Description:TECHNICAL FIELD
[001] The embodiments herein generally relate to a battery management system in electric vehicles (EV) and more particularly, to a system and a method for managing (lowering) state of charge (SOC) of a battery in electric vehicles (EV) for enabling regenerative braking during downhill driving condition and when the battery is at higher SOC levels.
BACKGROUND
[002] Regenerative braking is used in electric vehicles (EV) for regaining energy back to a battery during a deceleration of the EV. During regenerative braking, a motor which drives the EV will act as a generator and convert a mechanical power generated by braking to an electric power, which can be used for charging the battery. The regenerative braking cannot be activated when the battery is in a higher state of charge (SOC). At high SOC, the battery is unable to consume the power generated by the motor or generator during the regenerative braking event. Once the EV is charged to a maximum level, the regenerative braking will not work for an initial driving period until the SOC has reduced. In an example scenario, if the EV is subjected to downhill driving on a full charged battery, then the regenerative braking will not be functional for quite a long distance, as there is very little power consumption from the battery during the downhill drive. This can result in different deceleration levels being experienced by driver of the EV when the battery is fully charged vis-a-vis partially charged battery. In the case of the fully charged battery, the regenerative braking will not work, and the driver will have to operate the friction brake in frequent manner to control the EV during the downhill drive. This can affect the user experience and reduce the life of various brake components.
OBJECTS
[003] The principal object of the embodiments herein is to provide a system for managing (lowering) a state of charge (SOC) of a battery in an electric vehicle (EV) for enabling regenerative braking during downhill driving condition and when the battery is at higher SOC levels.
[004] Another object of the embodiments herein is to disclose a method for managing the state of charge (SOC) of the battery in the electric vehicle (EV) for enabling regenerative braking during downhill driving condition and when the battery is at higher SOC levels.
[005] Another object of the embodiments herein is to provide a hill descent brake assistance system for the electric vehicle.
[006] Another object of the embodiments herein is to impart same deceleration feel for the occupants in the electric vehicle thereby enhancing the comfort level of occupants during downhill driving condition.
[007] Another object of the embodiments herein is to reduce frequent usage of friction brakes thereby reducing overheating of friction brake which in turn results in providing better friction braking experience as well as increasing the life of friction brake during downhill driving condition.
[008] Another object of the embodiments herein is to improve control of the electric vehicle during downhill driving condition.
[009] These and other aspects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating at least one embodiment and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.
BRIEF DESCRIPTION OF FIGURES
[0010] The embodiments disclosed herein are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0011] Fig. 1 depicts a schematic diagram of a system for managing (lowering) a state of charge (SOC) of a battery in an electric vehicle (EV), where a vehicle control unit operates a four-way valve in a series mode, according to embodiments as disclosed herein;
[0012] Fig. 2 depicts a schematic diagram of the system for managing the SOC of the battery in the EV, where the vehicle control unit operates the four-way valve in a parallel mode, according to embodiments as disclosed herein;
[0013] Fig. 3 illustrates motors in opposing mode, wherein a front motor operates in a recuperation mode in which energy from the front motor is supplied to a rear motor via a front motor inverter and a rear motor inverter, according to embodiments as disclosed herein; and
[0014] Fig. 4 illustrates a flowchart indicating steps of a method for managing (lowering) the SOC of the battery in the EV during the downhill driving condition and when the battery is at higher SOC levels, according to embodiments as disclosed herein.
DETAILED DESCRIPTION
[0015] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein can be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0016] The embodiments herein achieve a system and a method for managing (lowering) a state of charge (SOC) of a battery in electric vehicles (EVs) for enabling regenerative braking during downhill driving condition and when the battery is in a higher SOC level. Further, embodiments herein is to reduce frequent usage of friction brakes thereby reducing overheating of friction brake which in turn results in providing better friction braking experience as well as increasing the life of friction brake during downhill driving condition. Referring now to figs. 1 through 4, where similar reference characters denote corresponding features consistently throughout the figures, there are shown at least one embodiment.
