. The height and the width of the inlet  222  of the duct  114  may depend on a distance between the first fork  208  (not shown in  FIG.  7   d   ) and the second fork  210  (not shown in  FIG.  7   d   ) and the distance between the lower suspension bracket  216  (not shown in  FIG.  7   d   ) and the front wheel fender  204  (not shown in  FIG.  7   d   ) to maximize the amount of air flow from the front portion  102  (not shown in FIG. 
       7   d ) into the inlet  222 . 
       FIG.  7   e    illustrates a front view of the duct  114 , in accordance with an implementation of the present subject matter. The duct  114  is designed and positioned in such a way that it may avoid interference with components disposed in the cavity  316  (not shown in  FIG.  7   e   ). Accordingly, a portion of the duct  114  passing through the cavity  316  may be disposed above the components occupying the cavity  316 , such as the battery  104  (not shown in  FIG.  7   e   ), the interface box, and the like. Further, upon crossing the components disposed in the cavity  316 , the first branch  614  of the duct  114  may move downwards to face the electric motor  318  (not shown in  FIG.  7   e   ) and the second branch  616  (not shown in  FIG.  7   e   ) may move downwards to face the controller  322 . In this regard, the components disposed in the cavity  316  may not have to be redesigned and may not have to be positioned differently to accommodate the duct  114  in the cavity  316 . 
       FIG.  7   f    illustrates a left-side view of the duct  114 , in accordance with an implementation of the present subject matter. The first outlet  402  may face the electric motor  318  (not shown in  FIG.  7   f   ) to supply air to the electric motor  318 . Since the electric motor  318  may generate higher amount of heat than the controller  322  (not shown in  FIG.  7   f   ), the amount of air to be supplied to the electric motor  318  is higher. Accordingly, to facilitate higher amount of air supply to the electric motor  318 , the dimensions of the first outlet  402  may be higher than dimensions of the second outlet  502  (not shown in  FIG.  7   f   ). 
       FIG.  8    illustrates a perspective view of coupling of the duct  114 , the floorboard mount  312  and the floorboard structure  310 , in accordance with an implementation of the present subject matter. 
     In an example, the floorboard structure  310  may be mounted to the frame  101  (not shown in  FIG.  8   ) via the floorboard mount  312 . That is, the floorboard structure  310  may be coupled to the floorboard mount  312  and the floorboard mount  312  may be coupled to the frame  101  (not shown in  FIG.  8   ). For instance, a bottom end  801  of the floorboard mount  312  may be coupled to a top end  802  of the floorboard structure  310  and a top end  804  of the floorboard mount  312  may be coupled to the frame  101 . The floorboard mount  312  may be, for example, an inverted U-shape structure. Further, the floorboard structure  310  may be coupled to the floorboard mount  312 , for example, through a first bracket  806  and a second bracket  808 . 
     To facilitate mounting of the duct  114  to the frame  101  at the front portion  102  (not shown in  FIG.  8   ), the floorboard mount  312  may be utilized. For instance, the duct  114  may be coupled to the floorboard mount  312 . However, in some examples, the duct  114  may be directly coupled to the frame  101 . 
     The duct  114  may be coupled to the floorboard mount  312  by fastening the front mount support  604  to the top end  804  of the floorboard mount  312 , such that the inlet  222  may be disposed below the top end  804  of the floorboard mount  312  and inserted into the inverted u-shaped structure and the inlet  222  may face the front portion  102 . Accordingly, it may be said that the inlet  222  of the duct  114  is coupled to the top end  804  of floorboard mount  312 . Further, the fastening of the front mount support  604  to the floorboard mount  312  may be through fasteners  607 , such as a bolt. An inner width of the floorboard mount  312  may be greater than the width of the duct  114  to accommodate the duct  114  in the floorboard mount  312 . 
     In an example, the duct  114  may be coupled to the frame  101  at the rear portion  103  by utilizing the rear mount supports  608 . For instance, the rear mount supports  608 , may be coupled to a bracket  811  (hereinafter referred to as “the frame bracket”) to mount the duct  114  to the frame  101 . 
