DESC:FIELD OF THE INVENTION
[001] Present invention relates to a navigation system for a vehicle and a method for navigating the vehicle.

BACKGROUND OF THE INVENTION
[002] Recent years have seen the rise in popularity of electric vehicles as well as hybrid vehicle employing electric drive train technology. Electric vehicles offer several advantages like eco-friendly operation. However there exist certain challenges to the wider use of electric vehicles.
[003] A user of an electric vehicle always has a challenge to estimate the distance that can be covered in the vehicle for charge available in the vehicle and availability of charging infrastructure for charging the vehicle during his trip. A term “range anxiety” has been coined in this aspect, which depicts the anxiousness over a user of the electric vehicle contemplating circumstances of running out of charging range before the completion of the journey. Further, owing to the nascent phase of charging infrastructure development, the user has limited options on salvaging the journey and the available range of the electric vehicle.
[004] Another challenge is the longer duration required for charging/refuelling for electric vehicles when compared to conventional internal combustion engine vehicles. Also, the users of electric vehicles often lack accurate information on routes, availability of charging stations along their travel route especially when having longer commutes. This lack of information about the availability and the requirement of charging infrastructure on long trips limits the use of electric vehicles, to a purely intra-city commute vehicle. Further, dependency on third parties for providing refuelling stations or charging stations may not always be reliable owing to possibility of bugs, uploading of incorrect geolocations, server maintenance and data transmission concerns.
[005] Even in hybrid vehicle technology, the economics associated with vehicle charging in conjunction with aspects of vehicle performance providing a visible advantage over fossil fuels affinities the vehicle users to prefer vehicle charging when available over refuelling. Therefore, even in hybrid vehicles there arises a need to provide requisite charging information to help the user evaluate the economics of the journey against the available resources.
[006] Users of electric vehicles as well as hybrid vehicle on longer commutes are unsure of when and where, during the trip, the vehicle would require to be charged. The duration of charging required is also not easily discernible to a user and varies based on the charging station selected for charging. The user may end up wasting valuable time in searching for the charging facility as well as in charging the vehicle to full charge when the same may not be required to reach the destination.
[007] Electric vehicles as well as hybrid vehicles typically require precise route planning as compared to Internal Combustion Engine (ICE) powered vehicles. Typically, the state of charge available for an electric vehicle is one of the most important criteria for travelling. Conventional routing systems do not provide any information as to the nearest charging stations for charging an electric vehicle if the state of charge available is low. If an electric vehicle is used for long-distance travel, an optimized route with charging stations available enroute is not provided to a user.
[008] Hence there is a need for a navigation system for an electric or hybrid vehicle and a method for navigating the electric or hybrid vehicle which solves at least the aforementioned problems. Further aspects of the navigation system are applicable to internal combustion engine-based vehicles whereby based on the available fuel and mileage; an available range may be determined based on which the navigation system may direct the user to a refuelling station.

