DESC:FIELD OF THE INVENTION
[001] Present disclosure relates to a system and a method for controlling the regenerative braking in a vehicle. More particularly, the present disclosure relates to the system and the method for controlling supply of regenerative current to a battery pack of the vehicle.

BACKGROUND OF THE INVENTION
[002] Vehicles, such as an electric vehicle, comprise a battery pack coupled to an electric motor. The electric motor is coupled to one or more wheels of the vehicle. The electric motor is adapted to draw in a charge from the battery pack for rotating the wheel, thereby causing movement of the vehicle.
[003] Typically, the electric vehicle is defined with a range based on the capacity of the battery pack and/or behavior of a user of the vehicle. As such, the amount of throttle input provided by the user for vehicle movement also influences the range in the vehicle. Thus, in order to improve or maximize range in the electric vehicle, various energy recovery systems are provided. One such energy recovery system is a regenerative braking system. The regenerative braking system is adapted to utilize the electric motor as a power generator during braking or deceleration of the vehicle, wherein kinetic energy of the electric motor is utilized for generating a regenerative current. The regenerative current is routed to the battery pack for charging the battery pack.
[004] An imperative limitation in conventional vehicles is when the regenerative braking current generated is constant without effectively using the architecture of the electric vehicle. Additionally, from a user perspective there are various riding styles adapted by the user which need not always conform to pre-set automotive limits. Such a scenario deteriorates the user experience during use of the vehicle, which is undesirable. Moreover, when a throttle member is released, the vehicle may be subjected to deceleration while generating the regenerative current, as per pre-set automotive limits. Such a deceleration in the vehicle may not be preferable to the user, thereby deteriorating riding experience to the user. Furthermore, the conventional vehicles do not provide a system which is capable of configuring regenerative modes during vehicle braking and deceleration as per user requirement.
[005] In view of the above, there is a need for a system and a method for controlling regenerative braking in a vehicle to overcome one or more limitations stated above.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS
[006] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 is a schematic block diagram of a system for controlling regenerative braking in a vehicle, in accordance with an embodiment of the present invention.
Figure 2 is a schematic view of a user interface in an input device mounted in the vehicle, in accordance with an embodiment of the present invention.
Figure 3 is a flow diagram for a method of controlling the regenerative braking, in accordance with an embodiment of the present invention.
Figure 4 is a flow diagram of a method for controlling the regenerative braking, in accordance with an embodiment of the present invention.

SUMMARY OF THE INVENTION
[007] In one aspect, a system for controlling regenerative braking in a vehicle is provided. The system comprises a control unit disposed in the vehicle. The control unit is configured to determine a vehicle speed and a percentage of a throttle opening of a throttle member of the vehicle based on information received from one or more sensors. A regenerative current to be provided from an electric machine to a battery pack is then determined by the control unit based on at least one of the vehicle speed and the percentage of the throttle opening. The regenerative current is thereafter provided to the battery pack for charging the battery pack.
[008] In an embodiment, the one or more sensors are adapted to procure information pertaining to one or more vehicle operating parameters and information pertaining to the percentage of throttle opening of a throttle member of the vehicle.
[009] In an embodiment, the control unit is configured to store the information received from the one or more sensors in a look-up table and determine an amount of the regenerative current to be supplied from the electric machine to the battery pack, based on the values in the look-up table.
[010] In an embodiment, the control unit is configured to supply the regenerative current from the electric machine to the battery pack upon determining deceleration of the vehicle through at least one of engagement of a braking unit in the vehicle, disengagement of the throttle member and a reverse throttling of the throttle member.
[011] In an embodiment an input device is communicably coupled to the control unit. The input device is configured to receive input from a user of the vehicle for selecting an amount of regenerative current to be supplied to the battery pack from the electric machine.
[012] In an embodiment, the input device is an instrument cluster of the vehicle, wherein the instrument cluster is adapted to select the amount of regenerative current to be supplied to the battery pack from the electric machine.
[013] In an embodiment, the control unit is configured to supply the regenerative current from the electric machine to the battery pack when the speed of the vehicle is above a predetermined value. The control unit is configured to enable manual braking of the vehicle when the speed of the vehicle is below the predetermined value.
[014] In an embodiment, the control unit through an input device enables selection of one of a low regenerative braking mode, a medium regenerative braking mode and a high regenerative braking mode in the vehicle. Each of the low regenerative braking mode, a medium regenerative braking mode and a high regenerative braking mode being associated with a corresponding deceleration in the vehicle.
[015] In another aspect, a method for controlling regenerative braking in the vehicle is provided. The method comprises determining the vehicle speed and the percentage of the throttle opening of the throttle member of the vehicle based on information received from one or more sensors. The regenerative current to be provided from an electric machine to a battery pack is then determined by the control unit based on at least one of the vehicle speed and the percentage of the throttle opening. The regenerative current is thereafter provided to the battery pack for charging the battery pack.