     Further, as mentioned earlier, the duct  114  is designed in such a way that the duct  114  may avoid interference with the components disposed in the cavity  316  (not shown in  FIG.  8   ), such as the battery  104  (not shown in  FIG.  8   ), a contactor  812 , the interface box  814 , and the like, which are disposed in the cavity  316 . 
       FIG.  9    illustrates an exploded view of coupling of the floorboard mount  312 , the duct  114  and the floorboard structure  310 , in accordance with an implementation of the present subject matter. 
     To facilitate fastening of the duct  114  with the floorboard mount  312 , in an example, the floorboard mount  312  may include a third bracket  902  and a fourth bracket  904  at the top end  804 . The front mount supports  604  may be coupled to the third bracket  902  and to the fourth bracket  904 . Further, the rear mount supports  608  of the duct  114  may be coupled to the frame bracket  811  to mount the duct  114  to the frame  101  (not shown in FIG. 
       9 ). The coupling of the rear mount support  608  with the frame bracket  811  may be through fasteners  905 , such as bolts. 
     Further, as mentioned earlier, the fins  610  of the electric motor  318  may facilitate faster heat dissipation from the electric motor  318 . In an example, the fins  610  of the electric motor  318  may be optimized based on airflow from the first outlet  402 , such that the rate of heat transfer from the electric motor  318  is increased. For instance, shape of the fins  610  and spacing between adjacent fins  610  may designed based on air flow from the first outlet  402  of the duct  114 . Accordingly, the electric motor  318  may, for example, have a plurality of circular fins, a plurality of longitudinal fins or a plurality of circular and longitudinal fins or a spiral fin around a periphery of the electric motor  318 . 
     Similarly, a plurality of fins  906  may be provided on the controller  322  to facilitate faster heat dissipation from the controller  322 . Further, the Shape of the fins  906  and spacing between adjacent fins  906  of the controller  322  may depend on the air flow from the second outlet  502 . In an example, the fins  906  of the controller  322  may be longitudinal. 
       FIG.  10    illustrates an exploded view of the floorboard mount  312 , the floorboard structure  310  and the duct  114  from the EV  100 , in accordance with an implementation of the present subject matter. 
     In an example, to facilitate coupling of the floorboard mount  312  with the frame  101 , at the front portion  102  (not shown in  FIG.  10   ), the frame  101  may include a first gusset  1002  on the left-hand side  212  and a second gusset  1004  on the right-hand side  214 . The first gusset  1002  and the second gusset  1004  may, for example, be coupled to the first frame member  304  and to the second frame member  306  (not shown in  FIG.  10   ) respectively and may extend rearwards. In some examples, the first gusset  1002  and the second gusset  1004  may be integrated with the first frame member  304  and the second frame member  306 . Further, the first gusset  1002  may have a fifth bracket  1006  and the second gusset  1004  may have a sixth bracket (not shown in  FIG.  10   ). The fifth bracket  1006  may be, for example, coupled to the first gusset  1002  or may be integrated with the first gusset  1002 . Similarly, the sixth bracket may be, for example, coupled to the second gusset  1004  or may be integrated with the second gusset  1004 . The floorboard mount  312  may be coupled to the first gusset  1002  and to the second gusset  1004  to facilitate mounting of the floorboard structure  310  with the frame  101 . For instance, the third bracket  902  may be coupled to the fifth bracket  1006  and the fourth bracket  904  may be coupled to the sixth bracket. In some examples, the front mount supports  604  of the duct  114 , the third bracket  902 , the fourth bracket of the floorboard mount  312  and the fifth bracket  1006  and the sixth bracket may be coupled together. The coupling may be facilitated by fasteners, such as bolts and nuts. 
     Further, the duct  114  may be mounted to the frame  101  at the rear portion  103  (not shown in  FIG.  10   ) by utilizing the frame bracket  811  (not shown in  FIG.  10   ). For instance, the rear mount supports  608  on the duct  114  may be coupled to the frame bracket  811 , which may be coupled to the frame  101 . In particular, the frame bracket may be coupled below the third frame member  308 . 