SUMMARY OF THE INVENTION
[009] In one aspect, the present invention relates to a navigation system. The navigation system has a control unit that is configured to receive, a start location and an end location. A state of charge (SOC) of the vehicle is then estimated. One or more routes are thereafter determined by the control unit based on the start location, the end location, and an available range of the vehicle. Subsequently, information pertaining to a set of charging and fuelling stations along the determined one or more routes with geolocation information of the charging and fuelling stations are identified by the control unit. Further, the information pertaining to the set of charging and fuelling stations is populated by the control unit with map information of the one or more routes to generate one or more travel routes.
[010] In an embodiment, the navigation system receives the one or more intermediate stops between the start and end location. The determined route comprises of the start location, end location and the one or more intermediate stops. In an embodiment, the control unit is configured to compare the range of electric vehicle with a distance between the received end location and the start location and the control unit determines an insufficient range of the vehicle when the computed distance is being greater than available range of the vehicle. In an embodiment, the control unit is configured to compare the available range of the vehicle with a distance between the received end location, the start location and the one or more intermediate stops when an insufficient range is determined.
[011] In an embodiment of the invention, the navigation system on determining the insufficient range of the electric vehicle notifies one or more users, with one or more charging and fuelling stations from the set of charging stations that are navigable based on the available range of the vehicle. The navigation system then receives an input for a preferred charging or fuelling station from the notified one or more charging and fuelling stations. Based on the preferred charging station, a geolocation information pertaining to the preferred charging station is populated to generate one or more travel routes to the preferred charging and fuelling station.
[012] In a further embodiment of the invention, the navigation unit determines a target SOC required to reach the end location and a charging or fuelling time for which the electric vehicle is to be charged or fuelled at the preferred charging or fuelling station to reach the target SOC.
[013] In a further embodiment of the invention, the navigation unit determines one or more routes based on at least one of the start locations, the end location, an available range of the vehicle and environmental conditions between the start location and the end location, wherein a target SOC to reach the end location being determined based on at least one of the available ranges, the environment conditions and a user associated vehicle mileage.
[014] In one embodiment, the control unit continuously compares the SOC of the vehicle with the threshold SOC and on reaching the threshold SOC, the control unit identifies the set of charging and fuelling stations (CS) within a pre-defined range of the one or more routes. The control unit then populates the information pertaining to the set of charging and fuelling stations (CS) with geolocation information of the determined one or more routes to generate one or more travel routes.
[015] In another aspect, a method for navigation for an electric vehicle is disclosed. A start location and an end location are received. A state of charge (SOC) of the vehicle is then estimated. One or more routes are thereafter determined by the control unit based on the start location, the end location, and a range of the vehicle. Subsequently, information pertaining to a set of charging stations along the one or more routes are identified by the control unit. Further, the information pertaining to the set of charging stations is populated by the control unit with map information of the one or more routes to generate one or more travel routes.
[016] In one embodiment, one or more intermediate stops (IS) is received between the start location and the end location. The one or more routes being are determined based on the start location, the end location and the one or more intermediate stops (IS).
[017] In one embodiment, the state of charge is estimated by comparing the available range of the vehicle with a distance between the end location and the start location and the one or more intermediate stops (IS). Then an insufficient range of the vehicle is determined when the distance is greater than the available range of the vehicle. On identifying that the vehicle does not have sufficient charge to reach the end location, one or more users is notified of the one or more charging and fuelling stations (CS) from the set of charging and fuelling stations (CS) that are navigable based on the available range of the vehicle. Based on an input received from one or more users on the preferred charging and fuelling stations, geolocation of the preferred charging and fuelling station is populated to generate one or more travel route to the preferred charging and fuelling station (CS).
[018] In one embodiment, a target SOC required to reach the end location is determined. In addition, a charging and fuelling time for which the vehicle is to be charged or fuelled at the preferred charging and fuelling station (CS) to reach the target SOC is determined.
[019] In one embodiment, one or more routes are determined based on at least one of the start locations, the end location, an available range of the vehicle and environmental conditions between the start location and the end location. A target SOC to reach the end location is determined based on at least one of the available range, the environment conditions and a user associated vehicle mileage.
[020] In one embodiment, the SOC of the vehicle is compared with the threshold SOC and on reaching the threshold SOC the set of charging and fuelling stations (CS) within a pre-defined range of the one or more routes are identified. Then the information pertaining to the set of charging and fuelling stations (CS) with geolocation information is populated. Based on the set of charging and fuelling stations with geolocation information is used to generate one or more travel routes.