DETAILED DESCRIPTION OF THE INVENTION
[016] The present invention provides a system and a method controlling regenerative braking in a vehicle. More particularly the system is configured to control supply of a regenerative current to a battery pack in a vehicle. In the present embodiment, the vehicle can be an electric vehicle or a hybrid vehicle. In an embodiment, the vehicle can be a two-wheeled vehicle, a three-wheeled vehicle or a multi-wheeled vehicle as per requirement.
[017] Figure 1 is a schematic block diagram of a system 100 for controlling regenerative braking in a vehicle, in accordance with an exemplary embodiment of the present invention. The system 100 is adapted to enable a user such as a rider, to control supply of a regenerative current to a battery pack of the vehicle (not shown) during a regenerative braking mode, thereby enhancing the riding experience of the user. In an embodiment, the vehicle is an electric vehicle or a hybrid vehicle. In another embodiment, the vehicle is a two-wheeled vehicle or a three-wheeled vehicle or a multi-wheeled vehicle as per requirement.
[018] The system 100 comprises a battery pack 102 communicably coupled to an electric machine 104 of the vehicle. The electric machine 104 is in-turn coupled to one or more wheels (not shown) of the vehicle. The battery pack 102 is further coupled to a throttle member (not shown) of the vehicle, such that, actuation of the throttle member correspondingly enables supply of current or power to the electric machine 104 from the battery pack 102. The electric machine 104 upon receiving current or power from the battery pack 102 is adapted to rotate the one or more wheels, thereby enabling movement of the vehicle. Further, during the regenerative braking mode of the vehicle, the kinetic energy of the electric machine 104 is converted to electrical energy thereby generating the regenerative current. Accordingly, the electric machine 104 is capable of being operated as a motor unit. Also, the electric machine 104 is capable of being operated as a generator unit, by converting kinetic energy of the vehicle to electric current (or the regenerative current) during braking. The regenerative current is supplied to the battery pack 102 for charging, thereby improving the range of the vehicle. In an embodiment, the regenerative current is provided or supplied to the battery pack 102 through electric wires connected to the battery pack 102 and the electric machine 104.
[019] In the present exemplary embodiment, the throttle member is mounted onto a right side portion (not shown) of a handlebar (not shown) of the vehicle. In an embodiment, the throttle member is an electronic type or a mechanical type member as per requirement. In an embodiment, the throttle member is actuated in a clockwise direction (when viewed from a left-side of the vehicle) for supplying current or power from the battery pack 102 to the electric machine 104. As such, actuation of the throttle member in the clockwise direction enables supply of current or power from the battery pack 102 to the electric machine 104 for driving the vehicle. In an embodiment, the throttle member is actuated in an anti-clockwise direction (when viewed from the left-side of the vehicle) for providing a reverse throttling. The throttle member during reverse throttling enables regenerative braking in the vehicle.
[020] Further, the system 100 comprises one or more sensors 108 disposed in the vehicle. The one or more sensors 108 are adapted to procure information pertaining to one or more vehicle operating parameters and information pertaining to a percentage of throttle opening of the throttle member. In an embodiment, the information pertaining to one or more vehicle operating parameter is at least a speed of the vehicle, a vehicle torque and the like. In an embodiment, the one or more sensors 108 comprises a vehicle speed sensor 108a, a throttle position sensor 108b and an inertial measurement unit sensor 108c. Accordingly, the vehicle speed sensor 108a is adapted to procure information pertaining to a speed of the vehicle, while the throttle position sensor 108b is adapted to procure information pertaining to actuation of the throttle member. As such, the throttle position sensor 108b is adapted to procure the percentage of throttle opening of the throttle member. The inertial measurement unit sensor 108c is adapted to procure information pertaining to at least one of vehicle stability, roll angle, yaw angle, lean angle and pitch angle.
[021] In an embodiment, during vehicle movement, the vehicle speed sensor 108a monitors and procures the vehicle speed information. In an embodiment, the vehicle speed sensor 108a monitors the vehicle speed based on speed of rotation of the wheel of the vehicle. In an embodiment, if the throttle member is rotated by ‘x’ degrees in the clockwise direction, the throttle position sensor 108b accordingly captures the information pertaining to the rotation of the throttle member. In an embodiment, the throttle position sensor 108b may be a hall-effect sensor.