[0017] Fig. 1 depicts a system (100) for managing (lowering) state of charge (SOC) of a battery (B) in an electric vehicle (EV), according to embodiments as disclosed herein. The system (100) includes a vehicle control unit (VCU) (102), an advanced driver assistance system (ADAS) (103A), a gradient sensor (103B), a heater unit (104), a chiller (106), a front motor (108), a front motor inverter (109), a rear motor (110), a rear motor inverter (111), an active grill shut off device (112), a first pump (114), a second pump (116), a temperature sensor (117) and a four-way valve (118). In an embodiment herein, the VCU (102) can operate the four-way control valve (118) in one of a series mode (fig. 1) or a parallel mode (fig. 2). For the purpose of this description and ease of understanding, the system (100) is explained herein below with reference to lowering the SOC of battery (B) for enabling regenerative braking during downhill driving condition of the electric vehicle and when the SOC of the battery (B) is at a predefined SOC threshold, wherein the predefined SOC threshold is greater than or equal to 95%. However, it is also within the scope of the invention to use/practice the components of the system (100) for lowering the SOC of the fully charged battery (B) for enabling regenerative braking during downhill driving of a hybrid electric vehicle or any other vehicle without otherwise deterring the intended function of the system (100) as can be deduced from the description and corresponding drawings as disclosed herein.
[0018] In an embodiment herein, the VCU (102) can be enabled with the advanced driver assistance systems (ADAS) (103A). For example, consider if a driver of the EV has provided an input related to a destination, then the VCU (102) detects that the driver is planning to drive the EV downhill or not, based on the destination. Further, the VCU (102) can use factors such as the EV’s current altitude, destination altitude, distance to be covered, and so on to choose a path for travelling. The VCU (102) can receive data from the gradient sensor (103B) to identify if the EV is moving downhill. The gradient sensor data can comprise of yaw rate and a gradient input. If a combination of the gradient input and the yaw rate is above a set value, the VCU (102) can determine that the vehicle is moving downhill. Further, if energy consumed per distance (kWh/km) is lower than a pre-defined value, the VCU (102) can determine that the vehicle is moving downhill. The energy consumed per distance is considered to be an amount of power consumed per distance by the EV.
[0019] The heater unit (104) is electrically connected to the battery (B) via the VCU (102). The heater unit (104) is configured to heat the coolant that is circulated between the battery (B) and the motors (108, 110). For the purpose of this description and ease of understanding, the heater unit (104) is considered to be a positive temperature co-efficient heater. The chiller (106) is electrically connected to the battery (B) via the VCU (102). The chiller (106) is configured to cool the coolant that is circulated between the battery (B) and the motors (108, 110). The front and rear motors (108, 110) are electrically connected to the battery (B) via the VCU (102). The front motor (108) is adapted to drive the front wheels of the electric vehicle and the rear motor (110) is adapted to drive the rear wheels of the electric vehicle. The first pump (114) and the second pump (116) are electrically connected to the battery (B) via the VCU (102). The first pump (114) is adapted to circulate the coolant between the heater unit (104), the chiller (106), a radiator (R) and the battery (B). The first pump (114) is adapted to circulate the coolant to between the heater unit (104), the chiller (106), the radiator (R) and the motors (108, 110).
[0020] During the downhill travel if the battery (B) is fully charged, then the regenerative braking in the EV will not work and the driver has to use friction brakes. In order to avoid using the friction brakes, the VCU (102) can supply energy from the fully charged HV battery (B) to at least one of the heater unit (104) and the chiller (106) to at least one of heat and cool the battery (B) based on predefined conditions (as mentioned in table 1) thereby lowering the SOC of the battery (B) for enabling regenerative braking. The temperature sensor (117) is located in a coolant outlet line of the radiator (R). The temperature sensor (117) is configured to detect the temperature of the coolant which flows from the radiator (R) to the battery thermal management circuit. The temperature sensor (117) sends the measured temperature of the coolant, to the VCU (102).
[0021] According to embodiments disclosed herein, the vehicle control unit (102) operates the four-way valve (118) in the series mode (as depicted in fig. 1) when the temperature of the battery (B) is between 15?C and 30?C. In the series mode, the coolant flows between a battery thermal management circuit and a motor thermal management circuit. According to embodiments disclosed herein, the vehicle control unit (102) operates the four-way valve (118) in the parallel mode (as depicted in fig. 2) when the temperature of the battery (B) is less than 15?C or more than 30?C. In the parallel mode, the coolant flows to the battery thermal management circuit.
[0022] In a first example, consider that the battery (B) temperature is less than 15?C, the VCU (102) can supply energy from the battery (B) to the heater unit (104) to regulate the temperature of the battery (B). This results in reducing the SOC of the battery (B) to a required level for enabling energy recuperation to the battery (B).