BRIEF DESCRIPTION OF THE DRAWINGS
[021] 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.
Fig 1 shows an illustrative block diagram of the navigation system according to an embodiment of the present invention.
Fig 2 shows an illustrative block diagram of the hardware components of the navigation system of the present invention.
Fig 3 shows a flow chart of a method for navigation of vehicle, in accordance with an exemplary embodiment of the present invention.
Fig 4 shows a flow chart according to which the method of navigation where the user specifies to identify an optimal route of the present invention is implemented.
Fig 5A-5B shows user interfaces of the navigation system for indicating the specific start and end location implementing the method as disclosed in Figure 3, according to the embodiment of the present invention.
Figures 6A-6D illustrate the user interfaces displayed, and the specific output received from the navigation unit from user according to the embodiment of the present invention.
Figures 7A-7B illustrate the user interfaces and the specific output received from the navigation unit from user according to the embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[022] The present invention relates to a navigation system for a vehicle and a method for navigating the vehicle.
[023] The present invention discloses a navigation system and method that enables intra-city and inter-city travel for vehicle users. The navigation system and method optimize the distance and time according to the user's personal preferences, providing a seamless and efficient driving experience. The navigation system and method of the present invention, based on the start and end locations, identifies a probable route based on the state of charge of the vehicle. If the end location is not reachable by the current state of charge, the system and method identify probable charging stations enroute to the end location, allows the user to select the charging station and enables to incorporate the selected charging station and prepares a route incorporating the selected charging station.
[024] At the outset, the state of charge SOC of the vehicle is not limitative to a charging status of an electric energy storage unit but may alternately and interchangeably refer to the fuel status of an internal combustion engine-based vehicle. The SOC may also extend to representation of other forms of energy availability such as in hydrogen cells-based vehicle and hybrid vehicles.
[025] The navigation system and method of the present invention provides information on the possible requirement of charging enroute to the destination and availability of charging stations along the route for vehicles.
[026] Figure 1 illustrates a navigation system 100 for a vehicle, in accordance with an exemplary embodiment of the present invention. The term “vehicle” is also used to denote an electric vehicle, an internal combustion engine-based vehicle, a hydrogen fuel cell-based vehicle and a hybrid vehicle. The navigation system 100 comprises a navigation unit 110, an input/output device (cluster) 120 and a control unit 130. In one embodiment, the control unit 130 may be a vehicle control unit or a specialized hardware unit handling navigation.
[027] The control unit 130 receives an input for travel from a start location S to an end location E through the input/output interface 120. In one embodiment, the input/output interface 120 is electronically interfaced with the display 110 that has a touchscreen to receive inputs for the start/end location, that is then electronically communicated to the control unit 130. In one embodiment, the input for start location S and/or end location E is communicated via a voice-based input system associated with the input/output interface 120. On receiving the voice-based input, the input/output interface 120 electronically communicates the input for start location S and/or end location E to the control unit 130 for further processing. In an embodiment, a user specifies the location verbally or utters a specific keyword (for e.g., home, office, playground etc.) associated with a pre-defined location. In an embodiment, the start location S may be the current location that the vehicle is present that may be displayed to the user of the vehicle for ascertainment from the user, and the end location E may be chosen by the user via a map interface displayed for input or by choosing a predetermined location from a list of locations displayed on the input/output interface 120. In one embodiment, the current location of the vehicle may be determined using a positioning system (not shown) present in the vehicle or outside the vehicle that may be received through the input/output interface 120. For example, the positioning systems may be Global Positioning System (GPS) system or GLObalnaya NAvigatsionnaya Sputnikovaya Sistema (GLONASS) system or Navigation with Indian Constellation (NAVIC) system or Bei Dou Navigation system integrated via the input/output interface 120. In one embodiment, the start location S and end location E may be communicated to the navigation system 100 using an application program configured to control/configure vehicle functions.
[028] In an embodiment, the control unit 130 is further configured to receive one or more intermediate stops (IS). The one or more intermediate stops (IS) are reflective of a desired pitstop of the user. The one or more intermediate stops (IS) may be restroom breaks, food breaks, scenic stops, or the alike. In an aspect, the one or more routes between the start location S and the end location E is routed to incorporate the one or more intermediate stops (IS).
[029] The control unit 130 on receiving the start location S and end location E inputs, typically receives the input details to their correctness. Then the control unit 130 receives the State of Charge (SOC) of the vehicle. In one embodiment, the control unit 130 receives the SOC from a battery management system (not shown). In one embodiment, the information pertaining to stored voltage of the battery determined by one or more specialized sensors may be transmitted to the control unit 130. In an alternate embodiment, the control unit 130 receives a state of charge pertinent to available fuel of the vehicle via one or more specialized sensors such as but not limited to the fuel tank status. In one embodiment, a range of the vehicle is also electronically transmitted to the control unit 130. The range of the vehicle is a distance that the vehicle can travel with the SOC of the prime mover.
[030] The control unit 130 determine one or more routes from the start location S to the end location E and the range of the vehicle. In one embodiment, the control unit 130 may communicate the start S and end location E to an external server (not shown) via the input/output Interface 120. The external server receives the input provided by the control unit 130 and determines one or more routes and communicates one or more routes to the control unit 130. Based on the state of charge of the vehicle, and a distance between the start location S and the end location E, a determination as to whether the vehicle has sufficient charge to reach the end location from the start location S is made. If the vehicle has sufficient charge to reach the end location E from the start location S, the control unit 130 may display the one or more routes determined for user input. In an aspect, the sufficiency of charge is estimated by the control unit 130 keeping a threshold SOC in the background to permit some flexibility in route assessment. The threshold SOC may accommodate any mileage fluctuations owing to environmental conditions, terrain of the route and the driving behaviour of the user. In another aspect, the threshold SOC serves as back-up charge to re-initiate return of the vehicle back to the start location S. Based on the user input, the control unit 130 may configure the display unit 110 to display the selected map and initiate the journey from the start location S to the end location E.
[031] If the distance between the start location S and the end location E is larger than the range of the vehicle as to the end location E, then the control unit 130 decides that the state of charge is not enough to reach the end location from the start location S and indicates an insufficient range of the vehicle. Based on the determination of an insufficient range of the vehicle, the control unit 130 identifies a set of charging and fuelling stations (CS) for charging or fuelling the vehicle enroute from the start location S to the end location E. In one embodiment, the control unit 130 may communicate the start location S and end location E to an external server (not shown) via the input/output Interface 120. The external server receives the input provided by the control unit 130 and determines a set of charging stations on one or more routes and communicates the information as to the set of charging stations to the control unit 130.
[032] In another embodiment, the external server comprises a list of registered charging and fuelling stations (CS) with at least one of available charge capacity of the charging and fuelling station, available prime mover accommodation or usage facilities, a registered manufacturer associated with the prime mover, and geolocation of the charging and fuelling station populated on a localized navigational view of the vehicle against the one or more routes between the start location S and the end location E. In this aspect, the control unit 130 may employ a priority table in selecting or notifying the user of a registered or authenticated charging and fuelling station against other available charging and fuelling station options.
