Description:FIELD OF INVENTION
[0001] The present invention is generally related to a battery cooling system, and more particularly to a battery cooling system and method for use with an electric vehicle.
BACKGROUND OF INVENTION
[0002] As electric vehicles continue to gain prominence as the future of transportation, manufacturers (OEMs) are increasingly focused on optimizing the performance of key components such as the motor and battery, which serve as the primary power sources.
[0003] Through market feedback, it has become evident that heating issues with the motor and battery are prevalent concerns among users. Excessive heat buildup poses significant risks, including the potential for battery cell explosions. Therefore, ensuring adequate cooling in the motor and battery areas is essential for maintaining optimal operating conditions and enhancing overall vehicle efficiency, especially at high speeds.
[0004] The chemistry of battery cells is complex, and maintaining the correct temperature is crucial to prevent hazardous situations. Forced convection, which involves directing airflow toward the battery, is necessary to regulate temperature, even while the vehicle is in motion. However, incorporating fans for this purpose can present challenges, including increased power consumption and reduced vehicle performance due to the space they occupy.
[0005] Inadequate cooling of the battery can lead to overheating, necessitating larger battery sizes to accommodate poor thermal management. Conversely, optimizing or increasing airflow can minimize thermal impact, allowing for the use of smaller, more efficient battery sizes without compromising performance.
[0006] US patent US9403574B2 issued to Jeff Sand et al. discloses vent holes that allow air to flow through the radiator and exit a frame. In addition to having the ability to cool the motor with a coolant, the frame itself can act as a heat sink. Aluminum is a very good heat conductor, and the shape of the frame structure allows excess heat to travel from the motor housing to the left and right sides of the frame structure where the heat may be dissipated via air convection, conduction to attached parts, or radiation.
[0007] US patent US8833495B2 issued to Kobue Iwata et al. talks about an electrical component box for storing electrical components disposed in the rear of the battery. This makes it possible to efficiently cool the battery and the electrical components with the traveling wind flowing in a vehicle's longitudinal direction.
[0008] Therefore, effective thermal management systems that promote optimal airflow around the motor and battery are crucial for enhancing safety, efficiency, and performance in electric vehicles.
[0009] Thus, in view of the above, there is a long-felt need in the industry to address the aforementioned deficiencies and inadequacies.
SUMMARY OF THE INVENTION
[0010] A battery cooling system and method for use with an electric vehicle are provided substantially, as shown in and/or described in connection with at least one of the figures.
[0011] An aspect of the present disclosure relates to a battery cooling system for use with an electric vehicle that includes an under-seat panel; a battery bin; a battery bottom cover; a charger box; and a scoop panel. The under-seat panel includes a plurality of first air intake vents to draw cool air into the electric vehicle. The battery bin includes a plurality of second air intake vents and a plurality of air outlet vents. The second air intake vents allow cool air to enter the electric vehicle, while the air outlet vents facilitate the expulsion of hot air generated by a battery pack during operation. The battery bottom cover includes a plurality of third air intake vents. The third air intake vents draw air from a bottom side of the electric vehicle to cool the battery pack by dissipating heat generated during operation. The charger box includes a plurality of fourth air intake vents. The scoop panel includes a plurality of fifth air intake vents to guide a maximum airflow towards the battery pack. The first air intake vents, the second air intake vents, the third air intake vents, the fourth air intake vents, and the fifth air intake vents are configured to guide a maximum airflow to pass through the battery bin. The first air intake vents, the second air intake vents, and the fifth air intake vents are aligned to ensure airflow continuity, preventing air trapping and optimizing cooling efficiency.
[0012] In an aspect, the second air intake vents are dimensioned to facilitate airflow for cooling a battery placed in the battery bin.
[0013] In an aspect, the battery bottom cover is configured to direct the airflow from the bottom side of the electric vehicle through the first air intake vents, the second air intake vents, and the fifth air intake vents to ensure optimal cooling of the battery.
[0014] In an aspect, the under-seat panel is configured to house a plurality of components and is positioned beneath the seat of the electric vehicle.
[0015] In an aspect, the battery bin is configured to securely hold the battery pack.
[0016] In an aspect, the battery bottom cover is a protective panel located beneath the battery pack.
