DESC:FIELD OF INVENTON
The invention relates to a battery charging system & method and more particularly, it relates to charging of multiple parallel battery modules.
BACKGROUND OF THE INVENTION
Electric Vehicles (EVs) include battery modules for providing electrical energy to a motor of the vehicle. With increasing usage of the electric vehicles, there is a compelling need to have multiple battery modules for the electric vehicles. Electric vehicles require multiple battery modules, which offers longer driving ranges. The additional battery modules increase an overall energy storage capacity, allowing the vehicle to travel farther on a single charge. This is particularly beneficial for drivers who frequently travel long distances or live in areas with limited charging infrastructure.
Further, multiple battery modules can improve the performance of the electric vehicles. By distributing the electrical load across multiple battery modules, the vehicles can draw power more efficiently, delivering higher acceleration and better overall performance.
Redundancy is a crucial consideration in the electric vehicles to ensure reliability and safety. If one battery module fails or malfunctions, having multiple battery modules allows the vehicle to continue operating on the remaining functional battery modules. This redundancy feature improves the vehicle's reliability and reduces a risk of being stranded due to a battery failure.
With increasing demand of electric vehicle battery capacity, multiple battery modules are connected in parallel for effective handling of battery swap at charging stations.
Parallel connection of batteries in an electric vehicle (EV) is important for several reasons notably as follows. It leads to increased power output. Connecting batteries in parallel increases total available power output. When multiple batteries are connected in parallel, the current from each battery is combined, thereby resulting in a higher overall power capacity. This increased power output is essential for providing sufficient energy to the electric motor, allowing for better acceleration and performance.
Further, parallel connection also increases the total energy capacity of the battery system. By combining the energy stored in each battery, the overall capacity is expanded, resulting in a longer driving range before recharging is required. This is particularly beneficial for electric vehicles that need to travel long distances.
Also, parallel connection provides redundancy, meaning that if one battery fails or loses capacity, the others can continue supplying power. This enhances the reliability and safety of electric vehicles. In case of battery failure, the remaining batteries can compensate and prevent a complete loss of power, allowing the vehicle to continue operating until maintenance or replacement can be performed.
Parallel connection enables the battery system in the electric vehicle to be easily scalable and adaptable. Additional batteries can be added to increase power output or energy capacity as needed. This flexibility allows electric vehicle manufacturers to design and configure battery packs that meet various performance requirements and customer preferences.
Moreover, parallel connection to charge batteries helps in achieving balanced charging and discharging among the batteries. When batteries are connected in parallel, they tend to share the load evenly. This means that each battery will contribute its fair share of power during acceleration and receive a proportionate amount of charge during recharging. Balanced charging and discharging promote the longevity and efficiency of the battery modules during charging of multiple batteries together.
Overall, parallel connection of batteries in electric vehicles offers increased power output, extended energy capacity, redundancy, balanced operation, and flexibility, all of which are crucial for optimal performance and reliability of the electric vehicles.
Charging multiple parallel batteries in electric vehicles may pose problems or challenges. When charging multiple parallel batteries, it is important to ensure that each battery receives an equal amount of charge. Battery cells or modules may have variations in their capacities or internal resistance, which can lead to imbalances during charging. If not properly managed, these imbalances can result in some batteries being overcharged or over-discharged, leading to reduced battery life or potential safety hazards. Particularly, the charging of parallel batteries has been challenging due to a state of health, voltage variation (differences) of batteries with aging, and due to temperature and battery impedance. The variation of state of charge (SOC) and voltage results in high circulating current during operation in parallel configuration of the battery modules, which causes an energy loss. Some of the cases where this phenomenon can be observed is at power interruption or after full charge.
It is not effective to charge two or more physically separate modules in parallel at once. The charging rate of all batteries will not be the same. One of the batteries may reach 100% SOC early resulting in other batteries being stuck at less than 100% SOC. This will give less vehicle range even at full charge conventionally.
While battery is swapped, there is a possibility that incompatible batteries (batteries of different chemistries or suppliers or capacities) are charged with charger resulting in fire incidents. The use of incompatible batteries can cause various problems due to differences in chemistry, voltage, capacity, and internal construction.