[033] In one embodiment, the control unit 130 receives a large dataset of charging and fuelling stations (CS) between the start location S and an end location E. However, a route fencing and a filtration operation on the large dataset to produce a set of charging and fuelling stations (CS) in one or more routes which are closer to the one or more routes is performed. Based on the start location S and end location E, the control unit 130 based on the data regarding the location of the set of charging and fuelling stations (CS), a circle with its centre at the halfway point, and a diameter equal to the length between the start location S and the end location E is received. A route fence based on the state of charge of the vehicle and along one or more routes is identified. In an embodiment of the invention, the route fence is implemented by the navigation unit 110 by identifying from the set of charging and fuelling stations (CS), one or more charging and fuelling stations (CS) located within a specified distance from the one or more routes determined.
Then the control unit 130 may display the determined one or more routes along with the details of the one or more charging and fuelling stations (CS) present enroute in the routes through a display unit (disposed in the vehicle). In one embodiment, the control unit 130 may indicate the set of charging and fuelling stations (CS) present enroute based on the range of the vehicle. In one embodiment, the control unit 130 may receive an input as to the one or more charging and fuelling stations (CS) present enroute, that may be populated and shown to the user for user input. In one embodiment, the control unit 130 identifies one or more charging and fuelling stations (CS) based on the SOC in the vehicle to reach the one or more charging stations and are displayed for user input. The user then inputs a preferred charging station and then the map information pertaining to the preferred charging and fuelling station is included in the route and the travel route is modified to include the preferred charging and fuelling station. In one embodiment, the control unit 130 is configured to determine a target SOC required to reach the end location E and determine a charging or fuelling time for which the vehicle is to be charged at the preferred charging and fuelling station to reach the target SOC. In one embodiment, the control unit 130 determines a target SOC and a charging time to reach target SOC at each charging location of the one or more charging locations to reach the end location E.
[034] In an embodiment, the navigation system when deployed in a hybrid vehicle, a user preference is initiated over which prime mover the user would prefer for completion of the journey between the start location S and the end location E. The control unit 130 based on the preferred prime mover provides an optimized one or more routes which distributes the charge consumption between the multiple prime mover, with a pre-set higher percentage of consumption based on available SOC to the preferred prime mover. The control unit 130 further identifies the one or more charging and fuelling station based on the preferred and secondary prime mover’s available SOC and populates the display of the user interface depicting the one or more charging and fuelling stations (CS).
[035] In an aspect, the term charging station may interchangeably refer to a fuelling station or other form of rejuvenation or maintaining operation of a prime mover of the vehicle.
[036] In one embodiment, if the distance between the start location S and end location E includes one or more intermediate locations, the control unit 130, determines a route based on presence of one or more charging stations in the route. The control unit 130 may determine a set of charging stations that may be utilized to charge the vehicle to a preferred limit and then proceed onwards to the end location E. The one or more charging stations of the set of charging stations are identified based on the required charge to reach the one or more charging stations enroute and are displayed for user input. The user then inputs his choice of preferred one or more charging stations and then the map information pertaining to the preferred one or more charging stations is included in the route and the travel route is modified to include the one or more preferred charging stations. In one embodiment, the control unit 130 determines a target state of charge to be maintained when the vehicle reaches each of the preferred charging station and a charging time for which the vehicle is to be charged at the one or more preferred charging stations to reach the end location E. In one embodiment, the state of charge to be maintained when the user reaches the end location E is also determined and intimated to the user.
[037] In an embodiment, if the control unit 130 does not identify any charging stations enroute to the end location E, then the control unit 130 is configured to determine a location along the route where the SOC of the vehicle will fall below a threshold value. Further, the control unit 130 is configured to determine if a charging station is available within a predetermined distance from the location along the route where the SOC of the vehicle falls below the threshold value. Further, the control unit 130 is configured to identify a charging station in the opposite direction when the navigation unit 310 determines that a charging station is not available within the predetermined distance from the location along the route where the SOC of the vehicle falls below the threshold value. The control unit 130 determines how far the vehicle can go till it reaches a threshold value of the SOC. At the point where the vehicle is determined to reach the threshold value of SOC, control unit 130 identifies the next charging station for up to predetermined distance further along the determined travel route. Based on the user input, the control unit 130 modifies the route to incorporate the preferred charging station and then the travel route to the end location E.
[038] In an embodiment, the control unit 130 may be a Vehicle Control Unit (VCU) of the vehicle. In an embodiment, the control unit 130 and navigation unit 110 are 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 130 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 130 is configured to execute hard-coded functionality.
[039] Figure 2 illustrates a hardware implementation of the navigation system 100. In an embodiment of the present invention the navigation system consists of a display unit 250 which may be an interactive touchscreen unit. The various inputs received by the system from the user can be received from the input/output unit 220. The interactive touchscreen of display 250 may be interfaced with the input/output unit 220 to receive one or more inputs. The display 250 and the input/output unit 220 are interfaced with processor 230 which performs the logical and analytical functions inherent in the implementation of the navigation system 100. The memory unit 240 interfaced with processor 230 stores all data related to the vehicle. The processor 230 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 processor 230 is configured to execute hard-coded functionality.
[040] The manner in which the navigation system determines a route is explained with respect to flow-diagrams of Figures 3 and 4 below.
[001] Figure 3 is a flow diagram utilized by the navigation system 100 for determining a route with charging stations. The method 300 is initiated at step 305 and proceeds to step 310. At step 310 when the navigation system 100 receives the start location S and end location E. The input for the start location S and end location E may be received from a user. In an embodiment, the start location S may be the current location that the vehicle is present that may be displayed to the user of the vehicle for ascertainment from the user, and the end location E may be chosen by the user via a map interface displayed for input or by choosing a predetermined location from a list of locations displayed to the user. In one embodiment, the current location of the vehicle is determined using any positioning systems present in the vehicle. In one embodiment, the start location S and end location E may be communicated using an application program configured to control/configure vehicle functions. In one embodiment, the start location S and end location E may be received via a voice input.
[041] At step 320, the SOC of the vehicle is estimated. In one embodiment, the SOC is received from the Battery Management Software (BMS), or specialized sensors present in the vehicle. In one embodiment, a range of the vehicle is established by using the SOC. The range of the vehicle is the maximum distance that a vehicle can travel with a fully charged battery. Based on the current SOC and calculated range of the vehicle, an approximation as to the distance the vehicle can travel from the start location S towards the end location E is performed.