[0017] In an aspect, the charger box houses a battery charger. While the charger box may not directly contribute to battery cooling, the charger box is an essential component of the electric vehicle's power management system, ensuring that the battery pack remains charged and ready for use.
[0018] In an aspect, the scoop panel is positioned to capture and direct airflow toward the battery cooling system. The fifth air intake vents of the scoop panel are configured to guide maximum airflow towards the battery pack, enhancing the cooling efficiency of the battery cooling system.
[0019] Another aspect of the present invention relates to a method for cooling a battery pack in an electric vehicle. The method includes a step of receiving cool air into the electric vehicle through a plurality of first air intake vents provided in an under-seat panel. The method includes a step of allowing the cool air to enter the electric vehicle through a plurality of second air intake vents and expelling hot air generated by the battery pack during operation through a plurality of air outlet vents provided in a battery bin. The method includes a step of drawing air from a bottom side of the electric vehicle through a plurality of third air intake vents provided in a battery bottom cover to cool the battery pack by dissipating heat generated during operation. The method includes a step of receiving air into the electric vehicle through a plurality of fourth air intake vents provided in a charger box. The method includes a step of guiding a maximum airflow towards the battery pack through a plurality of fifth air intake vents provided in a scoop panel. The first air intake vents, the second air intake vents, the third air intake vents, the fourth air intake vents, and the fifth air intake vents are configured to guide the maximum airflow to pass through the battery bin. The first air intake vents, the second air intake vents, and the fifth air intake vents are aligned to ensure airflow continuity, preventing air trapping and optimizing cooling efficiency.
[0020] In an aspect, the plurality of first air intake vents, the plurality of second air intake vents, the plurality of third air intake vents, the plurality of fourth air intake vents, and the plurality of fifth air intake vents are strategically positioned and dimensioned to optimize airflow circulation within the electric vehicle, thereby enhancing battery cooling efficiency.
[0021] Accordingly, one advantage of the present invention is that it optimizes on vehicle level using natural airflow during battery discharging time
[0022] These features and advantages of the present disclosure may be appreciated by reviewing the following description of the present disclosure, along with the accompanying figures wherein reference numerals refer to like parts.

BRIEF DESCRIPTION OF THE DRAWINGS
[0023] The accompanying drawings illustrate the embodiment of devices, systems, methods, and other aspects of the disclosure. Any person with ordinary skills in the art will appreciate that the illustrated element boundaries (e.g., boxes, groups of boxes, or other shapes) in the figures represent an example of the boundaries. In some examples, one element may be designed as multiple elements, or multiple elements may be designed as one element. In some examples, an element shown as an internal component of one element may be implemented as an external component in another and vice versa. Furthermore, the elements may not be drawn to scale.
[0024] Various embodiments will hereinafter be described in accordance with the appended drawings, which are provided to illustrate, not limit, the scope, wherein similar designations denote similar elements, and in which:
[0025] FIG. 1 illustrates a block diagram of various components of a battery cooling system, in accordance with at least one embodiment.
[0026] FIG. 2 illustrates an assembled view of the battery cooling system for use with an electric vehicle, in accordance with at least one embodiment.
[0027] FIG. 3 illustrates a perspective view of an under-seat panel, in accordance with at least one embodiment.
[0028] FIG. 4A-4B illustrate perspective views of a battery bin, in accordance with at least one embodiment.
[0029] FIG. 5 illustrates a perspective view of a battery bottom cover, in accordance with at least one embodiment.
[0030] FIG. 6 illustrates a perspective view of a charger box, in accordance with at least one embodiment.
[0031] FIG. 7 illustrates a perspective view of a scoop panel, in accordance with at least one embodiment.
[0032] FIG. 8 illustrates a perspective view of airflow in the electric vehicle using a battery cooling system, in accordance with at least one embodiment.
[0033] FIG. 9 illustrates a perspective view of a charger box or an under-floorboard charger box connected to the electric vehicle, in accordance with at least one embodiment.
[0034] FIG. 10 illustrates a perspective view of an airflow tunnel created below the battery pack of the electric vehicle, in accordance with at least one embodiment.