[0023] In second example, consider that the battery (B) temperature is more than 30?C, the VCU (102) can supply energy from the battery (B) to the chiller unit (106) to regulate the temperature of the battery (B). This results in reducing the SOC of the battery (B) to a required level for enabling energy recuperation to the battery (B).
[0024] When the temperature of the battery (B) ranges between 15?C and 30 ?C, the VCU (102) can supply energy from the battery (B) to heater unit (104) and the chiller (106) in order to quickly reduce the SOC of the battery (B) to a required level for enabling energy recuperation to the battery (B).
[0025] Although the fig. 1 through fig. 3 shows various hardware components of the system (100), it is to be understood that other embodiments are not limited thereon. In other embodiments, the system (100) may include lesser or a greater number of components. Further, the labels or names of the components are used only for illustrative purposes and does not limit the scope of the invention. One or more components can be combined together to perform same or substantially similar function in system (100).

Scenario1 Scenario2 Scenario3*
Component Battery temperature <15?C Battery temperature >30?C Battery temperature >15?C & <30?C
Heater unit (104) ON OFF ON
Chiller (106) OFF ON ON
Four-way valve (118) Parallel mode Parallel mode Series mode
First Pump (114) ON ON ON
Second Pump (116) ON/OFF based on motor cooling demand ON/OFF based on motor cooling demand ON
Front grill (G) Front grill (G) is closed when temperature of the coolant which flows from the radiator (R) to the battery thermal management circuit is less than 20?C, and ambient temperature is less than 20?C
Table 1: Operating status of the heater unit (104), the chiller (106), the first pump (114), the second pump (116), the four-way valve (118) and the front grill (G) across various temperature ranges of the battery (B).
[0026] From table 1, when the temperature of the battery (B) is less than 15?C, the VCU (102) is configured to: switch ON energy supply from the battery (B) to the heater unit (104), switch OFF energy supply from the battery (B) to the chiller (106), operate the four-way control valve (118) in the parallel mode, switch ON energy supply from the battery (B) to the first pump (114), and switch ON or switch OFF energy supply from the battery (B) to the second pump (116) based on cooling demand of the front and rear motors (108, 110).
[0027] Further, from table 1, when the temperature of the battery (B) is greater than 30?C, the VCU (102) is configured to: switch OFF energy supply from the battery (B) to the heater unit (104), switch ON energy supply from the battery (B) to the chiller (106), operate the four-way control valve (118) in the parallel mode, switch ON energy supply from the battery (B) to the first pump (114), and switch ON or switch OFF energy supply from the battery (B) to the second pump (116) based on cooling demand of the front and rear motors (108, 110).
[0028] Furthermore from table 1, when the temperature of the battery (B) is greater than 15?C and less than 30?C, the VCU (102) is configured to: switch ON energy supply from the battery (B) to the heater unit (104), switch ON energy supply from the battery (B) to the chiller (106), operate the four-way control valve (118) in the series mode, switch ON energy supply from the battery (B) to the first pump (114), and switch ON energy supply from the battery (B) to the second pump (116). Further, the VCU (102) is configured to maintain the front grill (G) in a closed position through an active grill shut off device (AGS) (112) when a temperature of coolant which flows from the radiator (R) to the battery thermal management circuit is less than 20?C and when an ambient temperature is less than 20?C. Further, system (100) may always be operating under scenario 3 where heating and cooling is possible with maximum coolant flow thereby facilitating faster SOC reduction and favorable condition for battery (B) to start recuperation.