     In an example, the electric motor  318  may be coupled to a rear end  1008  of the floorboard structure  310 . Further, the transmission system  112 , which may be coupled to the electric motor  318 , may include a coupling provision  1010  to couple the transmission system  112  to the frame  101 . For instance, the coupling provision  1010  may be coupled to a rear suspension rod (not shown in  FIG.  10   ), which may be coupled to the frame  101  at the rear end  1008  of the floorboard structure  310 . This may facilitate the support of the transmission system  112  on the frame  101 . 
       FIG.  11   a    illustrates a perspective view of the EV  100 , in accordance with an implementation of the present subject matter. In an example, the lower suspension bracket  216  may be curved to facilitate obstruction-free air flow. For instance, the lower suspension bracket  216  may be convex-shaped relative to the gap  220 . So, the distance between the lower suspension bracket  216  and the front wheel fender  204  may vary along the width direction of the EV  100 . As a result, the amount of airflow into the duct  114  may be higher when compared to the scenario where the lower suspension bracket  216  is flat-shaped. 
       FIG.  11   b    illustrates a front view of the EV  100 , in accordance with an implementation of the present subject matter. In an example, in addition to the lower suspension bracket  216  being curved, the front wheel fender  204  may be curved. For instance, a top surface  1102  of the front wheel fender  204  may be convex-shaped relative to the gap  220 . By virtue of this shape of the front wheel fender  204 , the front wheel fender  204  may guide the air flowing in the front portion  102  (not shown in  FIG.  11   b   ) into the inlet  222  of the duct  114 . As a result, the amount of air flowing into the duct  114  increases when compared to the scenario where the front wheel fender  204  is flat-shaped. Although, in the above example, the front wheel fender  204  is explained as being convex-shaped relative to the gap  220 , in some example, the front wheel fender  204  may be concave-shaped relative to the gap  220 . In some examples, the lower suspension bracket  216  may be flat-shape and the front wheel fender  204  may be curved. 
     In the above examples, the electric motor  318  is explained as being open to exposure of air. However, in some examples, the electric motor  318  may be housed in a housing, such as a cowl, as will be explained below. 
       FIG.  12   a    illustrates a right-side view of the EV  100 , in accordance with an implementation of the present subject matter. 
     The EV  100  may include a cowl  1202 , which may surround and house the electric motor  318  to facilitate flow of air around the electric motor  318 . The cowl  1202  may be coupled to the duct  114  The cowl  1202  may include an inlet (not shown in  FIG.  12   a   ), which may be coupled to the first outlet  402  (not shown in  FIG.  12   a   ). Air from the duct  114  may be received at the inlet of the cowl  1202 . The cowl  1202  may ensure that the received air is circulated throughout the entire outer surface of the electric motor  318 . This may ensure uniform cooling of the electric motor  318 . Further, the cooling of the electric motor  318  may be more efficient when compared to the scenario where the electric motor  318  is uncovered. The air, upon getting circulated around the electric motor  318 , may exit the cowl  1202  through an outlet  1204  of the cowl  1202 . 
     In some examples, due to movement of the EV  100 , the distance between the cowl  1202  and the duct  114  may vary. To ensure the coupling of the cowl and the duct in spite of the variation in the distance, a bellows may be utilized. For instance, the cowl  1202  may be coupled to the duct  114  through the bellows. 
       FIG.  12   b    illustrates a perspective view of coupling of the duct  114  and the cowl  1202  of the EV  100 , in accordance with an implementation of the present subject matter. 
     The duct  114  may be coupled to the cowl  1202  through a bellows  1208 . The duct  114  may be coupled to the bellows  1208  and the bellows  1208  may be coupled to the cowl  1202 . Accordingly, the first outlet  402  (not shown in  FIG.  12   b   ) of the duct  114  may be coupled to an inlet (not shown in  FIG.  12   b   ) of the bellows  1208  and an outlet of the bellows  1208  may be coupled to the inlet (not shown in  FIG.  12   b   ) of the cowl  1202 . 
