DESC:SYSTEM AND METHOD FOR INDICATING MOTOR STATUS IN ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202421002030 filed on 11/01/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to indication of a traction motor status of an electric vehicle. Particularly, the present disclosure relates to a system for indicating status of the traction motor to a user of the electric vehicle. Furthermore, the present disclosure relates to a method of indicating a traction motor status to a user of the electric vehicle.
BACKGROUND
Recently, there has been a rapid development in electric vehicles due to their use as a cleaner mode of transportation compared to conventional internal combustion engine vehicles. The electric vehicle comprises a traction motor that propels the vehicle using energy stored in a power pack.
The traction motors of the electric vehicles are silent in operation. In other words, the traction motors do not produce any noise or vibration while being turned on and ready for operation. The silent operation of electric vehicle (EV) motors are beneficial for reducing noise pollution but introduces safety concerns, particularly regarding rider awareness of the motor's state. In a standstill condition, the lack of audible or tactile feedback may lead to the rider inadvertently twisting the throttle, causing unexpected movement and increasing the risk of accidents, especially in crowded or confined spaces. This issue is further compounded in scenarios involving inexperienced riders or when distractions limit their attention. Associated problems include the lack of clear feedback mechanisms which may alert the rider to the active state of the motor. Furthermore, displaying the motor ON signal on the Vehicle Instrument Cluster (VIC) may divert the driver’s attention away from the road, increasing the risk of accidents. This distraction is particularly critical in dynamic driving conditions where split-second reactions are necessary. Furthermore, such indication may be ineffective in poor visibility conditions. Such limitations make the VIC-based signalling system less reliable and potentially hazardous, compromising overall vehicle safety.
Therefore, there exists a need for an improved system for indicating the motor status that overcomes the one or more problems associated as set forth above.
SUMMARY
The object of the present disclosure is to provide a system for indicating status of a traction motor to a user of an electric vehicle.
Another object of the present disclosure is to provide a method of indicating a traction motor status to a user of the electric vehicle.
In accordance with first aspect of the present disclosure, there is provided a system for indicating status of a traction motor to a user of an electric vehicle. The system comprises a low voltage vibration motor and a control unit. The control unit is configured to determine status of the traction motor and control the low voltage vibration motor indicating the determined status of the traction motor.
The present disclosure discloses the system for indicating status of a traction motor to the user of the electric vehicle. The system as disclosed by present disclosure is advantageous in terms of enhanced functionality and user experience of electric vehicles. Beneficially, the system provides a tactile/vibrational feedback mechanism that enables users to indicate the traction motor status without relying on visual or auditory indicators. Beneficially, the system minimizes distractions and enhances safety, thereby allows the users to stay focused on the road. Furthermore, the system beneficially determines and indicates the motor status, gear positions, or faults using distinct vibration patterns which improves the situational awareness and ensures critical information is conveyed effectively. Furthermore, the system is advantageous in scenarios where visual indicators may be difficult to observe, such as during low-light conditions or when wearing helmets. Additionally, the ability of the system to indicate the faults or errors using unique vibration patterns ensures prompt user awareness of potential issues which contributes to proactive maintenance and enhanced vehicle reliability.
In accordance with second aspect of the present disclosure, there is provided a method of indicating a traction motor status to a user of the electric vehicle. The method comprises determining status of the traction motor and control a low voltage vibration motor indicating the determined status of the traction motor.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a block diagram of a system for indicating status of a traction motor to a user of an electric vehicle, in accordance with an aspect of the present disclosure.
FIG. 2 illustrates a flow chart of a method for indicating status of a traction motor to a user of an electric vehicle, in accordance with another aspect of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a system for indicating status of a traction motor to a user of an electric vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “electric vehicle”, “EV”, and “EVs” are used interchangeably and refer to any vehicle having stored electrical energy, including the vehicle capable of being charged from an external electrical power source. This may include vehicles having batteries which are exclusively charged from an external power source, as well as hybrid-vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the ‘electric vehicle’ as used herein includes electric two-wheeler, electric three-wheeler, electric four-wheeler, electric pickup trucks, electric trucks and so forth.
As used herein, the term “traction motor” refers to an electric motor configured to generate mechanical power for driving the wheels or propulsion system of a vehicle, such as an electric vehicle, hybrid electric vehicle, or other transportation systems. The traction motor is operable to convert electrical energy, supplied by a power source such as a battery or fuel cell, into rotational mechanical energy to propel the vehicle. Additionally, the traction motor may support functions such as regenerative braking, wherein the traction motor operates in reverse to convert mechanical energy back into electrical energy, contributing to the efficiency of the vehicle.