[0029] Fig. 3 illustrates motors (108, 110) in opposing mode, wherein the front motor (108) operates in a recuperation mode in which energy from the front motor (108) is supplied to the rear motor (110) via a front motor inverter (109) and a rear motor inverter (111), according to embodiments as disclosed herein. In the opposing mode, the front motor (108) operates in a recuperation mode and the rear motor (110) operates in a propelling mode. The motors (108, 110) in the opposing mode will be working only when brake pedal is not pressed and the electric vehicle is decelerating in downhill drive condition. In the opposing mode, the front motor (108) operates in the recuperation mode in which energy from the front motor (108) is supplied to the rear motor (110) via the front motor inverter (109) and the rear motor inverter (111). Since the charge of the battery (B) is more than 95%, the battery (B) will not be charged, but the energy recuperated will be used by the rear motor (110) for propelling the EV. The power generated by the front motor (108) will be subjected to generator efficiency and invertor efficiency of a front power train. An output power will be consumed by the rear motor (110) after reduction of power due to inverter efficiency and motor efficacy of the rear power train. The reduction of power due to the inefficiencies involved can slow a movement of the EV, depending on the drive condition. This can be avoided by supplying by, the VCU (102), energy from the battery (B) to the rear motor (110) in addition to the energy supplied by the front motor (108) to the rear motor (110) for optimal propulsion of the electric vehicle by the rear motor (110). This decreases the battery SOC quickly without the user experiencing any unintended acceleration or deceleration. A level of recuperation will be limited by three factors. The three factors are a maximum recuperation power possible for the front motor (108), a maximum drive power possible by the rear motor (110), and a maximum power that is possible to supply to the rear motor (110) from the battery (B).
[0030] For example, consider that the front motor (108) generates 10kW during recuperation. The 10kW is an Alternating Current (AC) that should be converted into a Digital Current (DC) using the front motor inverter (109). After conversion to DC, there is a loss and the power is reduced from 10kW to 8kW. The 8kW is supplied to the rear motor inverter (111) to convert DC 8kW to 7kW AC, now there is loss of 1kW. In order to consolidate loss in the power of 10kW, the VCU (102) will supply 3kW from the battery (B) to the rear motor (110).
[0031] When the driver presses an accelerator pedal, the VCU (102) will perform a torque calculation. The VCU (102) can co-ordinate the recuperation and the propulsion, such that the driver demand can be met in all drive conditions. In a scenario where recuperation is not possible, then the VCU (102) will inhibit the recuperation. In case of any stability interventions from ESP or wheel slip, the system (100) can inhibit lowering of the SOC of the battery (B).
[0032] Fig. 4 illustrates a flowchart indicating steps of a method (400) for managing (lowering) the SOC of the battery (B) in EV during downhill driving condition and when the battery is at higher SOC levels, according to embodiments as disclosed herein. At step (402), the method (400) includes determining, by the VCU (102), if the EV is moving downhill based on at least one pre-specified parameter relevant to managing the SOC of the battery (B) in the downhill drive condition. The pre-specified parameter is at least one of input from an advanced driver assistance system (ADAS) (103A), a gradient sensor (103B) and power consumption per distance by the electric vehicle. At step 404, the method (400) includes checking, by the VCU (102), if the SOC of the battery (B) is at a predefined SOC threshold. At step 406, the method 400 includes supplying, by the VCU (102), an energy from the battery (B) of the EV to at least one of a heater unit (104) and a chiller (106) to regulate a temperature of the battery (B) and for lowering the SOC to a required level for enabling regenerative braking, on determining that the electric vehicle is moving downhill and when the SOC of the battery (B) is at the predefined SOC threshold. The various actions in method (400) may be performed in the order presented, or in a different order. Further, in some embodiments, some actions listed in Fig. 4 may be omitted. Further, the method (400) includes, operating, a front motor (108) in a recuperation mode in which energy from the front motor (108) is supplied to a rear motor (110) via a front motor inverter (109) and a rear motor inverter (111) upon deceleration of the electric vehicle and when a brake pedal is not pressed. Further, the method (400) includes, supplying, by the VCU (102), energy from the battery (B) to the rear motor (110) in addition to the energy supplied by the front motor (108) to the rear motor (110) thereby facilitating propulsion of the electric vehicle by the rear motor (110) and lowering the SOC of the battery (B) for enabling regenerative braking upon determining by the VCU (102) that the electric vehicle is moving downhill and the SOC of the battery (B) is at the predefined SOC threshold.
[0033] Further, the method step (406) of supplying, by the VCU (102), the energy from the battery (B) to at least one of the heater unit (104) and the chiller (106) thereby lowering the SOC of the battery (B) for enabling regenerative braking upon determining by the VCU (102) that the electric vehicle is moving downhill and the SOC of the battery (B) is at the predefined SOC threshold includes, switching ON, by the VCU (102), energy supply from the battery (B) to the heater unit (104) when a temperature of the battery (B) is less than 15?C; switching OFF, by the VCU (102), energy supply from the battery (B) to the chiller (106) when the temperature of the battery (B) is less than 15?C; operating, by the VCU (102), a four-way control valve (118) in a parallel mode when the temperature of the battery (B) is less than 15?C; switching ON, by the VCU (102), energy supply from the battery (B) to a first pump (114) when the temperature of the battery (B) is less than 15?C; and switching ON or switching OFF, by the VCU (102), energy supply from the battery (B) to a second pump (116) based on cooling demand of the front and rear motors (108, 110) and when the temperature of the battery (B) is less than 15?C.