[042] At step 330, one or more routes for travelling from the start location S to the end location E is determined. The range of the vehicle is also used for the determination of one or more routes. In one embodiment, one or more routes may be determined based on user preference, weather or current state of vehicle or traffic data. In one embodiment, one or more pre-stored routes may be used for the determination. Based on the available SOC and the distance between the start location S and end location E, a determination as to whether the vehicle may travel from the start location S to the end location without additional charging is made. If there is sufficient charge available in the vehicle to reach the end location from the start location S, the one or more determined routes are displayed with a time taken to reach the end location is displayed for user input. If the sufficient charge available in the vehicle is not enough to reach the end location from the start location S, then the control moves to step 340.
[043] At step 340, one or more charging stations are identified between the start location S and end location E along with the details of each charging station.
[044] At step 350, the information relating to the one or more charging stations is included along with the map information to generate one or more travel route for travel from start location S to the end location E. In one embodiment, one or more routes along with the identified one or more charging stations enroute from start location S to the end location E may be displayed to the user for user input. Based on the user input, a detailed map may be displayed at the display unit (not shown) for the assistance of the user. In one embodiment, the one or more charging stations from the set of charging stations are notified that are reachable by the vehicle with the available SOC. An input as to a preferred charging station is received from the user; and the preferred charging station in the generated travel route is included. The flowchart ends at step 360.
[045] In one embodiment, the user may be notified of one or more charging stations that can be reached by the user, based on the SOC. The user provides the input as to the preferred charging station. Then map information pertaining to the preferred charging station to generate a travel route to the preferred charging station is populated.
[002] Figure 4 illustrates a flow diagram for a navigation system 100 in a vehicle for a trip. A trip is defined as a travel wherein the distance between the start and end locations, where the vehicle may be required to charge multiple times to reach the end location E. The method 400 is initiated at step 405 and proceeds to step 410. At step 410 when the navigation system 100 receives the start location S and end location E. The input for the start location S and end location E may be received through the input/output interface 120. In an embodiment, the start location S may be the current location that the vehicle is present that may be displayed to the user of the vehicle for ascertainment from the user, and the end location E may be chosen by the user via a map interface displayed for input or by choosing a predetermined location from a list of locations displayed to the user. In one embodiment, the current location of the vehicle is determined using any positioning systems present in the vehicle. In one embodiment, the start location S and end location E may be communicated using an application program configured to control/configure vehicle functions. In one embodiment, the start location S and end location E may be received via a voice input provided by the input/output interface 120.
[046] At step 420, a state of charge (SOC) of the vehicle is estimated. In one embodiment, the SOC is received from the Battery Management Software (BMS), or specialized sensors present in the vehicle. In one embodiment, a range of the vehicle is established by using the SOC. The range of the vehicle is the maximum distance that a vehicle can travel with a fully charged battery. Based on the current SOC and calculated range of the vehicle, an approximation as to the distance the vehicle can travel from the start location S towards the end location E is performed.
[047] At step 430, a route is determined based on the start location S, end location E and the range of the vehicle. In one embodiment, the route may be determined based on user preference, time taken to reach end location E, weather or current state of vehicle or traffic data.
[048] At step 440, a set of charging stations for the route to reach end location E from the start location S is identified. In one embodiment, a halfway point between the start location S and the end location E is calculated. Based on the start location S and end location E, the data regarding the location of the set of charging stations within a circle with its centre at the halfway point, and a diameter equal to the length between the starting point and the destination point is received.
[049] At step 450, the one or more charging stations from the set of charging stations are incorporated into the route. In a preferred embodiment, the target SOC to be maintained to reach each of the charging stations in the one or more charging stations and the time taken to charge in each of the charging station of the one or more charging stations is calculated. In an embodiment, a location along the route where the SOC falls below a threshold value is identified. Based on the identified data, if a charging station of the one or more charging stations is available within a predetermined distance from the location along the route where the SOC of the vehicle falls below the threshold value, then the charging station is identified as a preferred charging station, and the preferred charging station is included in the route. If no charging station is available, a charging station from the one or more charging stations near to the start location S is identified and included in the route.
[050] At step 460, a travel route is generated for travel between a start location S and end location E including the one or more charging stations as intermediate points. The time taken to travel between the start location S and the end location E is calculated including the time taken in each of these charging stations of the one or more charging stations. In a preferred embodiment, the probable route and a set of charging stations enroute to the end location E are identified/received as pre-defined data from external commercially available services/sources. In an embodiment, the commercially available services may be utilized using calling the relevant Application Program Interfaces (API)s of the commercially available service. In a preferred embodiment, a ride mode is identified based on the target SOC at the destination, and the preferred ride mode for the return journey may be identified.
[051] In yet another aspect of the present invention, the method for navigation provides for charging the vehicle at multiple charging stations along the way to arrive at the destination with a specified SOC for the vehicle. In such an implementation the vehicle is not charged to its full battery capacity at each of the charging breaks to save the time which would have taken for the slower terminal trickle charging of the vehicle to full battery capacity.
[052] For example, at step 430, one or more charging stations from the set of charging stations to stop at for charging is generated based on the amount of charge to be charged to at each charging station and to estimate the time taken to charge the vehicle as to each of these stops. In an embodiment of the present invention, charging at each of the charging stations at step 440 is limited to 85% of the full battery capacity. Further, the navigation system 100 also may indicate a specific amount of charge to be left with on reaching the end location E or at each stop. In a preferred embodiment, a ride mode selection is identified based on the target SOC at the destination.
[053] In an aspect of the present invention, the navigation system 100 and method 300, 400 display the charging station information only if the SOC estimated is less than the SOC required to complete the trip. This helps in avoiding the user being distracted by charging station information when there is no requirement of charging to complete the trip. The flowchart 400 ends at step 480.
[054] Figures 5A-5B illustrate user interfaces that enable the user to specify a start location S and end location E.
[055] Figure 5A shows a destination input 510. One or more modes of providing an input at destination input 510 are shown in Figure 5A. For example, a voice input may be provided as illustrated in voice input 530 or a choice of the destination may be selected from a list of destinations shown in screen 540. In an embodiment, based on a pre-set destination preference, gesture-based input may be provided by the user in selection of the destination input 510. For instance, a gesture representative of “1” by pulling out a single finger of the user may be used to select the destination on serial number 1 of the pre-set destination preferences. The user may use the map interface 520 to scroll to the end location E and select the end location E.
[056] Figure 5B illustrates a destination input 510, however, a keypad interface 530 is shown for providing an input for the destination along with the map interface 520.