[0035] FIG. 11 illustrates a flowchart of a method for cooling a battery pack in an electric vehicle, in accordance with at least one embodiment.

DETAILED DESCRIPTION OF THE EMBODIMENTS HEREIN
[0036] The present disclosure is best understood with reference to the detailed figures and description set forth herein. Various embodiments have been discussed with reference to the figures. However, those skilled in the art will readily appreciate that the detailed descriptions provided herein with respect to the figures are merely for explanatory purposes, as the methods and systems may extend beyond the described embodiments. For instance, the teachings presented and the needs of a particular application may yield multiple alternative and suitable approaches to implement the functionality of any detail described herein. Therefore, any approach may extend beyond certain implementation choices in the following embodiments.
[0037] References to “one embodiment,” “at least one embodiment,” “an embodiment,” “one example,” “an example,” “for example,” and so on indicate that the embodiment(s) or example(s) may include a particular feature, structure, characteristic, property, element, or limitation but that not every embodiment or example necessarily includes that particular feature, structure, characteristic, property, element, or limitation. Further, repeated use of the phrase “in an embodiment” does not necessarily refer to the same embodiment.
[0038] Methods of the present invention may be implemented by performing or completing manually, automatically, or a combination thereof, selected steps or tasks. The term “method” refers to manners, means, techniques, and procedures for accomplishing a given task including, but not limited to, those manners, means, techniques, and procedures either known to or readily developed from known manners, means, techniques, and procedures by practitioners of the art to which the invention belongs. The descriptions, examples, methods, and materials presented in the claims and the specification are not to be construed as limiting but rather as illustrative only. Those skilled in the art will envision many other possible variations within the scope of the technology described herein.
[0039] The present disclosure outlines a highly efficient battery cooling system designed to maximize airflow for effective battery cooling. This system employs an efficient airflow mechanism, as demonstrated in experiments where airflow was observed on 5 out of 6 faces of the battery. Consequently, the battery temperature rises only 6 to 8 degrees during 1.5C rating discharging, compared to the conventional battery's rise of around 13 to 15 degrees. This allows for the design of relatively smaller battery capacities, reducing vehicle costs without compromising performance metrics such as maximum speed, gradient handling, and acceleration. Moreover, the battery cooling system enables the maintenance of motor specifications even with a smaller battery. Importantly, the highly efficient cooling system is implemented without any additional costs to the vehicle, as it utilizes vent openings strategically placed for air intake and outlet on various components, resulting in an optimized cooling system. Notably, no fans or complex cooling systems like radiators are incorporated, simplifying the overall design and reducing manufacturing complexity.
[0040] FIG. 1 illustrates a block diagram of various components of a battery cooling system 100, in accordance with at least one embodiment. The battery cooling system 100 is used in conjunction with an electric vehicle 102. FIG. 2 illustrates an assembled view of the battery cooling system 100 for use with the electric vehicle 102, in accordance with at least one embodiment. FIG. 2 and FIG. 1 are explained in conjunction with each other. The battery cooling system 100 includes an electric vehicle frame 104 to support an under-seat panel 106, a battery bin 108, a battery bottom cover 110, a charger box 112, and a scoop panel 114 (or a front cover). The under-seat panel 106 is configured to draw cool air into the electric vehicle 102. In an embodiment, the under-seat panel 106 is configured to house various components and is positioned beneath the seat of the electric vehicle 102. The components housed in the under-seat panel 106 vary depending on the electric vehicle 102 design and features. Examples of the components include but are not limited to 1) a battery pack for easy access and to distribute weight evenly; 2) a controller to regulate the power flow from the battery to a motor. It helps manage the speed, acceleration, and braking of the electric bike; 3) Wiring and Connectors to connect the battery, controller, motor, and other electrical components of the electric vehicle 102; 5) Fuse Box or Circuit Breaker to protect the electrical system from overloads or short circuits;6) Additional storage space for small items such as tools, spare parts, or personal belongings. These components work together to power and control the electric vehicle 102, providing a smooth and efficient riding experience. The battery bin 108 is configured to securely hold a battery pack or battery 202. FIG.2 depicts a front cover 114 (scoop panel) installed above a front wheel of the electric vehicle 102. The front cover (scoop panel) 114 is integrated with the electric vehicle frame 104. The battery bottom cover 110 is a protective panel located beneath the battery pack 202. The charger box 112 houses a battery charger. While the charger box 112 may not directly contribute to battery cooling, the charger box 112 is an essential component of the electric vehicle's power management system, ensuring that the battery pack 202 remains charged and ready for use. The scoop panel 114 is positioned to capture and direct airflow toward the battery cooling system 100.