[0034] Further, the method step (406) of supplying, by the VCU (102), the energy from the battery (B) to at least one of the heater unit (104) and the chiller (106) thereby lowering the SOC of the battery (B) for enabling regenerative braking upon determining by the VCU (102) that the electric vehicle is moving downhill and the SOC of the battery (B) is at the predefined SOC threshold includes, switching OFF, by the VCU (102), energy supply from the battery (B) to the heater unit (104) when the temperature of the battery (B) is greater than 30?C; switching ON, by the VCU (102), energy supply from the battery (B) to the chiller (106) when the temperature of the battery (B) is greater than 30?C; operating, by the VCU (102), the four-way control valve (118) in the parallel mode when the temperature of the battery (B) is greater than 30?C; switching ON, by the VCU (102), energy supply from the battery (B) to the first pump (114) when the temperature of the battery (B) is greater than 30?C; and switching ON or switching OFF, by the VCU (102), energy supply from the battery (B) to the second pump (116) based on cooling demand of the front and rear motors (108, 110) and when the temperature of the battery (B) is greater than 30?C.
[0035] Furthermore, the method step (406) of supplying, by the VCU (102), the energy from the battery (B) to at least one of the heater unit (104) and the chiller (106) thereby lowering the SOC of the battery (B) for enabling regenerative braking upon determining by the VCU (102) that the electric vehicle is moving downhill and the SOC of the battery (B) is at the predefined SOC threshold includes, switching ON, by the VCU (102), energy supply from the battery (B) to the heater unit (104) when the temperature of the battery (B) is greater than 15?C and less than 30?C; switching ON, by the VCU (102), energy supply from the battery (B) to the chiller (106) when the temperature of the battery (B) is greater than 15?C and less than 30?C; operating, by the VCU (102), the four-way control valve (118) in a series mode when the temperature of the battery (B) is greater than 15?C and less than 30?C; switching ON, by the VCU (102), energy supply from the battery (B) to the first pump (114) when the temperature of the battery (B) is greater than 15?C and less than 30?C; switching ON, by the VCU (102), energy supply from the battery (B) to the second pump (116) when the temperature of the battery (B) is greater than 15?C and less than 30?C.
[0036] Further, the method (400) includes, maintaining, by the VCU (102), a front grill (G) in a closed position through an active grill shut off device (AGS) (112) when a temperature of coolant which flows from a radiator (R) to battery thermal management circuit is less than 20?C and when an ambient temperature is less than 20?C.
[0037] The technical advantages of the system (100) for managing the SOC of the battery (B) during downhill driving and when the SOC of the battery (B) is at higher SOC levels are as follows: The system reduces frequent usage of friction brakes thereby reducing overheating of friction brake which in turn results in providing better friction braking experience as well as increasing the life of friction brake during downhill driving condition. The system improves control of the electric vehicle during downhill driving condition. The system imparts same deceleration feel for the occupants in the vehicle thereby enhancing the comfort level of occupants during downhill driving condition.
[0038] The embodiments disclosed herein can be implemented through at least one software program running on at least one hardware device and performing network management functions to control the elements. The elements can be at least one of a hardware device, or a combination of hardware device and software module.
[0039] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of at least one embodiment, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
, Claims:We claim:
1. A method (400) for managing a state of charge (SOC) of a battery (B) in an electric vehicle, the method (400) comprising:
determining, by a vehicle control unit (VCU) (102), if the electric vehicle is moving downhill based on at least one pre-specified parameter relevant to managing the SOC of the battery (B) in the downhill drive condition;
checking, by the VCU (102), if the SOC of the battery (B) is at a predefined SOC threshold;
operating a front motor (108) in a recuperation mode in which an energy from the front motor (108) is supplied to a rear motor (110) via a front motor inverter (109) and a rear motor inverter (111); and
supplying, by the VCU (102), an energy from the battery (B) to the rear motor (110) in addition to the energy supplied by the front motor (108) to the rear motor (110) thereby facilitating propulsion of the electric vehicle by the rear motor (110) and lowering the SOC of the battery (B) for enabling regenerative braking upon determining by the VCU (102) that the electric vehicle is moving downhill and the SOC of the battery (B) is at the predefined SOC threshold.