[057] In one embodiment, the user may use a combination of the map interface 520, keypad interface 530, voice input 520 or the destination list 540 to provide an input for the end location E. In one embodiment, a current location of the vehicle may be determined using a positioning system (not shown) present in the vehicle or outside the vehicle that may be received and considered as start location S. In one embodiment, the start location S and end locations E may be communicated to the navigation system 100 using an application program configured to control/configure vehicle functions.
[058] On receiving the start and end locations E, the navigation system 100 determines one or more routes for travel from the start location S to the end location E. In another aspect, the one or more routes for travel from the start location S to the end location E are verified as navigable based on real-time road terrain conditions, potential on-set of rainfall and historical data pertinent to changes in the terrain relative to amount of rainfall in a vicinity. For instance, in the event a kaccha road which is otherwise navigable is shortlisted as the one or more routes for travel, the same may be deemed unnavigable as a slurry road in the event of predicted rainfall in the area. The present configuration based on predictive analysis on the terrain type is configured to shortlist the one or more routes based on environmental conditions such as weather.
[059] Figures 6A-6B illustrate the screens displayed and the specific output received from the navigation unit 100. In Figure 6A, the user specifies the start location S and the end location E. As shown in Figure 6A, the navigation unit detects the start location S from the current location of the vehicle. In another aspect, the start location S may be a location set by the user from which the navigation system is desirable to be employed. The user then specifies the end location E, which is at 19 kms from the start location S. It may be observed that the user has specified the destination as “Capital Village” at destination input 610. The map interface 620 shows a probable route determined by the navigation system 100 from the start (current) location to the destination “Capital Village”. At an information box 630, the distance between the start S and end location E along with a few charging stations enroute is shown. In addition, the weather information is also displayed for the end location E.
[060] Figure 6B illustrates the update in the user interface as to display the SOC present in the vehicle. The navigation unit 100 has assessed that the current SOC is not sufficient to reach the end location E. The map interface 620 shows a probable route determined by the navigation system 100 from the start (current) location to the destination “Capital Village”. At an information box 630, the distance between the start S and end location E along with a summary of the few charging stations enroute is shown along with an information that the charge is not sufficient to reach the end location E.
[061] In an embodiment for a vehicle comprising multiple prime movers, a computation of the state of charge incorporates aspects of fuel or charge of each of the multiple prime movers. In this embodiment, the computed state of charge is compared against the predictive charge or fuel consumption in travelling through each of the one or more routes. The determination of insufficiency of charge is based on the combined computation of SOC against the proximate charge consumption in travelling from the start location S to the end location E whilst maintain a safe threshold of available charge or fuel in each of the multiple prime movers. For instance, for a hybrid vehicle comprising an internal combustion engine and an electric powertrain, the SOC and available range is computed such that at least 5 litres of fuel as safe threshold be available for the internal combustion engine and 40% of battery SOC as safe threshold be available for supporting the electric powertrain system.
[062] Figure 6C is an expanded view of the information box 630 of the Figure 6B. A marked portion 630A indicates a total number of 5 (five) charging stations identified by the navigation system 100. The navigation unit 100 on determining that the current SOC is insufficient for completing the trip and then populates a list of charging and fuelling stations available enroute to the end location E. The current SOC is also indicated in marked portion 630B.
[063] Figure 6D illustrates the number of charging and fuelling stations that the user may charge his vehicle for reaching the end location E. It may be observed that the map interface 620 is updated to show one or more charging stations as indicated in the marked box 630AA. Based on the user input, the map interface 620 is updated as to show the route with the chosen charging station.
[064] In another embodiment, the implementation of the navigation unit for an ongoing trip is explained. The user interface screens of 6C-6D indicate that during a given trip, based on the SOC of the vehicle, the navigation system determines whether the SOC is sufficient to reach the end location E. Here the start location S is the current location of the vehicle. If the SOC is not sufficient, then the navigation system performs the steps 310- 350 of the flowchart of Figure 3, to generate a route suggesting/incorporating one or more charging stations for charging the vehicle and reaching the end location E based on the SOC. In a preferred embodiment, the navigation system may choose a type of charging station based on the vehicle type and/or user preference or the distance of the charging station from the end location E and/or the current location.
[065] The manner in which the user can select the route and the manner in which the flow chart of Figure 4 is implemented is explained with respect to Figure 7A-7B below.
[066] Figure 7A illustrates a condition where the user has planned a trip incorporating two intermediate locations. The marked portion 710 shows a current location as start location S, intermediate locations 1 and 2 and an end location E. The route as to the reachable intermediate location1 (A) is shown on the marked portion 730 along with the route to the intermediate location. The navigation system 100 makes an assessment that based on the current SOC the intermediate location2 (B) cannot be reached. Accordingly, the navigation system 100 populates a list of charging stations that are enroute from intermediate location1 (A) to intermediate location2 (B).
[067] Figure 7B illustrates the map interface generated from the inputs of the user after the trip is planned. Based on the inputs provided by the user and the current SOC available in the vehicle, a trip is planned with specific points A, B, and C are shown on top right corner of the interface. Based on the specific SOC, the system also populates the charging and fuelling stations available to include for reaching the specified location.
[068] The navigation system 100 provides an accurate way of identifying on route charging stations to a user’s current SOC, starting point, destination, and estimated SOC at the end of the journey is achieved. It enables the user to perform “charging on the go” based on 1) trip planned/identified by the user and suggest optimal charging stops for the user to consider; and 2) an optimal route for a trip planned by the navigation system such that the hassle of considering multiple parameters and arriving at the trip plan is eliminated. The user can just enter the location details and wait for the smart optimized charge and go plan so that the user’s range anxiety, availability of relevant charging infrastructure is eliminated. The delays in view of the charging stops are eliminated and the charging stops are optimized. By providing an optimized route plan, and ride mode selection can be performed based on the target SOC at the end location E. In case the user wants to return to the start location S, a preferred ride mode is suggested.
[069] The navigation system 100 eliminates and does not display irrelevant data. The navigation system also considers the ride mode, riding pattern, road conditions along the route and accordingly an optimized solution is provided for the user. The navigation system enables optimized selection of charging station, enroute, and duration to be spent at each charging station (fast or slow charging) based on the target reach time provided by the user.
[070] 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.”
[071] 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: Navigation system
200: Hardware implementation of the navigation system
310-350: Method steps
410-480: Method steps
510-540: Portions of the user interface for providing input
610-640: Portions of the user interface updated based on user input
710-730: Portions of the user interface updated based on user input
,CLAIMS:WE CLAIM:
1. A navigation system (100) for a vehicle, the navigation system (100) comprising:
a control unit (130), the control unit (130) configured to:
receive, a start location (S) and an end location (E);
estimate a State of Charge (SOC) of the vehicle;
determine, one or more routes based on a combination of the start location (S), the end location (E), and an available range of the vehicle;
identify, information pertaining to a set of charging and fuelling stations (CS) along the determined one or more routes; and
populate, the information pertaining to the set of charging and fuelling stations (CS) with geolocation information of the determined one or more routes to generate one or more travel routes.