[0041] The present disclosure further describes FIG. 3- FIG.10 in conjunction with FIG. 1 and FIG. 2. FIG. 3 illustrates a perspective view of an under-seat panel 106, in accordance with at least one embodiment. The under-seat panel 106 includes a plurality of first air intake vents 302a, 302b, 302c, 302d, 302e, and 302f to draw cool air into the electric vehicle 102. FIG. 4A-4B illustrate perspective views of a battery bin 108, in accordance with at least one embodiment. The battery bin 108 includes a plurality of second air intake vents 402a, 402b, 402c, 402d, 402e, and 402f, a plurality of front bottom air intake vents 402g, and 402h, a plurality of air outlet vents 404 (placed left side and right sides of the battery bin 108), and a plurality of rear side outlet vents 406 (shown in FIG. 4B). The second air intake vents 402a, 402b, 402c, 402d, 402e, 402f, 402g and 402h allow cool air to enter the electric vehicle 102, while the air outlet vents 404 & 406 facilitate the expulsion of hot air generated by the battery pack 202 during operation. In an embodiment, the second air intake vents 402a, 402b, 402c, 402d, 402e, 402f, 402g, and 402h are dimensioned to facilitate airflow for cooling a battery 202 placed in the battery bin 108.
[0042] FIG. 5 illustrates a perspective view of a battery bottom cover 110, in accordance with at least one embodiment. The battery bottom cover 110 includes a plurality of third air intake vents 502. The third air intake vents 502 draw air from a bottom side of the electric vehicle 102 to cool the battery pack 202 by dissipating heat generated during operation. In an embodiment, the battery bottom cover 110 is configured to direct the airflow from the bottom side of the electric vehicle 102 through the first air intake vents 302a, 302b, 302c, 302d, 302e, and 302f, the second air intake vents 402a, 402b, 402c, 402d, 402e, 402f, 402g and 402h, and the fourth air intake vents 602a, 602b, 602c, 602d, and 602e to ensure optimal cooling of the battery 202. The fifth air intake vents 702a and 702b of the scoop panel 114 are configured to guide maximum airflow towards the battery pack 202, enhancing the cooling efficiency of the battery cooling system 100.
[0043] FIG. 6 illustrates a perspective view of a charger box 112, in accordance with at least one embodiment. The charger box 112 includes a plurality of fourth air intake vents 602a, 602b, 602c, 602d, and 602e. FIG. 7 illustrates a perspective view of a scoop panel 114, in accordance with at least one embodiment. The scoop panel 114 includes a plurality of fifth air intake vents 702a and 702b to guide a maximum airflow towards the battery pack 202. The first air intake vents 302a, 302b, 302c, 302d, 302e, and 302f, the second air intake vents 402a, 402b, 402c, 402d, 402e, 402f, 402g, and 402h, the third air intake vents 502, the fourth air intake vents 602a, 602b, 602c, 602d, and 602e, and the fifth air intake vents 702a, and 702b are configured to guide a maximum airflow to pass through the battery bin 108. The first air intake vents 302a, 302b, 302c, 302d, 302e, and 302f, the second air intake vents 402a, 402b, 402c, 402d, 402e, 402f, 402g, and 402h, and the fifth air intake vents 702a, and 702b are aligned to ensure airflow continuity, preventing air trapping and optimizing cooling efficiency.