The possible reasons may be overcharging or overheating. Incompatible batteries may have different charging requirements, which can lead to overcharging or overheating. Overcharging can cause the battery to release excess energy, leading to a potential fire hazard. Again, voltage mismatch can be a possible cause. If the voltage of the battery is not compatible with the charger or the device, it can lead to electrical issues, potentially damaging a device and causing fire risks. Further, short circuits are also a major cause for such a scenario. Using batteries with different sizes or constructions can create a short circuit when inserted into a device or charger not designed for them, causing overheating and fire. Incompatibility can cause a battery to malfunction and explode, releasing harmful chemicals and causing a fire. Even if the battery doesn't cause immediate fire incidents, using incompatible batteries can result in reduced performance, shorter lifespan, and potential damage to the device.
Further, existing charging infrastructures may not be designed to accommodate the simultaneous charging of multiple battery modules. Charging stations typically provide a fixed charging rate, which may not be optimal for charging multiple modules in parallel. Adapting the infrastructure to support higher charging capacities or implementing smart charging systems that can monitor and manage the charging process for multiple modules simultaneously is necessitated.
Furthermore, charging multiple battery modules in parallel requires a sophisticated charging control system to monitor and regulate a charging process. The charging control system needs to manage a charging rate, monitor individual battery voltages and temperatures, and ensure proper balancing between the battery modules. Implementing such a control system adds complexity and cost to the charging infrastructure, which requires advanced battery management technologies.
OBJECT OF THE INVENTION
An object of the invention is to provide an efficient charging system for multiple battery modules.
Another object is to allow for the expansion of the overall battery capacity by combining the energy storage capabilities of multiple battery modules.
Yet, another object of the invention is to optimize a charging process to achieve maximum efficiency to prevent overcharging or undercharging of individual batteries.
Still another object of the invention is to monitor and control the charging process, ensure proper voltage levels, and implement safety mechanisms to protect against overcurrent or overheating, thereby mitigating any thermal runaway condition.
Another object of the invention is to provide a charging system, which is scalable, allowing for the addition or removal of batteries without disrupting the charging process.
Yet another object of the invention is to provide a charging system, which is having compact and cost-effective design to eliminate switching losses.
Still another object of the invention is to eliminate high circulating current and enhance battery health.
A further object of the invention is to ensure the safety and reliability of the charging system, to prevent damage to the batteries of the charging system adhering to safety standards and regulations.
Still another object of the invention is to overcome lacunas of existing systems explained in background section.
SUMMARY OF THE INVENTION
With the above objectives in view, the present invention provides a battery charging system, comprising: a battery charging system, comprising:
a plurality of battery modules comprises at least one battery each; at least a power supply system for charging the plurality of batteries; a circuit arrangement having a plurality of switching devices connected to the plurality of batteries; and at least an electronic control system configured for controlling operation of the plurality of the switching devices;
wherein, the electronic control system regulates at least a switching device for electrically connecting at least one battery to the power supply system for charging and disconnecting at least another battery from the power supply system based on at least a predetermined difference in at least one battery parameter of at least one battery over at least another battery.
The circuit arrangement having a plurality of switching devices are part of the battery modules.
The battery parameter includes a state of charge (SOC) level, temperature and state of health.
The charging of at least one battery initiated having a lower SOC level compared to SOC level of at least another battery.
The predetermined SOC level difference between the pluralities of batteries is 0.1 % to 10 %.
The electronic control system configured to select at least one battery for charging amongst the plurality of batteries based on a predefined order of priority; wherein the order of priority determined basis of at least one battery parameter including state of charge, temperature and state of health.
The batteries having a lower temperature and a higher state of health is first to charge amongst the plurality of batteries.
The switching devices include semiconductor devices, including metal-oxide semiconductor field effect transistors (MOSFET’s) or insulated-gate bipolar transistor (IGBT) or Thyristors or an electrically activated electromechanical switch comprising a solenoid.
The switching devices operates at a frequency of at least 0.5 millihertz (mHz) and in a frequency range of 0.5 mHz to 10 mHz for electrically connecting or disconnecting the battery to the power supply system.
The electronic control system regulates at least a switching device through a battery management system.
The electronic control system regulates charger current to near zero before operating the switching device to minimize loss in the switching operation.
The plurality of batteries connected in a parallel configuration to the power supply system.
The battery charging system comprises of a communication interface including controller area network (CAN) modules or Ethernet or wired or wireless connection, configured to facilitate communication between the electronic control system, the power supply system and the battery modules.
The battery modules are secured in a port docking structure comprising a solenoid locking to secure/ lock the battery modules with a plurality of switches that connects or disconnects the battery modules to an electrical system.