     The bellows  1208  may be a flexible part, which may expand or contract on application of pressure. In an example, the bellows  1208  may expand and contract in response to variation of distance between the duct  114  and the cowl  1202  and thereby, the bellows  1208  may accommodate the motion of the cowl  1202  relative to the duct  114 . For instance, the bellows  1208  may expand in response to increase in the distance between the duct  114  and the cowl  1202 , and the bellows  1208  may contract in response to shortening of the distance between the duct  114  and the cowl  1202 . Accordingly, the bellows  1208  may ensure that the air exiting the first outlet  402  is received at the inlet (not shown in  FIG.  12   b   ) of the cowl  1202 . For instance, air exiting the first outlet  402  may flow through the bellows  1208  to reach the inlet of the cowl  1202 . 
     Although, in the above example, the bellows  1208  is explained as being coupled to the first outlet  402 , in some examples, the bellows  1208  may be coupled to a second outlet  502  of the duct  114 . 
       FIG.  12   c    illustrates a top view of coupling of the duct  114  and the cowl  1202  as illustrated in  FIG.  12   b   , in accordance with an implementation of the present subject matter. 
     In an example, to ensure supply of air from the duct  114  to the cowl  1202 . The bellows  1208  may form a snap fit with the inlet  1210  of the cowl  1202  and with the first outlet  402 , to ensure that there is no air leakage between the duct  114  and the cowl  1202 . As will be understood, in the view depicted herein, the outlet  1206  (not shown in  FIG.  12   c   ) of the cowl  1202  is positioned behind the electric motor  318 . 
     In the above examples, the duct  114  is explained as having single inlet. In some examples, to increase the amount of air supplied for cooling the electric motor  318  and the controller  322  (not shown in  FIG.  12   c   ), the duct  114  may include a plurality of inlets as will be explained below: 
       FIG.  13   a    illustrates a top view of the EV  100 , according to an example implementation of the present subject matter. 
     In this example, the air may be received inside the EV  100  by providing openings on the front panel  105 . As an example, two openings, such as an opening  1302  (referred to hereinafter as “first opening”) on the left-hand side  212  and an opening  1304  (referred to as hereinafter as “second opening”) on the right-hand side  214  may be provided on the front panel  105 . The right-hand side  214  may alternatively referred as the first side and the left-hand side  212  may be alternatively referred as the second side. 
     Accordingly, the second side is opposite the first side. In an example, the EV  100  may include a duct  1306 . To receive the air from the first opening  1302  and the second opening  1304  on the front panel  105 , a duct  1306  of the EV  100  may be provided with two front duct members, such as a first front duct member  1308  and a second front duct member  1310 . Each front duct member may be positioned in an opening provided on the front panel  105 . 
     The duct  1306  may extend towards the rear portion  103  from the front panel  105  of the EV  100 . The first front duct member  1308  may extend rearwards from a front surface  1311  of the front panel  105  on the right-hand side  214  through the first frame member  304  of the frame  101 . The second front duct member  1310  may extend rearwards from the front surface  1311  of the front panel  105  on the left-hand side  212  through the second frame member  306 . The first front duct member  1308  and the second front duct member  1310  may be, for example, coupled to the front panel  105  or be integrated with the front panel  105 . 
     Further, the duct  1306  may include a rear duct member  1312  may be coupled to and may extend rearwards from the first front duct member  1308  and from the second front duct member  1310 . For instance, an inlet (not shown in  FIG.  13   a   ) of the rear duct member  1312  may be coupled to an outlet (not shown in  FIG.  12   a   ) of the first front duct member  1308  and an outlet (not shown in  FIG.  13   a   ) of the second front duct member  1310 . Accordingly, to facilitate coupling, the dimensions of the inlet of the rear duct member  1312  may be equal to or greater than a sum of a dimensions of the outlet of the first front duct member  1308  and the outlet of the second front duct member  1310 . For instance, a cross-sectional area of the inlet of the rear duct member  1312  may be greater than or equal to sum of a cross-sectional area of the outlet of the first front duct member  1308  and a cross-sectional area of the outlet of the second front duct member  1310 . 
