DESC:CHARGING TIME AND RANGE OF ELECTRIC VEHICLE

CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202321090110 filed on 30/12/2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to the field of rechargeable batteries. Particularly, the present disclosure relates to a system and method for determining the charging time and available range for rechargeable batteries.
BACKGROUND
The increasing adoption of Electric Vehicles (EVs) has underscored the importance of accurate and efficient management of battery performance, particularly in relation to charging time and available range. However, one of the key challenges faced by electric vehicle manufacturers and consumers is the inability to precisely determine charging time and available range under real-world operating conditions. The challenge is further compounded by the variability in driving patterns, environmental conditions, battery degradation over time, and fluctuations in charging infrastructure.
Conventionally, the charging time and available range of an electric vehicle are estimated based on simplified models using basic assumptions to calculate the time needed to charge the battery. The conventional methods are particularly based on linear estimation of the state of charge of the battery. Further, a constant charge relationship is assumed to determine the current, voltage, and their relationship with the energy throughout the charging cycle. During the early stages of charging, a constant current is applied, and voltage is increased gradually. Similarly, during later stages of charging, a constant voltage is applied, and current decreases slowly. However, for simplicity, the conventional methods assume the voltage and current to be constant throughout the charging stages.
However, there are certain underlining problems associated with the above-mentioned existing mechanism of determining the charging time and available range of an electric vehicle. For instance, in real-time the charging process is not perfectly linear as the charging rate is influenced by the battery internal chemistry, temperature, and other factors. In the early stages of charging, batteries charge at a constant current, and the voltage gradually increases. In the later stages, the current decreases as the voltage approaches the battery's maximum voltage limit. Further, the charging is less efficient at higher temperatures, and the rate of charging slows down as the battery approaches full charge. Therefore, the voltage and current are not constant throughout the charging stages. Furthermore, the simplified model doesn’t account for energy losses that occur during charging due to inefficiencies in the charging circuit, such as heat generation and conversion losses.
Therefore, there exists a need for a mechanism for determining the charging time and available range of an electric vehicle that is accurate and overcomes one or more problems as mentioned above.
SUMMARY
An object of the present disclosure is to provide a system for determining charging time and available range of an electric vehicle.
Another object of the present disclosure is to provide a method of determining charging time and available range of an electric vehicle.
Yet another object of the present disclosure is to provide a system and method for determining charging time and available range of an electric vehicle, with improved accuracy and safety.
In accordance with a first aspect of the present disclosure, there is provided a system for determining charging time and available range of an electric vehicle, wherein the system comprises:
- at least one battery pack ;
- at least one current sensor connected to the at least one battery pack;
- a battery management system connected to the at least one battery pack and at least one current sensor; and
- a processing unit connected to the at least one current sensor and the battery management system.
The system and method for determining the charging time and available range of an electric vehicle, as described in the present disclosure, is advantageous in terms of accurately determining the charging time and available range based on the battery power computation. Advantageously, the computation of the battery maximum power capacity, the remaining power based on the current state of charge, and the sensed current input enables the processing unit to precisely determine the time required to reach full charge and the available range of the vehicle. Consequently, the processing unit optimizes the charging behaviour, preventing overcharging or undercharging, and enhancing the overall health and lifespan of the battery.
In accordance with another aspect of the present disclosure, there is provided a method of controlling at least one vehicle parameter, the method comprises:
- sensing a current value supplied to the at least one battery pack from a power source, via at least one current sensor;
- computing battery power corresponding to complete charge capacity, current state of charge, and energy consumption rate, via a battery management system;
- receiving the computed battery power corresponding to complete charge capacity, current state of charge, energy consumption rate, and the sensed current value to a processing unit;
- computing the charging time, via the processing unit; and
- computing the available range based on the computed battery power corresponding to the current state of charge and the computed energy consumption rate, via the processing unit.

Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 illustrates a block diagram of a system for determining charging time and available range of an electric vehicle, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a flow chart of a method of determining charging time and available range of an electric vehicle, in accordance with another embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
As used herein, the term “charging time” refers to the amount of time required to recharge a battery from a certain state of charge to a desired state of charge or fully charged state. The charging time depends on several factors, including the capacity of the battery, the charging power (measured in kilowatts), and the efficiency of the charging system. A high-capacity battery and a slow charging source will result in a longer charging time compared to a smaller battery and a faster charging station (such as a DC fast charger). Additionally, the charging time varies depending on the battery current state of charge.
As used herein, the term “battery pack” refers to a collection of individual battery cells that are arranged and connected together to provide the required voltage, capacity, and energy output to power the bike's motor and other electrical components. A battery pack consists of multiple cells linked in series and/or parallel, ensuring vehicle power to operate over the desired range. The battery pack is designed to handle high currents during acceleration, regenerative braking, and high-speed riding while maintaining an optimal balance between performance, weight, and safety. Further, the battery pack also incorporates components such as a battery management system, thermal management system, and protective casing. The battery management system monitors the health of each cell within the pack, ensuring that voltage and temperature levels stay within safe limits, preventing overcharging, deep discharge, and thermal runaway. The thermal management systems, such as, but not limited to, cooling plates or vents, dissipate heat generated during charging and discharging, ensuring that the cells remain within optimal temperature ranges for maximum performance and longevity. Additionally, the protective casing safeguards the cells from physical damage and environmental factors like moisture or dust, ensuring the pack remains durable and safe for long-term use in demanding conditions.
As used herein, the term “current sensor” refers to a device that measures and monitors the electrical current flowing through various parts of the vehicle's electrical system. Further, the accurate current measurement is essential for managing power distribution, optimizing performance, ensuring safety, and improving the overall efficiency of the EV. Specifically, the current sensors are employed to monitor the battery charging and discharging rates, ensuring the system operates within safe parameters. The data provided by current sensors helps optimize performance, enhance safety, and prevent damage by detecting issues like overcurrent, short circuits, or excessive power consumption.
As used herein, the terms “battery management system” and “BMS” are used interchangeably and refer to an electronic system that manages and monitors the performance, health, and safety of the vehicle battery pack. Further, the BMS ensures optimal battery operation by managing various functions such as (but not limited to) charging, discharging, temperature control, and state of charge assessment. Furthermore, the BMS protects the battery from potential hazards such as overcharging, deep discharging, and thermal runaway, thereby enhancing battery life and performance.
As used herein, the terms “processing unit”, and “processor” are used interchangeably and refer to a compact integrated circuit that serves as the central processing unit (CPU) of a computer or electronic device. Further, the processing unit performs the basic arithmetic, logic, control, and input/output (I/O) operations specified by the instructions in a program. Furthermore, microprocessors are fundamental to the functioning of computers, embedded systems, and a wide range of electronic devices. Various types of microprocessors may include (but not limited to) general-purpose microprocessors, embedded microprocessors, digital signal processors (DSPs), and microcontrollers.
As used herein, the term “power source” refers to any device that provides electrical energy to power an electrical load, such as (but not limited to) vehicle, equipment, or an electronic device. The power source converts various forms of energy, such as chemical, mechanical, or solar energy, into electrical power. Various types of power sources may include (but not limited to) batteries, generators, fuel cells, solar panels, and power grids. In electric vehicles, the battery serves as the primary power source, storing electrical energy that powers the vehicle motor. Similarly, an external charger or charging station acts as a power source that recharges the battery energy, ensuring the vehicle remains operational. The power sources are classified into two categories: primary and secondary. The primary power sources provide energy directly, such as batteries or generators that produce electricity on demand. The secondary power sources store energy for later use, such as in the case of rechargeable batteries.
As used herein, the term “complete charge capacity” refers to the maximum amount of electrical energy that a battery stores and provides under optimal conditions, usually measured in kilowatt-hours (kWh) or ampere-hours (Ah). The complete charge capacity represents the total energy a battery holds when fully charged, broadly the upper limit of its storage capability. For instance, an EV battery having a complete charge capacity of 60 kWh, implies the battery is storing up to 60 kilowatt-hours of energy when fully charged, which directly influences the range the vehicle may travel on a single charge. The complete charge capacity of a battery is a critical factor for determining the operating range of the vehicle. However, the complete charge capacity degrades over time due to factors such as battery age, temperature fluctuations, charging cycles, and usage patterns.
As used herein, the terms “current state of charge” and “SOC” are used interchangeably and refer to the amount of energy currently stored in a battery relative to its maximum capacity, expressed as a percentage. The current state of charge is a key parameter to indicate the available charge in a battery at any given moment. For example, an electric vehicle battery having a SOC of 80%, implies the battery has 80% of its total capacity available for use, and the remaining 20% is either consumed or needs to be recharged. The SOC provides a real-time measurement of the battery's energy level and determines the operational range. The SOC is influenced by several factors, including the rate of charging and discharging, the battery's age and condition, and temperature.