The battery management system is used for processing battery parameters including SOC of the battery, battery temperature, fault conditions, state of health, and maximum acceptable current levels derived from the battery modules and in communication with the electronic control system for optimum charging leading to protection of the respective battery modules and mitigating power losses.
The electronic control system comprises of at least one controller for instructing the battery management system for operating the switching devices.
The battery charging system provides visual feedback on a display unit/remote device with or without audio for warning during condition of hazard.
The battery charging system comprises of a battery module authentication system comprising wired or wireless communication between the battery modules, a controller and cloud deployment or remote devices, including smartphones, intelligent systems for enabling remote monitoring of at least one battery parameter including battery status, battery capacity, charging levels, identification of original battery modules.
The battery module authentication system involves password-based authentication or encryption keys.
The battery charging system comprises a safety mechanism that comprises an electric circuit breaker wherein the electric circuit breaker in series connection with the respective battery modules to prevent overcharging, overcurrent, and short-circuit conditions in each battery module.
The battery charging system incorporated in an on-board charging facility in two-wheeled, three-wheeled or four-wheeled vehicles.
The battery charging system incorporated in an off-board charging facility in two-wheeled, three-wheeled or four-wheeled vehicles.
The method of battery charging, comprises: sharing power supply status parameters to an electronic control system from a power supply system; transmitting, battery parameters of a plurality of battery modules to the electronic control system; signalling/instructing to operate at least a switching device of at least one battery module based on at least a predetermined difference in at least one battery parameter of at least one battery over at least another battery by the electronic control system.
BRIEF DESCRIPTION OF DRAWINGS:
The above and other objects, features, and advantages of the present disclosure will be more apparent from the detailed description taken in conjunction with the accompanying drawings. One or more embodiments of the present invention are now described, by way of example only with reference to the accompanied drawings wherein like reference numerals represent like elements.
FIG. 1 shows a proposed architecture of a parallel battery charging system according to one of the embodiments of the present invention.
FIGS. 2A and 2B show operating power paths of current flow according to an embodiment of the present invention.
FIG. 3 displays various operating states during charging and operation of a parallel battery charging system according to the present invention.
FIG. 4 illustrates a change in the state of charge of first and second battery modules versus time during charging according to the present invention.
FIG.5 shows schematically basic steps of a method for operating a parallel battery charging system for an electric vehicle drivetrain according to the present invention.
FIGS. 6A & 6B illustrate a charging state of first and second battery units and a change in a state of charge, with different duty rates according to the present invention.
FIG. 7 displays schematically an example embodiment of a layout of a connection of a circuit arrangement with a wired and wireless connectivity for data communication to user/service according to the present invention.
FIG. 8 displays an audio-visual indication in an external display board of a parallel battery charging system according to the present invention.
FIGS. 9A & 9B depicts power loss in conventional designs, and power efficiency in the present invention respectively during switching for charging of battery modules.
DETAILED DESCRIPTION:
The invention along with preferred embodiments will now be described in detail with reference to the accompanying drawings. The preferred embodiment does not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
It will be readily understood that components of the present invention, as generally described and illustrated in figures herein, could be arranged and designed in a wide variety of different configurations. Thus, the following more detailed description of the embodiments of the invention as represented in the figures is not intended to limit the scope of the invention but is merely representative of certain examples of presently contemplated embodiments in accordance with the invention. The presently described embodiments will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout.
The present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in respects as illustrative and not restrictive.
According to FIG.1, a proposed architecture of a parallel battery charging system for charging parallel batteries has been shown schematically. An Alternating Current (AC) input (1) from a power supply system is fed into a charger (2), through a residual current device (RCD) (3) which is a safety device commonly used in electrical installations. It is designed to protect against risk of electric shock caused by electrical faults or leakage currents.
In a present circuit arrangement, the RCD (3) is installed to monitor the flow of current. It works by constantly comparing incoming and outgoing currents in a circuit. If there is a difference between the incoming and outgoing currents, it indicates the presence of a leakage current or an electrical fault. In such cases, the RCD (3) quickly detects an imbalance and automatically disconnects the power supply, thereby preventing potential electric shock hazards.