[022] A control unit 106 is disposed in the vehicle and is communicably coupled to each of the one or more sensors 108. In an embodiment, the control unit 106 is communicably coupled to each of the one or more sensors 108 through a wired connection or a wireless connection protocols known in the art. The control unit 106 is configured to receive information pertaining to the one or more vehicle operating parameters and the information pertaining to the percentage of throttle opening of the throttle member. The speed of the vehicle and the percentage of throttle opening of the throttle member is determined or processed by the control unit 106, based on information from the one or more sensors 108. The control unit 106 is adapted to control regenerative braking in the vehicle based on at least one of the speed of the vehicle and percentage of throttle opening of the throttle member. The control unit 106 controls the regenerative braking in the vehicle by controlling the supply of a regenerative current to the battery pack 102. In an embodiment, the control unit 106 determines the amount of the regenerative current to be supplied to the battery pack 102, based on at least one of the vehicle speed and the percentage of throttle opening of the throttle member. The control unit 106 is adapted to supply the determined amount of the regenerative current to the battery pack 102 for charging the battery pack 102.
[023] In an embodiment, the control unit 106 is communicably coupled to a storage unit (not shown). The control unit 106 is adapted to store the information received from the one or more sensors 108 in a look-up table (not shown). That is, the information pertaining to the speed of the vehicle and the percentage of throttle opening received from the one or more sensors 108 is stored in the look-up table. The look-up table may comprise of information pertaining to the amount of the regenerative current to be supplied corresponding to the information from the one or more sensors 108. Accordingly, the control unit 106 determines the regenerative current to be supplied from the electric machine 104 to the battery pack 102 for charging.
[024] In an embodiment, the control unit 106 is adapted to initiate the regenerative braking mode in the vehicle, when the vehicle is decelerated. In an embodiment, the vehicle is decelerated when a braking unit is engaged by the user or when the throttle member is disengaged by the user. In an embodiment, the braking unit is a mechanical braking unit in the vehicle. In an embodiment, the vehicle is decelerated when the user disengages or partially disengages the throttle member. During deceleration, the kinetic energy of the electric machine 104 is converted to the electrical energy, thereby generating the regenerative current. The regenerative current generated during the deceleration or braking may be supplied to the battery pack 102 for charging.
[025] In an embodiment, the system 100 comprises an input device 110 communicably coupled to the control unit 106. The input device 110 is adapted to receive input from the user of the vehicle for selecting the amount of regenerative current to be supplied to the battery pack 102 from the electric machine 104. The control unit 106 is also adapted to control regenerative braking in the vehicle based on at least one of the inputs from an input device 110, the speed of the vehicle and percentage of throttle opening of the throttle member. In an embodiment, the control unit 106 determines the amount of the regenerative current to be supplied to the battery pack 102, based on at least one of received user input, the vehicle speed and the percentage of throttle opening of the throttle member.
[026] As an illustration, if 1 kW/km power can be generated as the regenerative power during deceleration or braking event of the vehicle, the user can select through the input device 110 to either generate and supply 1 kW/km power to the battery pack 102 or less as per requirement. In an embodiment, the input device 110 is an instrument cluster (not shown) of the vehicle. The instrument cluster may be mounted on the handlebar of the vehicle and oriented towards the user. The instrument cluster may include a display device adapted to display vehicle related information such as but not limited to the speed of the vehicle, the range of the vehicle and the like.