2. The method (400) as claimed in claim 1, wherein the method (400) includes,
supplying, by the VCU (102), the energy from the battery (B) to at least one of a heater unit (104) and a chiller (106) thereby lowering the SOC of the battery (B) for enabling regenerative braking on determining that the electric vehicle is moving downhill and the SOC of the battery (B) is at the predefined SOC threshold,
wherein
the predefined SOC threshold is greater than or equal to 95%; and
the at least one pre-specified parameter is at least one of an input sent by an advanced driver assistance system (ADAS) (103A) to the VCU (102), an input sent by a gradient sensor (103B) to the VCU (102), and a power consumption per distance by the electric vehicle.

3. The method (400) as claimed in claim 2, wherein said supplying, by the VCU (102), the energy from the battery (B) to at least one of the heater unit (104) and the chiller (106) thereby lowering the SOC of the battery (B) for enabling regenerative braking on determining that the electric vehicle is moving downhill and the SOC of the battery (B) is at the predefined SOC threshold includes,
switching ON, by the VCU (102), energy supply from the battery (B) to the heater unit (104) when a temperature of the battery (B) is less than 15?C;
switching OFF, by the VCU (102), energy supply from the battery (B) to the chiller (106) when the temperature of the battery (B) is less than 15?C;
operating, by the VCU (102), a four-way control valve (118) in a parallel mode when the temperature of the battery (B) is less than 15?C;
switching ON, by the VCU (102), energy supply from the battery (B) to a first pump (114) when the temperature of the battery (B) is less than 15?C; and
switching ON or switching OFF, by the VCU (102), energy supply from the battery (B) to a second pump (116) based on cooling demand of the front and rear motors (108, 110) when the temperature of the battery (B) is less than 15?C.
4. The method (400) as claimed in claim 2, wherein said supplying, by the VCU (102), the energy from the battery (B) to at least one of the heater unit (104) and the chiller (106) thereby lowering the SOC of the battery (B) for enabling regenerative braking on determining that the electric vehicle is moving downhill and when the SOC of the battery (B) is at the predefined SOC threshold includes,
switching OFF, by the VCU (102), energy supply from the battery (B) to the heater unit (104) when the temperature of the battery (B) is greater than 30?C;
switching ON, by the VCU (102), energy supply from the battery (B) to the chiller (106) when the temperature of the battery (B) is greater than 30?C;
operating, by the VCU (102), the four-way control valve (118) in the parallel mode when the temperature of the battery (B) is greater than 30?C;
switching ON, by the VCU (102), energy supply from the battery (B) to the first pump (114) when the temperature of the battery (B) is greater than 30?C; and
switching ON or switching OFF, by the VCU (102), energy supply from the battery (B) to the second pump (116) based on cooling demand of the front and rear motors (108, 110) when the temperature of the battery (B) is greater than 30?C.
5. The method (400) as claimed in claim 2, wherein said supplying, by the VCU (102), the energy from the battery (B) to at least one of the heater unit (104) and the chiller (106) thereby lowering the SOC of the battery (B) for enabling regenerative braking on determining that the electric vehicle is moving downhill and when the SOC of the battery (B) is at the predefined SOC threshold includes,
switching ON, by the VCU (102), energy supply from the battery (B) to the heater unit (104) when the temperature of the battery (B) is greater than 15?C and less than 30?C;
switching ON, by the VCU (102), energy supply from the battery (B) to the chiller (106) when the temperature of the battery (B) is greater than 15?C and less than 30?C;
operating, by the VCU (102), the four-way control valve (118) in a series mode when the temperature of the battery (B) is greater than 15?C and less than 30?C;
switching ON, by the VCU (102), energy supply from the battery (B) to the first pump (114) when the temperature of the battery (B) is greater than 15?C and less than 30?C; and
switching ON, by the VCU (102), energy supply from the battery (B) to the second pump (116) when the temperature of the battery (B) is greater than 15?C and less than 30?C.
6. The method (400) as claimed in claim 1, wherein the method (400) includes,
maintaining, by the VCU (102), a front grill (G) in a closed position through an active grill shut off device (AGS) (112) when a temperature of coolant which flows from a radiator (R) to a battery thermal management circuit is less than 20?C and when an ambient temperature is less than 20?C.