Further, the output of the RCD (3) is connected to a charger port. In the context of electric vehicles (EVs) or hybrid electric vehicles (HEVs), the charger (2) is a component responsible for converting AC power from an external charging source (such as a wall socket or a charging station) (not shown) into DC power to charge vehicle's traction battery. The charger (2) manages charging process, monitors battery's state of charge, and ensures safe and efficient charging.
The charger port refers to a communication interface or port, used by the charger (2) to exchange information with other vehicle systems and components. The charger port allows the charger (2) to interact with the vehicle's battery management system (BMS) (4), a vehicle control unit (VCU), an instrument cluster, and other relevant electronic control units (ECUs). Through this communication, the charger port can receive instructions, provide charging status, report faults, and coordinate charging operations with other vehicle systems. Overall, the charger port (e.g., CAN) plays a crucial role in facilitating efficient and coordinated charging processes in electric and hybrid vehicles.
In the present embodiment, the AC input (1) is connected to the charger port. The charger (2) is connected to respective battery modules (exemplary two nos. packs) (5, 8) comprising batteries via two protection elements such as an electric circuit breaker (9, 10) and mechanical or electromechanical contactor switches (11, 12) which is instrumental in solenoid lock (20). The solenoid lock (20) of switches in the battery modules (5, 8) refers to a use of solenoids to physically secure the battery modules (5,8) on a docking structure (24) with the mechanical or electromechanical contactors switches (11, 12) that connect or disconnect the battery modules (5, 8) to an electrical system. The contactors (11, 12) may be manual or self-mating connectors or electro-mechanical switches. By combining solenoids with the contactors (11, 12), the solenoid lock (20) can be created to provide additional security and control. The solenoid locking mechanism adds an extra layer of safety for an operator as well as the battery modules (5, 8) preventing accidental or unauthorized removal of the battery modules (5, 8) in an energized state. It can be controlled by a control system (13) that monitors conditions such as system voltage, temperature, or user input to determine when the battery modules (5, 8) should be connected or disconnected. In the present embodiment, it is controlled by the electronic control system (ECS)/micro-controller (13).
According to FIGS. 2A and 2B, operating power paths of current flowing through a switch (6) when a first battery module (5) is to be charged and through a switch (7) when a second battery module (8) is to be charged is shown. Further, charging is performed based on a negotiated power limit, which is a lower value between a charger broadcast value and a battery demand value. This leads to comparison for determining the lower of the two between a maximum power limit of the charger (2) can provide for charging (i.e., charger broadcast value) and the power required to charge the battery modules (5, 8) (i.e., battery demand value). This will be the negotiated power limit for charging. By using the lower value between the charger broadcast value and the battery demand value, which is the negotiated power limit, it will be ensured that the charging process stays within the limits of both the charger (2) and the battery modules (5, 8), thereby preventing any potential issues related to excessive power supply or overload conditions.
The two battery modules (5, 8) contain respective CAN bus (14, 15) with battery management system (BMS) (4, 40). The respective BMS modules (4, 40) are responsible for monitoring and controlling the performance of rechargeable battery modules (5, 8) and assessing an individual battery state of charge (SOC). The BMS (4, 40) continuously measures the battery SOC, which indicates the remaining energy in the battery modules (5, 8). It helps to determine how much charge is available and estimates the range of an electric vehicle. Among multifarious functioning abilities, notably the BMS systems (4, 40) has communication capabilities to relay important battery data including SOC to the vehicle's electronic control system (ECS) (13) or an external monitoring system through physical controller area networks (CAN buses), a first CAN bus (14) and a second CAN bus (15) for respective battery modules (5, 8). This allows for remote monitoring, diagnosis of battery health, and performance optimization.
The physical CAN buses, the first CAN bus (14) and second CAN bus (15) terminate to respective CAN transceivers (16, 17). The CAN transceivers (16, 17), also known as a controller area network transceiver, is an electronic device used to interface between the CAN protocol controller/ ECS (13) and the physical CAN buses (14, 15). It provides the necessary electrical signal conditioning and conversion to facilitate reliable communication between devices on a CAN network (in the form of Rx and Tx). The CAN bus (14, 15) is a serial communication protocol for transmitting data between various electronic control systems/ micro-controller (ECUs) (13) or nodes. The CAN transceivers (16, 17) play a crucial role in this communication by converting digital signals from the ECS/controller (13) into appropriate voltage levels for transmission over the CAN bus (14, 15) to the BMS (4, 40) in respective battery modules (5, 8), and vice versa. According to alternate embodiments, different types of communication methods/ systems may be deployed for exchange of information between devices including wired and wireless connections (22, 23).