2. The navigation system (100) as claimed in claim 1, wherein the control unit (130) being configured to receive one or more intermediate stops (IS) between the start location (S) and the end location (E); and wherein the one or more routes being determined based on the start location (S), the end location (E) and the one or more intermediate stops (IS).

3. The navigation system (100) as claimed in claim 1, wherein the control unit (130) being configured to compare the available range of the vehicle with a distance computed between the received end location (E) and the start location (S); wherein the control unit (130) being configured to determine an insufficient range of the vehicle when the computed distance being greater than the available range of the vehicle.

4. The navigation system (100) as claimed in claim 2, wherein the control unit (130) being configured to compare the available range of the vehicle with a distance between the received end location (E), the start location (S) and the one or more intermediate stops (IS), wherein the control unit (130) being configured to determine an insufficient range of the vehicle when the distance being greater than the available range of the vehicle
5. The navigation system (100) as claimed in claim 3 and 4, wherein the control unit (130) upon determining the insufficient range of the vehicle, being configured to:
notify, one or more users, with one or more charging and fuelling stations (CS) from the set of charging and fuelling stations (CS) that are navigable based on the available range of the vehicle;
receive, from the one or more users, a preferred charging and fuelling station (CS) from the notified one or more charging and fuelling stations (CS); and
populate, geolocation information pertaining to the preferred charging and fuelling station (CS) to generate the one or more travel routes to the preferred charging and fuelling station (CS).