[0044] FIG. 8 illustrates a perspective view of airflow in the electric vehicle 102 using a battery cooling system 100, in accordance with at least one embodiment. FIG. 8 is explained in conjunction with FIGS. 1 and 2. The scoop panel 114 is installed as a front cover in the electric vehicle 102 and fifth air intake vents 702 to receive airflow entering from the front side of the electric vehicle 102. Arrows are indicative of the airflow path in the electric vehicle 102. FIG. 8 depicts a battery bottom cover 110 with the third air intake vents 502 to receive airflow from the bottom portion of the electric vehicle 102. FIG. 9 illustrates a perspective view of a charger box 112 or an under-floorboard charger box connected to the electric vehicle 102, in accordance with at least one embodiment. FIG. 8 is explained in conjunction with FIGS. 1 and 2. The charger box 112 is connected to the battery bin 108.
[0045] FIG. 10 illustrates a perspective view of an airflow tunnel 1000 created below the battery pack 202 of the electric vehicle 102, in accordance with at least one embodiment. In the experiment, conducted with the assistance of computational fluid dynamics (CFD) simulation tools, the airflow inside the battery bin was analyzed to visualize the air's ingress and egress points. Based on fundamental principles of physics, wherein air flows from high-pressure regions to low-pressure ones, coupled with simulation trials, the locations for air escape vents were determined. These air vents are not limited to the rear side of the battery bin but are also positioned along its side walls, rendering it a five-directional cooling component. By providing these escape vents, a continuous flow of air around the battery area is ensured. Air is drawn in through the front-side vents and exits through the rear and side wall vents of the bin.
[0046] Without proper air escape vents, trapped air within the battery bin would absorb heat from the battery, increasing surrounding temperatures. Trapped air permits heat transfer solely through conduction, leading to a slower rate of cooling. Escape air vents facilitate continuous airflow, preventing an increase in the surrounding temperature. Airflow enables heat transfer through convection, a more efficient method than conduction, ensuring optimal cooling.
[0047] Consequently, during battery discharging, the temperature rise is only 6 to 8 degrees Celsius with high airflow, which efficiently dissipates heat from the battery through the battery bin. This is in stark contrast to conventional batteries, which experience a temperature rise of 13 to 15 degrees Celsius due to the absence of airflow. Moreover, standard battery operating cut-off temperatures are around 57 to 58 degrees Celsius. Beyond this threshold, battery performance is reduced to 70% or 50% of capacity, impacting vehicle speed or necessitating vehicle stoppage until the battery cools down, which can be inconvenient for customers.
[0048] In an embodiment, the electric vehicle features a motor with a maximum input of 80Ah. A conventional battery supplying power to such a motor would require 60Ah, resulting in a temperature rise of approximately 7 to 8 degrees Celsius. However, the present invention utilizes a smaller 45Ah battery, which would typically experience a temperature rise of 13 to 15 degrees Celsius when powering an 80Ah motor. Through the refined battery cooling system outlined above, proper airflow is maintained, resulting in a temperature delta within 6 to 8 degrees Celsius for the smaller 45Ah battery instead of the conventional 60Ah. This ensures the battery remains undeterred, thereby preserving electric vehicle speed, handling on gradients, and acceleration. Additionally, traditional methods of achieving high airflow for battery cooling, such as cooling fans or radiators, incur additional costs, making vehicles more expensive. However, the present invention achieves the desired airflow within existing electric vehicle components, eliminating the need for additional parts and associated costs while ensuring efficient battery cooling. In one embodiment, multiple air intake vents are strategically positioned at the inlet areas of various components within the battery cooling system. These vents are meticulously placed based on the geometry of different components, aligning the parts to direct airflow toward the battery area and ensuring a consistent and turbulent airflow domain for effective battery cooling.
[0049] Similarly, in another embodiment, various air outlet vents are strategically placed to provide an efficient escape route for the incoming air. Proper vent positioning is crucial to prevent air trapping, which could disrupt airflow and compromise system performance. Rear side vents located at the battery bin facilitate proper airflow, while vents and cut-outs at the rear and side areas of the battery bin ensure adequate airflow around the battery area. Cooling efficiency is typically measured in terms of CFM (cubic feet per minute), with optimal battery and motor performance achieved at 38 CFM of cooling, as determined through battery testing. To accommodate this airflow requirement without sacrificing the overall aesthetics of the electric vehicle, the battery bin and relevant body parts are designed with appropriately sized openings. Additionally, in another embodiment, airflow velocity is assessed in meters per second (m/s), necessitating a conversion from CFM to m/s. Through calculations, it is determined that an airflow velocity of 1.8 m/s is required for effective cooling.