     Similar to the duct  114 , the duct  1306  may have a plurality of branches, such as a first branch and a second branch. In an example, the rear duct member  1312 , may have the first branch  1314  and the second branch  1315 . The first branch may correspond to the first branch  614  and the second branch may correspond to the second branch  616 . Accordingly, the first branch  1314  may include a first outlet (not shown in  FIG.  13   a   ) to supply air to the electric motor  318  and the second branch  1315  may include a second outlet (not shown in  FIG.  13   a   ) to supply air to the controller  322 . 
     Air from the front portion of the EV  100  enters the duct  1306  through an inlet  1316  (hereinafter referred to as “first inlet”) of the first front duct member  1308  and an inlet  1318  (hereinafter referred to as “second inlet”) of the second front duct member  1310 . Further, the air entering through the first inlet  1316  and the second inlet  1318  may be combined together upon entering the rear duct member  1312 . Further, the air at the rear duct member  1312  may be supplied to the electric motor  318  through the first outlet and the controller  322  through the second outlet. Accordingly, the heat-generating components may be prevented from over-heating. 
       FIG.  13   b    illustrates a right-side view of the EV  100 , in accordance with an implementation of the present subject matter. 
     In an example the first front duct member  1308  may extend through the first frame member  304  via an opening  1320  provided in the first frame member  304 . Similarly, the second front duct member  1310  (not shown in  FIG.  13   b   ) may extend through an opening (not shown in  FIG.  13   b   ) provided in the second frame member  306  (not shown in  FIG.  13   b   ). 
     Further, due to the positioning of the electric motor  318  and the controller  322 , to supply air to the electric motor  318 , and the controller  322 , the first front duct member  1308 , the second front duct member  1310 , and the rear duct member  1312  may move downwards as they extend rearwards, such that the air from the duct  1306  is supplied to the electric motor  318  and the controller  322 . 
     Similar to the duct  114 , the shape of the duct  1306  may be designed in such a way that the duct  1306  passes through a portion of the cavity  316 , which is not occupied by components, such as the battery  104 , the interface box, and the like, disposed in the cavity  316 . For instance, a portion of the duct  1306  extending through the cavity  316  may be positioned above all the components mounted on the floorboard structure  310  and occupying in the cavity  316 . Therefore, the components in the cavity  316  need not be redesigned, i.e., the components may be utilized without any change in dimensions and may not have to be re-positioned in the cavity  316 . 
     With the implementation of the present subject matter, the shape of the duct may be designed considering the dimensions of components that are mounted on the floorboard structure and the positioning of the components, such as the battery, the interface box, and the like, in the floorboard structure. Accordingly, the duct may be designed in such a way that the duct passes through a portion of the cavity, which is not occupied by the components disposed in the cavity. For instance, a portion of the duct extending through the cavity may be positioned above all the components mounted on the floorboard structure and disposed in the cavity. Therefore, in the present subject matter, such components need not be redesigned, i.e., such components may be utilized without any change in dimensions. Also, such components may not have to be positioned differently to accommodate the duct in the cavity. 
     The present subject matter enables easy and efficient cooling of the heat-generating components, such as an electric motor, a controller and the like in the EV. Further, since the present subject matter utilizes air flowing in the front portion of the EV to cool the heat-generating components, the present subject matter may prevent the utilization of additional power consuming components, such as a cooling fan (which are driven either by the electric motor or consume power from a battery of the EV) for cooling of the electric motor. Accordingly, the present subject matter saves energy. This may result in enhancement in performance of the EV. By preventing the utilization of additional components, such as cooling fans, the present subject matter also prevents noise generated by such components. 
     Although the present subject matter has been described with reference to specific embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments, as well as alternate embodiments of the subject matter, will become apparent to persons skilled in the art upon reference to the description of the subject matter.