According to FIG.3, which illustrates various operating states of the battery charging system. Initially, the charger (2) is in a constant voltage (CV) mode, wherein the charger (2) keeps the voltage across battery terminals constant, while gradually modulating a charging current. This is to power up the controller (13) since initially there will not be any power source for microcontroller (13). As soon as the micro-controller unit (13) powers up CAN communication between battery modules (5,8), the information exchange is initiated between the battery modules (5, 8) and the microcontroller unit (13). This further prevents overcharging or excessive current flow, which could damage the battery modules (5, 8). As soon as the battery module (5, 8) is detected, a precharge event is introduced, typically through a precharge circuit or controller, which gradually and safely ramps up the voltage and maintain same voltage at a battery terminal and a charger output current when connecting the battery module (5, 8) to the charging system. The precharge circuit ensures a controlled and gradual increase in voltage and current to limit the stress on the battery cells and other components in the system.
According to FIG. 4 & FIG.5, which illustrates change in a state of charge of the first and second battery modules (5, 8) versus time and the basic steps of a method for operating the parallel battery charging system for an electric vehicle drivetrain according to the present disclosure. As soon as the CAN communication is established between electronic control system (micro-controller/ECS) (13) and battery modules (5, 8), the electronic control system (micro-controller/ECS) (13) receives input (data exchange) from respective CAN transceivers (16, 17) and analyses the state of charge between two battery modules (5, 8). The ECS (13) will analyze if the battery modules (5, 8) are healthy and check the SOC levels of both the battery modules (5, 8). Post analyzing the SOC levels, the ECS (13) will instruct the BMS (4, 40) of the respective battery modules (5, 8), which is having lower SOC levels, for example, if the SOC level of battery module 5 is lower it will instruct to close the first switch (6), post precharging (by maintaining the voltage constant between the charger output and the battery output terminal) so that charging can take place for the first battery module (5). As soon as the SOC difference between the two battery modules (5, 8) is having a safe threshold limit for example 5 percent, the ECS (13) will send signal to the respective BMS (4) for opening the switch (6) of the charging battery module (5) now having higher SOC compared to second battery module (8). Further, an instruction will be sent to the BMS (40) of the other battery module (8) having the lower SOC to close the second switch (7) post precharging (by maintaining the voltage constant between charger output and battery output terminal) so, that charging can take place for the other battery module (8). In an embodiment, the two battery modules (5, 8) may be charged simultaneously especially towards the end of the charge cycle (as shown in Fig.4), when the battery voltages have reached a safe threshold value, the batteries are charged through Common Voltage (CV) method in which the current is gradually reduced as the battery becomes fully charged. Since the charging current is less, charging time is higher for this portion of charging. To optimize charging time, both battery packs can be charged simultaneously (parallel) by closing both the switches (6, 7) by the electronic control system (13) through the respective battery management systems (4, 40) once they reach the same SOC levels towards the end of charge cycle. The risks due to simultaneous (parallel charging) are minimal during this time since the charging current is small and battery voltages are similar. In another embodiment towards the end of the charge cycle the battery modules (5, 8) may also be charged one after another continuing the same sequence of charging.
According to FIGS. 6A and 6B which illustrates a charging state of the first and second battery modules (5, 8) and the change in state of charge, with different duty rates. The first graph displays uniform time intervals for charging of the battery modules (5, 8) in ideal conditions, whereas the second graph depicts non-uniform time interval for charging based on factors like derating of charger (2) output or derating requested by modules (5, 8) taking into consideration certain parameters like state of health of battery (SOH), temperature, grid condition or system error status. The charger (2) delivers the power to one battery module at a time which is a form of time-multiplexed charging by closing one of the switches of the battery module, and keeping the other switch open till safe SOC difference is reached between the battery modules (5,8). At any time, if battery modules (5,8) are removed from charging system, SOC difference will be maintained preferably within 5 percent, although other variations may be possible between the battery modules (5,8).
FIG. 7 displays schematically an example embodiment of a layout of a connection of a circuit arrangement with a wired (22) and wireless (23) connectivity for data communication to user/service. In the present embodiment, UART (universal asynchronous receiver-transmitter) (21) can be used to establish a Bluetooth ® connection with a BLE (Bluetooth Low Energy) module (not shown). UART (21) cannot be used directly to a Bluetooth connection with a remote device using Bluetooth Low Energy (BLE). BLE communication requires a Bluetooth module or chip that supports the BLE protocol stack and its associated profiles. There is a power source for the BLE, which may be regulated by a power regulator (18). The BLE module facilitates connection between the ECS (13) and the handheld device (including phones, tablets, computing devices). The identification of suitable battery pack is done by USB or Bluetooth® or Wi-Fi® or local software key based authentication. This solves the battery-charger compatibility issue. Each battery pack will have unique identification code (ID) and that ID should be interpreted by microcontroller/ ECS (13) in such a way, that will identify the unique ID of the battery module. Authentication before establishing the CAN communication to avoid the compatibility issue to avoid possibility of incompatible batteries of different chemistries or suppliers or capacities are charged with charger resulting in fire incidents and thus eliminated. Hence, the risk of fire incidents is averted.