[0050] Given that 1 CFM is equivalent to approximately 0.0004719474 m^3/sec, and with 38 CFM translating to 0.0179340028 m^3/sec, the total surface area of the vents and cut-outs on the battery bin's front side for air inlet is calculated to be 9456.5344 mm^2. Converting the airflow rate from m^3/sec to m/s yields a value of 1.896 m/s, indicating that an inlet air velocity of 1.896 m/s is necessary to ensure proper battery cooling.
[0051] As used herein, and unless the context dictates otherwise, the term “configured to” or “coupled to” is intended to include both direct coupling (in which two elements that are coupled to each other contact each other) and indirect coupling (in which at least one additional element is located between the two elements). Therefore, the terms “configured to”, “configured with”, “coupled to” and “coupled with” are used synonymously. Within the context of this document terms “configured to”, “coupled to” and “coupled with” are also used euphemistically to mean “communicatively coupled with” over a network, where two or more devices can exchange data with each other over the network, possibly via one or more intermediary device.
[0052] It should be apparent to those skilled in the art that many more modifications besides those already described are possible without departing from the inventive concepts herein. The inventive subject matter, therefore, is not to be restricted except in the scope of the appended claims. Moreover, in interpreting both the specification and the claims, all terms should be interpreted in the broadest possible manner consistent with the context. In particular, the terms “comprises” and “comprising” should be interpreted as referring to elements, components, or steps in a non-exclusive manner, indicating that the referenced elements, components, or steps may be present, utilized, or combined with other elements, components, or steps that are not expressly referenced.
[0053] FIG. 11 illustrates a flowchart of a method 1100 for cooling a battery pack in an electric vehicle, in accordance with at least one embodiment. The method 1100 includes a step 1102 of receiving cool air into the electric vehicle through a plurality of first air intake vents provided in an under-seat panel. The method 1100 includes a step 1104 of allowing the cool air to enter the electric vehicle through a plurality of second air intake vents and expelling hot air generated by the battery pack during operation through a plurality of air outlet vents provided in a battery bin. The method 1100 includes a step 1106 of drawing air from a bottom side of the electric vehicle through a plurality of third air intake vents provided in a battery bottom cover to cool the battery pack by dissipating heat generated during operation. The method 1100 includes a step 1108 of receiving air into the electric vehicle through a plurality of fourth air intake vents provided in a charger box. The method 1100 includes a step 1110 of guiding a maximum airflow towards the battery pack through a plurality of fifth air intake vents provided in a scoop panel. The first air intake vents, the second air intake vents, the third air intake vents, the fourth air intake vents, and the fifth air intake vents are configured to guide the maximum airflow to pass through the battery bin. The first air intake vents, the second air intake vents, and the fifth air intake vents are aligned to ensure airflow continuity, preventing air trapping and optimizing cooling efficiency. In an embodiment, the plurality of first air intake vents, the plurality of second air intake vents, the plurality of third air intake vents, the plurality of fourth air intake vents, and the plurality of fifth air intake vents are strategically positioned and dimensioned to optimize airflow circulation within the electric vehicle, thereby enhancing battery cooling efficiency.
[0054] No language in the specification should be construed as indicating any non-claimed element as essential to the practice of the invention. It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the scope of the invention. There is no intention to limit the invention to the specific form or forms enclosed. On the contrary, the intention is to cover all modifications, alternative constructions, and equivalents falling within the scope of the invention, as defined in the appended claims. Thus, it is intended that the present invention cover the modifications and variations of this invention, provided they are within the scope of the appended claims and their equivalents.