[027] Further, the instrument cluster may be configured with an application interface that is capable of interacting with the user of the vehicle. In an embodiment, the application interface comprises a User Interface (UI) (as shown in Figure 2) that is capable of interacting with the user of the vehicle. The user is adapted to select the amount of regenerative current or power to be supplied to the battery pack 102 through the UI in the instrument cluster. The application interface upon receiving the input from the user through the UI, is adapted to provide the selected regenerative braking mode by the user to the control unit 106. The control unit 106, based on the selection of the user, is adapted to control the supply of regenerative current to the battery pack 102 from the electric machine 104. Thus, the system 100 is capable of enabling the user to customize the regenerative current or power that is to be provided to the battery pack 102.
[028] Referring to Figure 2 in conjunction with Figure 1, a UI 200 of the application in the instrument cluster is depicted. The UI 200 may be arrived by the user, upon invoking a settings icon (not shown) during a stand-by condition or an ignition ON-condition of the vehicle. Upon invoking the settings icon, the user is directed to a “general tab” 202. Further, upon invoking the “general tab” 202 the user is directed to a “first page” 204. The “first page” 204 may contain various tabs relating to customization of the vehicle parameters such as sound parameters. In the “first page” 204 the user is also provided with a “vehicle settings” tab 206, which may pertain to customization of vehicle operating parameters such as a lighting sequence, a hill hold assistance and the like. Upon invoking the “vehicle settings” tab 206, the user is directed to a “second page” 208. In the “second page” 208, the user is provided with a
“selective regen” tab 210. The “selective regen” tab may include options for enabling the user to select the amount of regenerative current to be supplied from the electric machine 104 to the battery pack 102.
[029] Further, upon invoking the “selective regen” tab 210, the user is further directed to a “third page” 212. The “third page” 212 provides the necessary customization pertaining to supply of regenerative current or power to the battery pack 102 from the electric machine 104, that the user prefers in the vehicle. In an embodiment, the “third page” 212 comprises customization pertaining to supply of the regenerative current or power to the battery pack 102 through parameters such as closure of the throttle member, during engagement of the braking unit, during reverse throttling of the throttle member and the like. Accordingly, the “third page” 212 comprises tabs which allow the user to customize the regenerative current or power to be supplied to the battery pack 102. In an embodiment, the page 212 comprises a “during throttle closure” tab 214a, a “during brake application” tab 216a and a “during reverse throttling” tab 218a.
[030] In an embodiment, the “during throttle closure” tab 214a corresponds to customization pertaining to the regenerative current or power that is generated when throttle member is released or disengaged by the user. Below the “during throttle closure” tab 214a, a first selection bar 214b is provided, which allows the user to customize the supply of the regenerative current or power. In the present exemplary embodiment, the first selection bar 214b is provided with a scale between 1 unit to 5 units, wherein 1 unit represents minimal generation and supply of regenerative power to the battery pack 102, while 5 units represents maximum generation and supply of regenerative power to the battery pack 102. The first selection bar 214b for illustration purposes is depicted from a scale of 1 unit to 5 unit, however the same shall not be construed to limit the present subject matter to the depicted embodiment.
[031] Thus, lower the scale that is selected by the user, lower will be the regenerative current that is generated and supplied during disengagement of the throttle member. Also, during minimal generation of regenerative power to the battery pack 102, the user on the vehicle may experience a lowest deceleration when the throttle member is disengaged. The user may experience a maximum deceleration in the vehicle when maximum generation of regenerative power to the battery pack 102 during disengagement of the throttle member. Accordingly, the user may adjust the scale in the first selection bar 214b to customize generation and supply of regenerative power to the battery pack 102, while ensuring deceleration as per user requirement during disengagement of the throttle member. Such a customization ensures that the user can customize the riding dynamics or characteristics of the vehicle, while controlling the regenerative braking in the vehicle.