Referring to FIG.8, a facility is depicted of an Audio-visual indication in an external display board of the parallel battery charging system. The red-light emitting diode (LED) indicates Error or fault/ Hazard conditions. The blue LED provides signal of flashing for authentication needed and the continuous glowing indicates need for pairing with mobile for data transfer or software upgrade. The green LED can be used where blink rate indicates charging level or to display the charging percentage. Also, audio warning is facilitated in case of abnormal temperature/ hazard conditions. Further this present disclosure is applicable for both on-board & off-board charging facilities.
Referring to FIGS.9A & 9B, depicting power loss (area A1) in conventional designs, and power loss (area A2) in present invention respectively during switching for charging of battery modules. The power loss area in A2 is much less than that of A1 leading to higher power efficiency. The VDS & ID represent an open circuit voltage across the drain and source of the switching device & drain current respectively. Semiconductor or mechanical contactor switch in BMS (4, 40) will operate at less than 10 milliHz. Since in the proposed application, while switching the battery switch (6, 7) with a very low frequency, switching loss is also very less. Also, at every transition of the switch, charger current will be brought to near zero for minimizing loss, as operation is performed with less than 1A is possible in proposed application (as shown in Fig. 9B by area A2) leads to negligible power losses. On the contrary in the conventional models high switching power loss can be experienced (as shown in Fig. 9A by area A1), as both the current and voltage are at transition levels, which also degrades the switches frequently.
Further, in the present invention battery charging is done by constant DC current. With soft start and soft turn off during every transition from one module to another module the losses are eliminated. The variation of SOC and voltage results in high circulating current when connected in parallel, which is an energy loss. By controlling switch S1 and S2 and maintaining safe SOC difference between two batteries, it minimizes the loss and increases the life of battery with improved efficiency for overall system.
This system has been devised to ensure safe and efficient charging, one battery module (5, 8) at a time, while maintaining the batteries (5, 8) within its recommended SOC range. The multifarious advantages of having a safe SOC margin with no path for high circulating current, caters to reduced Power Losses. Maintaining safe SOC margin between batteries during charging will further reduce power losses by eliminating high circulating current and enhance battery health. When multiple batteries are connected in parallel and charged simultaneously, imbalances in SOC levels can lead to high circulating currents between batteries (5, 8). This phenomenon is commonly known as current "sharing" or "imbalance." When there is a significant SOC difference between batteries (5, 8), the battery with a higher SOC will reach its full charge earlier than the others. As a result, it may start acting as a source instead of accepting charge, leading to a flow of current from batteries with higher SOC levels to the one with lower SOC. This circulating current not only results in power losses but can also impact battery performance and lifespan.
Also, by ensuring that all batteries (5, 8) have similar SOC levels during charging, the circulating currents are minimized or eliminated. This leads to reduced power losses in the charging system, as the energy is efficiently transferred to the batteries instead of being wasted in circulating currents. There is also balanced charging, which caters to maintaining a safe SOC margin, which ensures that each battery (5, 8) receives an equal share of the charging current. This promotes stable charging, where all battery modules (5, 8) in the system are charged at a similar rate, preventing overcharging of some batteries and undercharging of others. Further, there is an enhancement of battery health. Imbalances in SOC levels can lead to uneven stress on individual batteries.
Batteries with higher SOC levels can experience overcharging, which can degrade their capacity and shorten their lifespan. On the other hand, batteries with lower SOC levels may undergo excessive discharge, which can also affect their health. By maintaining a safe SOC margin, the batteries are protected from these extreme conditions, promoting overall battery health and longevity. Moreover, if a safe SOC difference is maintained between the two modules the battery modules can be easily removed from the charger, at any intermediate point during charging cycle.
Further, for implementing such an effective charging system no additional switches except switches (6, 7) already present in the battery modules (5, 8) are used/ implemented to control the switching for charging/ discharging the battery modules, which not only makes the system compact but also robust, efficient with minimized switching losses. This will also lead to an economic and cost-friendly approach to devise.
According to the present embodiment there can be a single battery module charging as well, wherein, in absence/ deterioration of the first battery module (5), the second battery pack module (8) is only charged, which is possible due to implementation of the independent CAN module for each battery (5, 8) linked with ECS (13).
Further, the controller/ ECS (13) derives power from the power line, which is modulated for safe operation of the controller (13) by a regulator (18).
Although the exemplary forms of the present disclosure have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the present disclosure.