, Claims:I/We claim:
1. A battery cooling system (100) for use with an electric vehicle (102), comprising:
an under-seat panel (106) comprising a plurality of first air intake vents (302a, 302b, 302c, 302d, 302e, and 302f) to draw cool air into the electric vehicle (102);
a battery bin (108) comprising a plurality of second air intake vents (402a, 402b, 402c, 402d, 402e, 402f, 402g and 402h) and a plurality of air outlet vents (404 and 406), wherein the second air intake vents (402a, 402b, 402c, 402d, 402e, 402f, 402g and 402h) allow cool air to enter the electric vehicle (102), while the air outlet vents (404 and 406) facilitate the expulsion of hot air generated by a battery pack (202) during operation;
a battery bottom cover (110) comprising a plurality of third air intake vents (502), wherein the third air intake vents (502) draw air from a bottom side of the electric vehicle (102) to cool the battery pack (202) by dissipating heat generated during operation;
a charger box (112) comprising a plurality of fourth air intake vents (602a, 602b, 602c, 602d, and 602e); and
a scoop panel (114) comprising a plurality of fifth air intake vents (702a, and 702b) to guide a maximum airflow towards the battery pack (202), wherein the first air intake vents (302a, 302b, 302c, 302d, 302e, and 302f), the second air intake vents (402a, 402b, 402c, 402d, 402e, 402f, 402g and 402h), the third air intake vents (502), the fourth air intake vents (602a, 602b, 602c, 602d, and 602e), and the fifth air intake vents (702a, and 702b) are configured to guide a maximum airflow to pass through the battery bin (108), wherein the first air intake vents (302a, 302b, 302c, 302d, 302e, and 302f), the second air intake vents (402a, 402b, 402c, 402d, 402e, 402f, 402g and 402h), and the fifth air intake vents (702a, and 702b) are aligned to ensure airflow continuity, preventing air trapping and optimizing cooling efficiency.

2. The battery cooling system (100) as claimed in claim 1, wherein the second air intake vents (402a, 402b, 402c, 402d, 402e, 402f, 402g, and 402h) are dimensioned to facilitate airflow for cooling a battery (202) placed in the battery bin (108).

3. The battery cooling system (100) as claimed in claim 1, wherein the battery bottom cover (110) is configured to direct the airflow from the bottom side of the electric vehicle (102) through the first air intake vents (302a, 302b, 302c, 302d, 302e, and 302f), the second air intake vents (402a, 402b, 402c, 402d, 402e, 402f, 402g and 402h), and the fifth air intake vents (702a, and 702b) to ensure optimal cooling of the battery (202).

4. The battery cooling system (100) as claimed in claim 1, wherein the under-seat panel (106) is configured to house a plurality of components and is positioned beneath a seat of the electric vehicle (102).

5. The battery cooling system (100) as claimed in claim 1, wherein the battery bin (108) is configured to securely hold the battery pack (202).

6. The battery cooling system (100) as claimed in claim 1, wherein the battery bottom cover (110) is a protective panel located beneath the battery pack (202).

7. The battery cooling system (100) as claimed in claim 1, wherein the charger box (112) houses a battery charger.

8. The battery cooling system (100) as claimed in claim 1, wherein the scoop panel (114) is positioned to capture and direct airflow towards the battery cooling system (100).

9. A method for cooling a battery pack in an electric vehicle, comprising:
receiving cool air into the electric vehicle through a plurality of first air intake vents provided in an under-seat panel;
allowing the cool air to enter the electric vehicle through a plurality of second air intake vents and expelling hot air generated by the battery pack during operation through a plurality of air outlet vents provided in a battery bin;
drawing air from a bottom side of the electric vehicle through a plurality of third air intake vents provided in a battery bottom cover to cool the battery pack by dissipating heat generated during operation;
receiving air into the electric vehicle through a plurality of fourth air intake vents provided in a charger box; and
guiding a maximum airflow towards the battery pack through a plurality of fifth air intake vents provided in a scoop panel, wherein the first air intake vents, the second air intake vents, the third air intake vents, the fourth air intake vents, and the fifth air intake vents are configured to guide the maximum airflow to pass through the battery bin, wherein the first air intake vents, the second air intake vents, and the fifth air intake vents are aligned to ensure airflow continuity, preventing air trapping and optimizing cooling efficiency.

10. The method as claimed in claim 9, wherein the plurality of first air intake vents, the plurality of second air intake vents, the plurality of third air intake vents, the plurality of fourth air intake vents, and the plurality of fifth air intake vents are strategically positioned and dimensioned to optimize airflow circulation within the electric vehicle, thereby enhancing battery cooling efficiency.