[032] In an embodiment, the “during brake application” tab 216a corresponds to customization pertaining to the regenerative power that is generated when the braking unit is engaged by the user. Below the “during brake application” tab 216a, a second selection bar 216b is provided, which allows the user to customize the supply of the regenerative current or power when the braking unit is engaged by the user. In the present embodiment, the second selection bar 216b is provided with a scale between 1 unit to 5 units, wherein 1 unit represents minimal generation and supply of regenerative power to the battery pack 102, while 5 units represents maximum generation and supply of regenerative power to the battery pack 102, when the braking unit is engaged by the user. Accordingly, the user can select the generation and supply of regenerative power to the battery pack 102 from the electric machine 104, when the braking unit is engaged by the user. The second selection bar 216b for illustration purposes is depicted from a scale of 1 to 5, however the same shall not be construed to limit the present subject matter to the depicted embodiment.
[033] In an embodiment, the “during reverse throttling” tab 218a corresponds to customization pertaining to the regenerative power that is generated when the reverse throttling is carried out to the throttle member. Below the “during reverse throttling” tab 218a, a third selection bar 218b is provided, which allows the user to customize the supply of the regenerative current or power when the reverse throttling is carried out by the user. In the present embodiment, the third selection bar 218b is provided with a scale between 1 unit to 5 units, wherein 1 unit represents minimal generation and supply of regenerative power to the battery pack 102, while 5 units represents maximum generation and supply of regenerative power to the battery pack 102, when the reverse throttling is carried out by the user. Accordingly, the user can select the generation and supply of regenerative power to the battery pack 102 from the electric machine 104, when reverse throttling is carried out by the user. The third selection bar 218b for illustration purposes is depicted from a scale of 1 to 5, however the same shall not be construed to limit the present subject matter to the depicted embodiment.
[034] In an embodiment, the scale in the first selection bar 214a, the second selection bar 216a and the third selection bar 218a may be based on a percentage scale or a unit scale or any other metric as per design feasibility and requirement in the vehicle.
[035] In an embodiment, the display device may be configured to display or provide information to the user when the battery pack 102 is being charged with the regenerative power.
[036] Thus, the UI 200 enables to receive selection or inputs from the user for customizing the regenerative braking in the vehicle. In an embodiment, the user is capable of navigating through the UI 200 through a touch screen interface provided in the display device or through a keypad (not shown) provided on the handlebar of the vehicle.
[037] In an embodiment, the selections provided by the user may be stored in the instrument cluster (i.e. the input device 110) as a user profile (not shown). Accordingly, the control unit 106 may activate the selections made by the user, when the user selects the relevant user profile.
[038] In an embodiment, in absence of selections from the user, the control unit 106 may customize the regenerative braking in the vehicle, based on default parameters or settings of the vehicle.
[039] In an embodiment, apart from the selections for customizing the regenerative braking in the vehicle, the control unit 106 may also provide an interim setting for ease of simplicity. In another embodiment, the control unit 106 may provide a low regenerative braking mode, a medium regenerative mode and a high regenerative braking mode as the interim setting. The user can select any of these interim settings instead of customizing the regenerative braking through the UI 200 as per feasibility.
[040] In an embodiment, in the low regenerative braking mode, the settings or selections considered by the control unit 106 will be towards the lower portion of scale (for example the scale can be ‘1’) for the throttle member, the engagement of the braking unit and during the reverse throttling. Accordingly, the control unit 106 during the low regenerative braking mode is adapted to ensure to supply a lower regenerative current from the electric machine 104 to the battery pack 102. In an exemplary embodiment, the output from the electric machine 104 during the low regenerative braking mode is 0.5 kW/km.
[041] In an embodiment, in the moderate regenerative braking mode, the settings or selections considered by the control unit 106 will be towards the middle portion of scale (for example the scale can be ‘3’) for the throttle member, the engagement of the braking unit and during the reverse throttling. Accordingly, the control unit 106 during the medium regenerative braking mode is adapted to ensure a medium output (greater than low regenerative braking mode) from the electric machine 104 to the battery pack 102. In an exemplary embodiment, the output from the electric machine 104 during the medium regenerative braking mode is 1 kW/km to 1.5 kW/km.