As used herein, the terms “low voltage vibration motor” refers to a compact electromechanical device designed to generate vibration signals in response to electrical input, operating efficiently at low voltage levels typically within the range of 1.5V to 12V. The low voltage vibration motor is configured to provide tactile feedback to the user by producing distinct vibration patterns or intensities.
As used herein, the term “tactile feedback” refers to a form of sensory communication delivered to a user/rider through physical sensations, typically via vibrations, forces, or motions, generated by a motor. This feedback mechanism provides information to the user through their sense of touch, allowing them to perceive operational statuses, alerts, or other system-related information without relying on visual or auditory signals.
As used herein, the term “control unit” refers to an electronic or computational device configured to perform specific control functions within the system. he control unit is responsible for determining the operational status of the traction motor, processing data received from associated sensors or systems, and generating control signals for activating a low-voltage vibration motor. The control unit may include a processor, memory, and communication interfaces that allow for the real-time monitoring and regulation of coolant flow parameters, ensuring efficient cooling of the swappable battery pack based on its thermal load. Optionally, the control unit includes, but is not limited to, a microprocessor, a micro-controller, a complex instruction set computing (CISC) microprocessor, a reduced instruction set (RISC) microprocessor, a very long instruction word (VLIW) microprocessor, or any other type of processing circuit. Furthermore, the term “processor” may refer to one or more individual processors, processing devices and various elements associated with a processing device that may be shared by other processing devices. Furthermore, the control unit may comprise ARM Cortex-M series processors, such as the Cortex-M4 or Cortex-M7, or any similar processor designed to handle real-time tasks with high performance and low power consumption. Furthermore, the control unit may comprise custom and/or proprietary processors.
As used herein, the term “status of traction motor” refers to the operational condition, state, or parameters associated with the traction motor in the electric vehicle, as determined by the system. This includes, but is not limited to power state, operating mode, fault or error condition, performance parameters, engagement state and gear or drive position. The status of traction motor provides real-time information critical for safe, efficient, and optimized vehicle operation, which enables the user to remain informed and make appropriate decisions during vehicle usage.
As used herein, the term “throttle handle” refers to a user-operable component of the electric vehicle designed to regulate the power supplied to the traction motor, thereby controlling the vehicle's speed. Typically positioned on the handlebar, the throttle handle is a rotatable grip or lever that communicates with the vehicle's control unit. By adjusting the throttle handle, the user may increase or decrease the motor's output.
As used herein, the term “vibration pattern” refers to a specific sequence or combination of mechanical vibrations generated by a vibration motor to convey information. The vibration pattern may be defined by one or more characteristics, including but not limited to: vibration frequency, vibration intensity (amplitude), vibration duration, intervals between vibrations, or a combination thereof. Each unique vibration pattern is configured to represent a particular status, condition, or operational state of the traction motor in an electric vehicle, enabling tactile feedback to the user.
As used herein, the term “vibration mode” refers to a predefined pattern of vibrations generated by a vibration motor. The pattern is characterized by specific attributes, such as vibration intensity, frequency, duration, or a combination thereof, designed to convey distinct information about the operational state or status of the traction motor. Each vibration mode is uniquely mapped to a particular status, event, or condition, such as motor activation, gear position, fault detection, or other operational indicators, to enable intuitive and non-visual communication to the user.
As used herein, the term “vibration intensities” and “vibration intensity” are used interchangeably and refer to the varying levels of force or strength with which the low-voltage vibration motor produces vibrations. The different vibration intensities are utilized to represent distinct operational states, conditions, or alerts. A low-intensity vibration may indicate normal operation, whereas a high-intensity vibration may signal a fault or critical status. The variation in vibration intensities provides a tactile differentiation that the user may intuitively perceive, ensuring an effective and non-intrusive way to convey critical information.
As used herein, the term “vibration frequencies” and “vibration frequency” are used interchangeably and refer to the rate at which the low-voltage vibration motor oscillates or vibrates per unit of time, typically measured in Hertz (Hz). These vibration frequencies are used to generate distinct tactile feedback patterns, enabling the user to differentiate between various operational states, conditions, or modes of the traction motor. A higher vibration frequencies may indicate a specific gear position, while a lower frequencies may signal a different motor status, such as activation or error conditions.
As used herein, the term “gear position” refers to the operational state or mode of the drivetrain system in an electric vehicle, characterized by the selection of a specific torque-speed configuration or directional mode that facilitates optimal vehicle performance. The gear positions in the electric vehicle may include, but are not limited to, forward drive modes, reverse mode, neutral state, and various predefined performance modes (e.g., eco, normal, sport) that emulate the functionality of traditional gears in internal combustion engine vehicles. The determination of gear position may involve electronic control logic, sensors, or software algorithms, rather than mechanical gear engagement, reflecting the unique architecture of electric vehicle drivetrains.