As used herein, the terms “energy consumption rate” and “ECR” are used interchangeably and refer to the rate of energy-consuming devices, expressed in kilowatts (kW) or joules per second (J/s). In electric vehicles (EVs), the energy consumption rate indicates the electrical power consumed by the battery to operate the vehicle at any given moment. The rate of energy consumption fluctuates depending on various factors such as driving speed, terrain, acceleration, climate control usage, and overall driving behaviour. Further, a higher energy consumption rate results in faster depletion of the battery charge, reducing the total distance the vehicle may travel. Conversely, a lower energy consumption rate enables the vehicle to travel further on a single charge.
In accordance with a first aspect of the present disclosure, there is provided a system for determining charging time and available range of an electric vehicle, wherein the system comprises:
- at least one battery pack;
- at least one current sensor connected to the at least one battery pack;
- a battery management system connected to the at least one battery pack and at least one current sensor; and
- a processing unit connected to the at least one current sensor and the battery management system.
Referring to figure 1, in accordance with an embodiment, there is described a system 100 for determining charging time and available range of an electric vehicle. The system 100 comprises at least one battery pack 102, at least one current sensor 104 connected to the at least one battery pack 102, a battery management system 106 connected to the at least one battery pack 102 and at least one current sensor 104, and a processing unit 108 connected to the at least one current sensor 104 and the battery management system 106.
The current sensor monitors the flow of charge in and out of the battery pack, providing precise measurements of the state of charge and the battery current energy level. Further, the battery management system 106 computes the power associated with the complete charge capacity to determine the total energy available in the battery when fully charged, providing the maximum range or runtime of the vehicle. Furthermore, computing the battery power based on the current SOC allows the BMS 106 to assess the energy that remains in the battery at any given moment. The above-mentioned computation enables the processing unit 108 to precisely calculate the time required to reach full charge from the current state. Further, the above-mentioned computation allows the vehicle to adapt to various charging conditions, such as fluctuating charging rates or changes in the battery's condition, providing a more reliable and efficient charging process. Consequently, the processing unit optimizes the charging behaviour, preventing overcharging or undercharging, and enhancing the overall health and lifespan of the battery.
In an embodiment, the at least one current sensor 104 is configured to sense a current value supplied to the at least one battery pack from a power source. The sensing of the current value enables real-time monitoring and precise measurement of the energy flow into the battery during the charging process. The continuous sensing of the current supplied from the power source facilitates accurate tracking of the energy being transferred to the battery at any given time. Consequently, the tracked data determines the state of charge, the charging time, and the optimized charging process. Further, the current sensor 104 detects overcurrent conditions that are indicative of faults or potential safety issues, ensuring the battery is charged efficiently and safely. The data for the exact current supply enables the battery management system 106 to dynamically adjust the charging parameters to prevent overcharging or overheating, thereby enhancing the longevity of the battery. Furthermore, the real-time data is used by a battery management system 106 to optimize energy consumption, improve efficiency, and extend the overall lifespan of the battery pack.
In an embodiment, the battery management system 106 is configured to compute battery power corresponding to complete charge capacity and/or current state of charge. The battery management system 106 enables real-time monitoring and management of the battery energy levels and performance. Further, computing the power associated with the complete charge capacity, the BMS 106 determines the total energy available in the battery when fully charged, providing the maximum range or runtime of the device or vehicle. Further, computing the battery power based on the current SOC allows the BMS 106 to assess the energy that remains in the battery at any given moment, thereby, providing the remaining operational time or range of the vehicle. Furthermore, the above-mentioned computation enables precise tracking of the battery energy reserves, facilitating more informed decision-making and optimization of the battery usage. Additionally, computing the battery power relative to the complete charge capacity and SOC provides users with more accurate estimates of the remaining range or runtime, thereby improving the predictability and reliability of vehicle operations.
In an embodiment, the battery management system 106 is configured to compute an energy consumption rate based on the sensed current value received from the at least one current sensor 104. The computation of the energy consumption rate, provides the vehicle energy usage patterns, allowing for more precise predictions of battery life and operational range. The real-time monitoring ensures that the system operates efficiently, ensuring that power is used optimally to extend the duration of operation before the battery needs recharging. Further, the energy consumption rate enables the BMS 106 to provide real-time feedback on battery efficiency that is used for identifying excessive energy drain. Furthermore, computing the energy consumption rate facilitates a more accurate estimation of remaining battery life, allowing the vehicle rider with timely information to plan for recharging, thus avoiding unexpected shutdowns or range anxiety in electric vehicles.
In an embodiment, the processing unit 108 is configured to receive, the computed battery power corresponding to the complete charge capacity, the computed battery power corresponding to the current state of charge, the computed energy consumption rate, and the sensed current value received from the at least one current sensor 104.
In an embodiment, the processing unit 108 is configured to compute a charging time based on the received battery power corresponding to the complete charge capacity, the computed battery power corresponding to the current state of charge, and the sensed current value. The multiple factors as the battery maximum energy capacity, the remaining energy based on the current SOC, and the sensed current input, enable the processing unit 108 to precisely calculate the time required to reach full charge from the current state. Further, the above-mentioned computation allows the vehicle to adapt to various charging conditions, such as fluctuating charging rates or changes in the battery's condition, providing a more reliable and efficient charging process. Consequently, the processing unit 108 optimizes the charging behaviour, preventing overcharging or undercharging, and enhancing the overall health and lifespan of the battery.