[042] In an embodiment, in the high regenerative braking mode, the settings or selections considered by the control unit 106 will be towards the higher portion of scale (for example the scale can be ‘5’) for the throttle member, the engagement of the braking unit and during the reverse throttling. Accordingly, the control unit 106 during the high regenerative braking mode is adapted to ensure a high output (greater than low and medium regenerative braking modes) from the electric machine 104 to the battery pack 102. In an exemplary embodiment, the output from the electric machine 104 during the high regenerative braking mode is 2.5 kW/km. In an embodiment, during the high regenerative braking mode, since a larger energy is intended to be harnessed, the inertia prevalent in the electric machine 104 is extracted to the maximum extent. Thus, the deceleration characteristics of the vehicle is more prevalent or effective during the high regenerative braking mode. Accordingly, the deceleration characteristics of the vehicle during the medium regenerative braking mode is lesser than the high regenerative braking mode. Also, the deceleration characteristics of the vehicle during the low regenerative braking mode is lesser than the medium regenerative braking mode. In other words, the extent of regenerative braking is proportional to the deceleration of the vehicle. Accordingly, the requirement of engaging the braking unit for braking the vehicle is reduced, thereby reducing wear and tear in the braking unit. Thus, instead of dwelling into the settings as mentioned in description pertaining to Figure 2 through the UI 200, the user may directly choose between the high, medium and low regenerative braking modes for ease of customization in the vehicle, as per user’s riding requirements.
[043] In an embodiment, the one or more sensors 108 also comprises an Inertial Measurement Unit (IMU) sensor 108c disposed in the vehicle. The IMU sensor 108c is additionally adapted to procure information pertaining to a downhill traversal or movement of the vehicle. The control unit 106 is communicably coupled to the IMU sensor 108c and is adapted to receive information pertaining to the downhill traversal of the vehicle. Based on the information received from the IMU sensor 108c, the control unit 106 detects downhill traversal of the vehicle. In an exemplary embodiment, during downhill traversal, the control unit 106 is adapted to supply a maximum regenerative current from the electric machine 104 to the battery pack 102. Thus, the control unit 106 is adapted to override the selection of the user, when the vehicle is traversing through the downhill and accordingly generate and supply maximum regenerative power from the electric motor 104 to the battery pack 102 for charging. Such a configuration enhances the range of the vehicle.
[044] In an embodiment, when the SOC of the battery pack 102 is below a threshold level, the control unit 106 is adapted to suggest to the user the mode of regenerative braking for higher regenerative power or automatically configure the regenerative braking mode for the higher regenerative power. In an exemplary embodiment, the control unit 106 may suggest the user for switching the selection to the mode that provides the maximum regenerative power to the battery pack 102, when the SOC of the battery pack 102 is less than the threshold value, for a predetermined period of time, say 5 seconds. If the user does not make the selection within the predetermined period of time, the control unit 106 automatically selects the regenerative braking mode for the higher regenerative power.
[045] In an embodiment, the control unit 106 is adapted to enable regenerative braking or enable the vehicle to go into the regenerative braking mode when the speed of the vehicle is above a predetermined value, say 5 kmph. As such, when the speed of the vehicle is below a predetermined value, the control unit 106 is adapted to allow manual braking of the vehicle, while deactivating the regenerative braking mode in the vehicle.
[046] In an embodiment, the control unit 106 is a Vehicle Control Unit (VCU) of the vehicle. In an embodiment, the control unit 106 is embodied as a multi-core processor, a single core processor, or a combination of one or more multi-core processors and one or more single core processors. For example, the control unit 106 is embodied as one or more of various processing devices, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In another embodiment, the control unit 106 is configured to execute hard-coded functionality.