As used herein, the term “fault” and/or “error” are used interchangeably and refer to any deviation from the normal operating parameters or expected performance of the traction motor or associated systems, which may include electrical, mechanical, or operational anomalies, such as malfunctions, overheating, voltage irregularities, communication failures, sensor inaccuracies, or other conditions that may impair the functionality, efficiency, or safety of the motor or the vehicle as a whole
As used herein, the term “unique vibration pattern” refers to a specific sequence or combination of vibrations that are distinctively designed to represent a particular status or condition of the traction motor. The unique vibration pattern may vary in terms of vibration intensity, vibration frequency and other parameters.
As used herein, the term “communicably coupled” refers to a bi-directional connection between the various components of the system. The bi-directional connection between the various components of the system enables exchange of data between two or more components of the system. Similarly, bi-directional connection between the system and other elements/modules enables exchange of data between system and the other elements/modules.
As used herein, the term “vehicle instrument cluster” and “VIC” are used interchangeably and refer to the collection of display instruments and indicators integrated into a vehicle, typically positioned within the driver’s line of sight, that provide essential operational and diagnostic information about the vehicle’s systems. The instrument cluster may include analog, digital, or hybrid displays to convey information such as speed, engine or motor status, battery level, and other vehicle performance metrics. The vehicle instrument cluster may also incorporate advanced features such as graphical user interfaces, touchscreen functionality, or connectivity to external devices, enhancing user interaction and vehicle monitoring.
Figure 1, in accordance with an embodiment describes a system 100 for indicating status of a traction motor 102 to a user of an electric vehicle. The system 100 comprises a low voltage vibration motor 104 and a control unit 106. The control unit 106 is configured to determine status of the traction motor 102 and control the low voltage vibration motor 104 indicating the determined status of the traction motor 102.
The present disclosure discloses the system 100 for indicating status of the traction motor 102 to the user of an electric vehicle. The system 100 as disclosed by present disclosure is advantageous in terms of providing a better user interaction, safety, and ease of monitoring the status of the traction motor in the electric vehicle. Beneficially, the system 100 is the intuitive feedback system for the user. Beneficially, by integrating a low voltage vibration motor 104 into a throttle handle, the users receive immediate tactile feedback about the status of the traction motor 102, such as whether the traction motor 102 is powered-up. Beneficially, the tactile feedback enhances rider awareness without requiring visual attention to complex dashboard indicators. Furthermore, the system 100 reduces the distractions and increases safety by allowing the rider to stay focused on the road. Additionally, the ability of the system 100 to convey distinct vibration patterns for different statuses such as motor activation or errors provides a clear and easily interpretable method of communication. Furthermore, by using different vibration intensities, frequencies, or combinations of both, the system beneficially convey a wide range of information regarding the operation of the traction motor 102, gear position, and potential faults. Beneficially, the system 100 allows the rider to instantly understand the current operational state of the vehicle and react appropriately, thereby ensures a smoother riding experience. Furthermore, the control unit 106 as disclosed by present disclosure is advantageously capable of determining various states, such as gear positions and faults, and may generate corresponding vibration patterns to communicate the information effectively to the rider/user. Moreover, the system 100 based on vibration feedback is cost-effective and easy to implement compared to more complex visual or audio indicators. Overall, the system 100 significantly enhances user experience, safety, and operational efficiency by offering a reliable, clear, and non-intrusive method for indicating the status of the traction motor 102.
In an embodiment, the low voltage vibration motor 104 is integrated into a throttle handle of the electric vehicle. The throttle handle 108 may be a critical component of the vehicle, typically used to control the speed or power delivery to the traction motor 102. The low voltage vibration motor 104 may be positioned within the throttle handle 108 so that the vibrations generated by the motor are transmitted directly to the rider’s hand. Furthermore, the vibration motor 104 may be electrically connected to the control unit 106 which continuously monitors the status of the traction motor 102. Upon detecting the changes in the status of the traction motor 102 such as when the motor is powered-up or powered-down, the control unit 106 sends a signal to the low voltage vibration motor 104 for activation. Beneficially, the integration of the low voltage vibration motor 104 into the throttle handle ensures the system 100 may be seamlessly incorporated into the vehicle, thereby improving safety by providing real-time, non-visual communication of the status of the traction motor 102 to the user while maintaining the vehicle’s operational efficiency and ease of use.