7. A system (100, 200) for managing a state of charge (SOC) of a battery (B) in an electric vehicle, the system (100, 200) comprising:
a vehicle control unit (VCU) (102), wherein the VCU (102) is configured to determine if the electric vehicle is moving downhill based on at least one pre-specified parameter relevant to managing the SOC of the battery (B) in the downhill drive condition, and check if the SOC of the battery (B) is at a predefined SOC threshold;
a front motor (108) in communication with the VCU (102); and
a rear motor (110) in communication with the VCU (102),
wherein
the front motor (108) is configured to operate in a recuperation mode in which an energy from the front motor (108) is supplied to the rear motor (110) via a front motor inverter (109) and a rear motor inverter (111); and
the VCU (102) is configured to supply an energy from the battery (B) to the rear motor (110) in addition to the energy supplied by the front motor (108) to the rear motor (110) thereby facilitating propulsion of the electric vehicle by the rear motor (110) and lowering the SOC of the battery (B) for enabling regenerative braking upon determining by the VCU (102) that the electric vehicle is moving downhill and the SOC of the battery (B) is at the predefined SOC threshold.
8. The system (100, 200) as claimed in claim 7, wherein the VCU (102) is configured to supply the energy from the battery (B) to at least one of a heater unit (104) and a chiller (106) thereby lowering the SOC of the battery (B) for enabling regenerative braking on determining that the electric vehicle is moving downhill, and the SOC of the battery (B) is at the predefined SOC threshold;
the predefined SOC threshold is greater than or equal to 95%; and
the at least one pre-specified parameter is at least one of an input sent by an advanced driver assistance system (ADAS) (103A) to the VCU (102), an input sent by a gradient sensor (103B) to the VCU (102), and a power consumption per distance by the electric vehicle.

9. The system (100, 200) as claimed in claim 8, wherein the VCU (102) is configured to:
switch ON energy supply from the battery (B) to the heater unit (104) when a temperature of the battery (B) is less than 15?C;
switch OFF energy supply from the battery (B) to the chiller (106) when the temperature of the battery (B) is less than 15?C;
operate a four-way control valve (118) in a parallel mode when the temperature of the battery (B) is less than 15?C;
switch ON energy supply from the battery (B) to a first pump (114) when the temperature of the battery (B) is less than 15?C; and
switch ON or switch OFF energy supply from the battery (B) to a second pump (116) based on cooling demand of the front and rear motors (108, 110) when the temperature of the battery (B) is less than 15?C.
10. The system (100, 200) as claimed in claim 9, wherein the VCU (102) is configured to:
switch OFF energy supply from the battery (B) to the heater unit (104) when the temperature of the battery (B) is greater than 30?C;
switch ON energy supply from the battery (B) to the chiller (106) when the temperature of the battery (B) is greater than 30?C;
operate the four-way control valve (118) in the parallel mode when the temperature of the battery (B) is greater than 30?C;
switch ON energy supply from the battery (B) to the first pump (114) when the temperature of the battery (B) is greater than 30?C; and
switch ON or switch OFF energy supply from the battery (B) to the second pump (116) based on cooling demand of the front and rear motors (108, 110) when the temperature of the battery (B) is greater than 30?C.
11. The system (100, 200) as claimed in claim 10, wherein the VCU (102) is configured to:
switch ON energy supply from the battery (B) to the heater unit (104) when the temperature of the battery (B) is greater than 15?C and less than 30?C;
switch ON energy supply from the battery (B) to the chiller (106) when the temperature of the battery (B) is greater than 15?C and less than 30?C;
operate the four-way control valve (118) in a series mode when the temperature of the battery (B) is greater than 15?C and less than 30?C;
switch ON energy supply from the battery (B) to the first pump (114) when the temperature of the battery (B) is greater than 15?C and less than 30?C; and
switch ON energy supply from the battery (B) to the second pump (116) when the temperature of the battery (B) is greater than 15?C and less than 30?C.
12. The system (100, 200) as claimed in claim 11, wherein the VCU (102) is configured to maintain a front grill (G) in a closed position through an active grill shut off device (AGS) (112) when a temperature of coolant which flows from a radiator (R) to a battery thermal management circuit is less than 20?C and when an ambient temperature is less than 20?C.