[047] Figure 3 is the flow diagram of a method 300 for controlling the regenerative braking in the vehicle, in accordance with the embodiment of the present subject matter. The method 300 is performed by the system, such as the system 100.
[048] At step 302, the control unit 106 is adapted to determine speed of the vehicle based on the input from the vehicle speed sensor 108a. At this scenario, the control unit 106 moves to step 304 and thereafter to step 306, when the speed of the vehicle is less than the predetermined value, say 5 kmph. Also, when the speed of the vehicle is greater than the predetermined value, the control unit 106 moves to step 308 and thereafter to step 310.
[049] At step 306, the control unit 106 is adapted to deactivate the regenerative braking mode in the vehicle, and thereby allows only manual braking of the vehicle. In other words, the control unit 106 enables operation of braking, while the regenerative braking mode is deactivated.
[050] Further, when the control unit 106 determines that the speed of the vehicle is above the predetermined value, the control unit 106 at step 310, may receive input from the user on mode of the regenerative braking. That is, at step 310, the control unit 106 may prompt the user to select between the low regenerative braking mode, the medium regenerative braking mode and the high regenerative braking mode. Alternatively, at step 310 the control unit 106 may prompt the user to select the regenerative braking through the UI 200. In another embodiment, the control unit 106 may select a default mode of regenerative braking, when the user does not provide his selection within a predetermined period of time. Upon receiving the selection of the regenerative braking mode from the user, the control unit 106 moves to step 312.
[051] At step 312, the control unit 106 enables the selected or default regenerative braking mode of the vehicle, by generating and supplying the regenerative power from the electric machine 104 to the battery pack 102 as per the regenerative braking mode selected by the user or the default selection made by the control unit 106.
[052] At step 314, the control unit 106 is adapted to determine a new travel range of the vehicle due to charging of the battery pack 102 due to the regenerative power supplied from the electric machine 104.
[053] Figure 4 is a flow diagram of a method 400 for controlling the regenerative braking in the vehicle, in accordance with an embodiment of the present invention.
[054] At step 402, the control unit 106 is adapted to determine the vehicle speed and the percentage of the throttle opening of the throttle member, based on the information provided by the one or more sensors 108, as already described in description pertaining to Figure 1. The control unit 106 receives information pertaining to the one or more vehicle operating parameters and the percentage of throttle opening from the one or more sensors 108.
[055] At step 404, the control unit 106 is adapted to determine the regenerative power or current to be supplied from the electric machine 104 to the battery pack 102. The control unit 106 determines the regenerative current to be provided from the electric machine 104 to the battery pack 102, based on selections or preference of the user, to cater to riding requirements of the user, as already described in description pertaining to Figures 1 and 2.
[056] At step 406, the control unit 106 supplies the regenerative current generated from the electric machine 104 to the battery pack 102, thereby charging the battery pack 102.
[057] Advantageously, the present invention provides the system allowing the user to customize regenerative braking in the vehicle, while also enabling the user to control deceleration of the vehicle, as per riding requirements of the user. Also, such modularity in the system enhances the user experience. Additionally, the system enables maximum regenerative power to be supplied to the battery pack during the downhill traversal of the vehicle by overriding the selections made by the user. As such, the requirement for engagement of braking unit is reduced, thereby reducing wear and tear of the braking unit. At the same time, the range of the vehicle is enhanced due to maximum regenerative current being supplied for charging the battery pack.
[058] Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable storage medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., be non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media”.
[059] The foregoing description of the invention has been set merely to illustrate the invention and is not intended to be limiting. Since the modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to the person skilled in the art, the invention should be construed to include everything within the scope of the disclosure.