Reference Numerals:-
AC input (1)
charger (2)
RCD (3)
BMS (4), (40)
first battery module (5)
first switch (6)
second switch (7)
second battery module (8)
electric circuit breaker (9, 10)
mechanical or electromechanical contactor switches (11, 12)
electronic control system (13)
CAN modules (14, 15)
CAN transceivers (16, 17)
power regulator (18)
solenoid lock (20)
UART (21)
wired data transfer (22)
wireless data transfer (23)
docking structure (24)

CLAIMS:WE CLAIM:

1. A battery charging system, comprising:
a plurality of battery modules (5, 8) comprises at least one battery each;
at least a power supply system (1) for charging the plurality of batteries;
a circuit arrangement having a plurality of switching devices (6, 7) connected to the plurality of batteries; and
at least an electronic control system (13) configured for controlling operation of the plurality of the switching devices (6, 7);
wherein, the electronic control system (13) regulates at least a switching device (6, 7) for electrically connecting at least one battery to the power supply system for charging and disconnecting at least another battery from the power supply system based on at least a predetermined difference in at least one battery parameter of at least one battery over at least another battery.
2. The battery charging system as claimed in claim 1, wherein the circuit arrangement having the plurality of switching devices (6, 7), are part of the battery modules (5, 8).

3. The battery charging system as claimed in claim 1, wherein the battery parameters includes a state of charge (SOC) level, temperature, and state of health.