In an embodiment, the processing unit 108 is configured to compute the available range of the electric vehicle based on the computed battery power corresponding to the current state of charge and the computed energy consumption rate. The computation of the available range enables the processing unit 108 to provide accurate, real-time estimations of the vehicle traveling distance before the battery is depleted. Further, the current SOC, which reflects the available energy in the battery, and the energy consumption rate that quantifies the energy the vehicle consumes per unit of distance, enables the processing unit 108 to dynamically calculate the vehicle remaining range. Furthermore, the above-mentioned computation ensures that the range prediction is continuously updated based on the vehicle real-time energy usage and the current charge level, adapting to changes in driving conditions and operational factors. Furthermore, the energy consumption rate ensures that the range prediction is based on actual driving behaviour and conditions, such as (but not limited to) speed, terrain, and climate control usage that varies the consumption rate thereby, leading to more reliable and personalized range estimates. Subsequently, the vehicle energy efficiency is optimized and therefore, resulting in energy-saving behaviour and improving the overall performance and sustainability of the vehicle.
In accordance with a second aspect, there is described method 200 of determining charging time and available range of an electric vehicle, the method 200 comprises, the method 200 comprises:
- sensing a current value supplied to the at least one battery pack 102 from a power source 110, via at least one current sensor 104;
- computing battery power corresponding to complete charge capacity, current state of charge, and energy consumption rate, via a battery management system 106;and
- receiving the computed battery power corresponding to complete charge capacity, current state of charge, energy consumption rate, and the sensed current value to a processing unit 108;
Figure 2 describes a method of determining charging time and available range of an electric vehicle. The method 200 starts at a step 202. At the step 202, the method comprises sensing a current value supplied to the at least one battery pack 102 from a power source 110, via at least one current sensor 104. At a step 204, the method comprises computing battery power corresponding to complete charge capacity, current state of charge, and energy consumption rate, via a battery management system 106. At a step 206, the method comprises receiving the computed battery power corresponding to complete charge capacity, current state of charge, energy consumption rate, and the sensed current value to a processing unit 108. The method 200 ends at the step 206.
In an embodiment, the method 200 comprises sensing a current value supplied to the at least one battery pack 102 from a power source 110.
In an embodiment, the method 200 comprises computing battery power corresponding to complete charge capacity and/or current state of charge, via the battery management system 106.
In an embodiment, the method 200 comprises computing an energy consumption rate based on the sensed current value received from the at least one current sensor 104, via the battery management system 106.
In an embodiment, the method 200 comprises receiving the computed battery power corresponding to the complete charge capacity, the computed battery power corresponding to the current state of charge, the computed energy consumption rate, and the sensed current value received from the at least one current sensor, to the processing unit 108.
In an embodiment, the method 200 comprises computing the charging time based on the received battery power corresponding to the complete charge capacity, the computed battery power corresponding to the current state of charge, and the sensed current value, via the processing unit 108.
In an embodiment, the method 200 comprises computing the available range of the electric vehicle based on the computed battery power corresponding to the current state of charge and the computed energy consumption rate, via the processing unit 108.
In an embodiment, the method 200 comprises sensing a current value supplied to the at least one battery pack 102 from a power source 110. Further, the method 200 comprises computing battery power corresponding to complete charge capacity and/or current state of charge, via the battery management system 106. Furthermore, the method 200 comprises computing an energy consumption rate based on the sensed current value received from the at least one current sensor 104, via the battery management system 106. Furthermore, the method 200 comprises receiving the computed battery power corresponding to the complete charge capacity, the computed battery power corresponding to the current state of charge, the computed energy consumption rate, and the sensed current value received from the at least one current sensor, to the processing unit 108. Furthermore, the method 200 comprises computing the charging time based on the received battery power corresponding to the complete charge capacity, the computed battery power corresponding to the current state of charge, and the sensed current value, via the processing unit 108. Furthermore, the method 200 comprises computing the available range of the electric vehicle based on the computed battery power corresponding to the current state of charge and the computed energy consumption rate, via the processing unit 108.
In an embodiment, the method 200 comprises sensing a current value supplied to the at least one battery pack 102 from a power source 110, via at least one current sensor 104. Furthermore, the method 200 comprises computing battery power corresponding to complete charge capacity, current state of charge, and energy consumption rate, via a battery management system 106. Furthermore, the method 200 comprises receiving the computed battery power corresponding to complete charge capacity, current state of charge, energy consumption rate, and the sensed current value to a processing unit 108.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages such as (but not limited to) improved accuracy for determining the charging time and available range, optimizing the charging behaviour, preventing overcharging or undercharging, and enhancing the overall health and lifespan of the battery.
It would be appreciated that all the explanations and embodiments of the system 100 also apply mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combinations of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, and “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings, and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A system (100) for determining charging time and available range of an electric vehicle, wherein the system comprises:
- at least one battery pack (102);
- at least one current sensor (104) connected to the at least one battery pack (102);
- a battery management system (106) connected to the at least one battery pack (102) and at least one current sensor (104); and
- a processing unit (108) connected to the at least one current sensor (104) and the battery management system (106).