List of reference numerals

100 - System for controlling regenerative braking
102 - Battery pack
104 - Electric machine
106 - Control unit
108 - One or more sensors
110 - Input device
200 - User interface
202 - General tab
204 - First page
206 - Vehicle settings tab
208 - Second page
210 - Selective Regen tab
212 - Third page
214a - During throttle closure tab
214b- First selection bar
216a - During regenerative braking tab
216b - Second selection bar
218a - During reverse throttling tab
218b - Third selection bar
300 - Method
302 – 314 - Method steps
400 - Method
402 - 406 Method steps
,CLAIMS:1. A system (100) for controlling regenerative braking in a vehicle, the system (100) comprising:
a control unit (106) disposed in the vehicle, the control unit (106) being configured to:
determine, a vehicle speed and a percentage of a throttle opening of a throttle member of the vehicle, based on information received from one or more sensors (108), the one or more sensors (108) being disposed in the vehicle;
determine, a regenerative current to be provided from an electric machine (104) to a battery pack (102) based on at least one of the vehicle speed and the percentage of the throttle opening; and
provide, the regenerative current to the battery pack (102) for charging the battery pack (102).

2. The system (100) as claimed in claim 1, wherein the one or more sensors (108) being adapted to procure information pertaining to one or more vehicle operating parameters and information pertaining to the percentage of throttle opening of a throttle member of the vehicle.

3. The system (100) as claimed in claim 1, wherein the control unit (106) being configured to:

store the information received from the one or more sensors (108) in a look-up table; and
determine an amount of the regenerative current to be supplied from the electric machine (104) to the battery pack (102) based on the values in the look-up table.

4. The system (100) as claimed in claim 1, wherein the control unit (106) being configured to supply the regenerative current from the electric machine (104) to the battery pack (102), upon determining deceleration of the vehicle through at least one of:
engagement of a braking unit in the vehicle;
disengagement of the throttle member; and
a reverse throttling of the throttle member.

5. The system (100) as claimed in claim 1 comprises an input device (110) communicably coupled to the control unit (106), the input device (110) being configured to receive input from a user of the vehicle for selecting an amount of regenerative current to be supplied to the battery pack (102) from the electric machine (104).

6. The system (100) as claimed in claim 5, wherein the input device (110) being an instrument cluster of the vehicle, wherein the instrument cluster being adapted to select the amount of regenerative current to be supplied to the battery pack (102) from the electric machine (104).

7. The system (100) as claimed in claim 1, wherein the control unit (106) being configured to supply the regenerative current from the electric machine (104) to the battery pack (102) when the speed of the vehicle is above a predetermined value,
the control unit (106) being configured to enable manual braking of the vehicle when the speed of the vehicle is below the predetermined value.

8. The system (100) as claimed in claim 1, wherein the control unit (106) through an input device (110) enables selection of one of a low regenerative braking mode, a medium regenerative braking mode and a high regenerative braking mode in the vehicle,
each of the low regenerative braking mode, a medium regenerative braking mode and a high regenerative braking mode being associated with a corresponding deceleration in the vehicle.

9. A method (400) for controlling regenerative braking in a vehicle, the method (400) comprising:
determining (402), by a control unit (106), a vehicle speed and a percentage of a throttle opening of a throttle member of the vehicle, based on information received from one or more sensors (108),
determining (404), by the control unit (106) a regenerative current to be provided from an electric machine (104) to a battery pack (102) based on at least one of the vehicle speed and the percentage of the throttle opening; and
providing, by the control unit (106), the regenerative current to the battery pack (102) for charging the battery pack (102).

10. The method (400) as claimed in claim 9 comprising:
storing, by the control unit (106), the information received from the one or more sensors (108) in a look-up table; and
determining, by the control unit (106), an amount of the regenerative current to be supplied from the electric machine (104) to the battery pack (102) based on the values in the look-up table.

11. The method (400) as claimed in claim 9 comprising providing, by the control unit (106), the regenerative current from the electric machine (104) to the battery pack (102), upon determining deceleration of the vehicle through at least one of:
engagement of a braking unit in the vehicle;
disengagement of the throttle member; and
a reverse throttling of the throttle member.

12. The method (400) as claimed in claim 9 comprising receiving, by the control unit (106) input from a user of the vehicle from an input device (110), for selecting an amount of regenerative current to be supplied to the battery pack (102) from the electric machine (104).

13. The method (400) as claimed in claim 12 comprising providing, by the control unit (106), the regenerative current from the electric machine (104) to the battery pack (102) when the speed of the vehicle is above a predetermined value,
wherein the control unit (106) being configured to enable manual braking of the vehicle when the speed of the vehicle is below the predetermined value.

14. The method (400) as claimed in claim 9 comprising enabling, by the control unit (106) through an input device (110), selection of one of a low regenerative braking mode, a medium regenerative braking mode and a high regenerative braking mode in the vehicle,
each of the low regenerative braking mode, a medium regenerative braking mode and a high regenerative braking mode being associated with a corresponding deceleration in the vehicle.