4. The battery charging system as claimed in claim 3, wherein charging of at least one battery initiated having a lower SOC level compared to SOC level of at least another battery.

5. The battery charging system as claimed in claim 4, wherein the predetermined SOC level difference between the pluralities of batteries is 0.1 % to 10 %.

6. The battery charging system as claimed in claim 3, wherein the electronic control system (13) configured to select at least one battery for charging amongst the plurality of batteries based on a predefined order of priority; wherein the order of priority determined basis of the at least one battery parameter including the SOC level, temperature, and state of health.

7. The battery charging system as claimed in claim 6, wherein the batteries having a lower temperature and a higher state of health is first to charge amongst the plurality of batteries.

8. The battery charging system as claimed in claim 1, wherein the switching devices (6, 7) include semiconductor devices, including metal-oxide semiconductor field effect transistors (MOSFET’s) or insulated-gate bipolar transistor (IGBT) or Thyristors or an electrically activated electromechanical switch comprising a solenoid.

9. The battery charging system as claimed in claim 1, wherein the switching devices (6, 7) operates in a frequency range of 0.5 millihertz (mHz) to 10 mHz for electrically connecting or disconnecting the battery to the power supply system (1).

10. The battery charging system as claimed in claim 1, wherein, the electronic control system (13) regulates the switching devices (6, 7) through a battery management system (4, 40).

11. The battery charging system as claimed in claim 1, wherein the electronic control system (13) regulates charger current to near zero before operating the switching device (6, 7) to minimize loss in the switching operation.

12. The battery charging system as claimed in claim 1, wherein the plurality of batteries connected in a parallel configuration to the power supply system (1).

13. The battery charging system as claimed in claim 1, wherein the battery charging system comprises of a communication interface including controller area network (CAN) modules (14, 15) or Ethernet or wired or wireless connection, configured to facilitate communication between the electronic control system (13), the power supply system (1), and the battery modules (5, 8).

14. The battery charging system as claimed in claim 1, wherein the battery modules (5, 8) are secured in a port docking structure (24) comprising a solenoid locking (20) to secure/ lock the battery modules (5, 8) with a plurality of switches (11, 12) that connects or disconnects the battery modules (5, 8) to an electrical system.

15. The battery charging system as claimed in claim 1, wherein at least one battery management system (4, 40) is used for processing the battery parameters including state of charge (SOC) of the battery, battery temperature, fault conditions, state of health, and maximum acceptable current levels derived from the battery modules (5, 8) and in communication with the electronic control system for optimum charging leading to protection of the respective battery modules (5, 8) and mitigating power losses.

16. The battery charging system as claimed in claim 15, wherein the electronic control system (13) comprises of at least one controller for instructing the battery management system (4, 40) for operating the switching devices (6, 7).

17. The battery charging system as claimed in claim 1, wherein the battery charging system provides visual feedback on atleast a display unit or a remote device and optionally with audio for warning during condition of hazard.

18. The battery charging system as claimed in claim 1, wherein the battery charging system comprises of a battery module (5, 8) authentication system comprising wired or wireless communication between the battery modules (5, 8), a controller and cloud deployment or remote devices, including smartphones, intelligent systems for enabling remote monitoring of at least one battery parameters including battery status, battery capacity, charging levels, identification of original battery modules (5, 8).

19. The battery charging system as claimed in claim 18, wherein the battery module (5, 8) authentication system involves password-based authentication or encryption keys.

20. The battery charging system as claimed in claim 1, wherein the battery charging system comprises a safety mechanism that comprises an electric circuit breaker (9, 10), wherein the electric circuit breaker (9, 10) in series connection with the respective battery modules (5, 8) to prevent overcharging, overcurrent, and short-circuit conditions in each battery module (5, 8).

21. The battery charging system as claimed in claim 1, wherein the battery charging system incorporated in an on-board charging facility in two-wheeled, three-wheeled or four-wheeled vehicles.

22. The battery charging system as claimed in claim 1, wherein the battery charging system incorporated in an off-board charging facility in two-wheeled, three-wheeled or four-wheeled vehicles.

23. The method of battery charging, comprises:
sharing power supply status parameters to an electronic control system (13) from a power supply system (1);
transmitting, battery parameters of a plurality of battery modules (5, 8) to the electronic control system (13);
signalling/instructing to operate at least a switching device (6, 7) of the at least one battery module (5, 8) based on at least a predetermined difference in at least one battery parameter of at least one battery over at least another battery by the electronic control system (13).