2. The system (100) as claimed in claim 1, wherein the at least one current sensor (104) is configured to sense a current value supplied to the at least one battery pack (102) from a power source (110).

3. The system (100) as claimed in claim 1, wherein the battery management system (106) is configured to compute battery power corresponding to complete charge capacity and/or current state of charge.

4. The system (100) as claimed in claim 1, wherein the battery management system (106) is configured to compute an energy consumption rate based on the sensed current value received from the at least one current sensor (104).

5. The system (100) as claimed in claim 1, wherein the processing unit (108) is configured to receive:
- the computed battery power corresponding to the complete charge capacity;
- the computed battery power corresponding to the current state of charge;
- the computed energy consumption rate; and
- the sensed current value received from the at least one current sensor (104).

6. The system (100) as claimed in claim 1, wherein the processing unit (108) is configured to compute the charging time based on the received battery power corresponding to the complete charge capacity, the computed battery power corresponding to the current state of charge, and the sensed current value.

7. The system (100) as claimed in claim 1, wherein the processing unit (108) is configured to compute the available range of the electric vehicle based on the computed battery power corresponding to the current state of charge and the computed energy consumption rate.

8. A method (200) of determining charging time and available range of an electric vehicle, the method (200) comprises:
- sensing a current value supplied to the at least one battery pack (102) from a power source (110), via at least one current sensor (104);
- computing battery power corresponding to complete charge capacity, current state of charge, and energy consumption rate, via a battery management system (106); and
- receiving the computed battery power corresponding to complete charge capacity, current state of charge, energy consumption rate, and the sensed current value to a processing unit (108).

9. The method (200) as claimed in claim 8, wherein the method (200) comprises computing the charging time based on the received battery power corresponding to the complete charge capacity, the computed battery power corresponding to the current state of charge, and the sensed current value, via the processing unit (108).

10. The method (200) as claimed in claim 8, wherein the method (200) comprises computing the available range of the electric vehicle based on the computed battery power corresponding to the current state of charge and the computed energy consumption rate, via the processing unit (108).