6. The navigation system (100) as claimed in claim 5, wherein the control unit (130) being configured to:
determine a target SOC required to reach the end location; and
determine a charging and fuelling time for which the vehicle is to be charged or fuelled at the preferred charging and fuelling station (CS) to reach the target SOC.

7. The navigation system (100) as claimed in claim 1, wherein the control unit (130) being configured to determine the one or more routes based on at least one of the start location (S), the end location (E), an available range of the vehicle and environmental conditions between the start location (S) and the end location (E), wherein a target SOC to reach the end location (E) being determined based on at least one of the available range, the environment conditions and a user associated vehicle mileage.

8. The navigation system (100) as claimed in claim 1, wherein the control unit (130) being configured to continuously compare the SOC of the vehicle with a threshold SOC,
wherein upon the SOC of the vehicle reaching the threshold SOC, the control unit (130) being configured to:
identify the set of charging and fuelling stations (CS) within a pre-defined range of the one or more routes; and
populate, the information pertaining to the set of charging and fuelling stations (CS) with geolocation information of the determined one or more routes to generate one or more travel routes.

9. A method (300, 400) for navigating a vehicle, the method (300,400) comprising:
receiving (310,410), by a control unit (130), a start location and an end location;
estimating (320, 420), by the control unit (130), a State of Charge (SOC) of the vehicle;
determining (330,430), by the control unit (130), one or more routes based on at least one of the start location, the end location, and an available range of the vehicle;
identifying (340, 440) by the control unit (130), information pertaining to a set of charging and fuelling stations (CS) along the one or more routes; and
populating (350,460) by the control unit (130), the information pertaining to the set of charging and fuelling stations (CS) with geolocation information of the one or more routes to generate one or more travel routes.

10. The method (300,400) as claimed in claim 9, comprising:
receiving one or more intermediate stops (IS) between the start location (S) and the end location (E); and wherein the one or more routes being determined based on the start location (S), the end location (E) and the one or more intermediate stops (IS).

11. The method (300, 400) as claimed in claim 9, wherein estimating a State of Charge (SoC) of the vehicle, comprises:
comparing the available range of the vehicle with a distance between the end location (E) and the start location (S) and the one or more intermediate stops (IS); and
determining an insufficient range of the vehicle when the distance is greater than the available range of the vehicle.

12. The method (300, 400) as claimed in claim 10, comprising:
notifying, one or more users, one or more charging and fuelling stations (CS) from the set of charging and fuelling stations (CS) that are navigable based on the available range of the vehicle;
receiving, from the one or more users, a preferred charging and fuelling station (CS) from the one or more charging and fuelling stations (CS); and
populating, geolocation information pertaining to the preferred charging and fuelling station (CS) to generate one or more travel route to the preferred charging and fuelling station (CS).

13. The method (300, 400) as claimed in claim 12, comprising:
determining a target SOC required to reach the end location (E); and
determining a charging and fuelling time for which the vehicle is to be charged or fuelled at the preferred charging and fuelling station (CS) to reach the target SOC.

14. The method (300, 400) as claimed in claim 10, comprising:
determining the one or more routes based on at least one of the start location (S), the end location (E), an available range of the vehicle and environmental conditions between the start location (S) and the end location (E), wherein a target SOC to reach the end location (E) being determined based on at least one of the available range, the environment conditions and a user associated vehicle mileage.

15. The method (300, 400) as claimed in claim 9, wherein the determination of one or more routes, comprises:
continuously comparing the SOC of the vehicle with a threshold SOC;
on reaching the threshold SOC:
identifying the set of charging and fuelling stations (CS) within a pre-defined range of the one or more routes; and
populating, the information pertaining to the set of charging and fuelling stations (CS) with geolocation information of the determined one or more routes to generate one or more travel routes.

Dated this 21st day of August 2023

TVS MOTOR COMPANY LIMITED
By their Agent & Attorney

(Nikhil Ranjan)
of Khaitan & Co
Reg No IN/PA-1471