In an embodiment, the control unit 106 is configured to control the low voltage vibration motor 104 to provide distinct vibration pattern to indicate powered-up status of the traction motor 102. Upon detecting that the traction motor 102 is powered-up, the control unit 106 activates the low-voltage vibration motor 104 to deliver the distinct vibration pattern. Once the traction motor is activated, the low voltage vibration motor 104 generates a continuous vibration lasting for a predefined duration to indicate the user that the motor is powered-up and ready for operation. Beneficially, the vibration pattern may be designed to ensure that the user receives immediate and clear feedback without distraction. Additionally, the use of distinct vibration pattern ensures that the powered-up status of the motor is easily recognizable, contributing to a safer and more user-friendly riding experience.
In an embodiment, the control unit 106 is configured to determine different gear positions of the electric vehicle. The electric vehicle may be equipped with a multi-gear transmission system, where each gear position corresponds to a specific operating state of the vehicle. The control unit 106 monitors the gear inputs or the output signals from the transmission system and determines the real-time gear position of the vehicle. The gear positions may include a low gear, a medium gear, and a high gear, or may correspond to predefined settings such as eco, sport, and normal modes. Beneficially, the gear position detection with the help of control unit 106 allows the rider to intuitively understand the current gear position through, without needing to glance at the dashboard or other visual indicators.
In an embodiment, the control unit 106 is configured to control the low voltage vibration motor 104 to indicate the determined gear position using different vibration modes of the low voltage vibration motor 104. Furthermore, the different vibration modes comprise varying vibration intensities corresponding to each gear position. Furthermore, the different vibration modes comprise distinct vibration frequencies corresponding to each gear position. Furthermore, the different vibration modes comprise a combination of vibration intensity and frequency corresponding to each gear position. The control unit 106 may be configured to determine the gear position of the electric vehicle and provide feedback to the user by controlling the low voltage vibration motor 104 to generate distinct vibration patterns corresponding to the determined gear position using different vibration modes. Moreover, the control unit 106 may be programmed to assign varying vibration intensities to each gear position. For instance, in the first gear, the vibration motor 104 may produce a light vibration with low intensity, while in the second gear, the intensity may be slightly increased to provide a stronger tactile response to the user. Similarly, in higher gears, such as third or fourth, the vibration intensity progressively increases to send the user the clear indication of the gear position. Additionally, the control unit 106 may be adjust the frequency of the low voltage vibration motor 104 to differentiate between the various gear positions. For example, the vibration pattern for first gear may consist of a low-frequency pulse, whereas second gear may be indicated by a higher-frequency pulse. In third or higher gears, the frequency may further increase, provides a distinct feedback for each gear to the user via throttle handle. Furthermore, the control unit 106 may be configured to combine both vibration intensity and frequency to represent the gear position more effectively. For example, in first gear, the low voltage vibration motor 104 may be produce a low-intensity pulse with a low frequency, while in second gear, a slightly higher intensity vibration may be coupled with a medium-frequency pulse. In higher gears, the combination of increased vibration intensity and frequency provides a more robust tactile response to the rider which ensures that the gear position is communicated clearly and accurately through the throttle handle. Beneficially, by using the combination of varying vibration intensities and vibration frequencies, the system 100 ensures the rider receives immediate and easily recognizable feedback regarding the gear position, improving the overall riding experience and enabling better control of the electric vehicle.
In an embodiment, the control unit 106 of the system 100 is communicably coupled with the vehicle's instrument cluster and navigation system to enhance the functionality of status indication. The control unit 106 may be configured to determine the speed limit information for the current location of the vehicle based on data received from the navigation system. Once the speed limit is identified, the control unit 106 processes the information and generates corresponding control signals. The control signals may be used to control the low voltage vibration motor 104, which provides tactile feedback to the rider. For instance, if the vehicle exceeds the determined speed limit, the low voltage vibration motor 104 may be activated to produce a specific vibration pattern, such as intermittent pulses, to alert the user. Beneficially, the system 100 ensures compliance with speed regulations, also enhances user safety by providing real-time, non-visual feedback, thereby allows the rider to remain focused on the road while being aware of critical information related to speed limits.
In an embodiment, the control unit 106 is configured to determine a fault or error and indicate the determined fault or error using a unique vibration pattern of the low voltage vibration motor 104. The control unit 106 continuously monitors the critical parameters of the traction motor 102, such as temperature, power delivery, and operational signals. When an anomaly or deviation from predefined operational thresholds may be detected, the control unit 106 determines the nature of the fault or error. For instance, if the motor overheats, experiences a power supply issue, or encounters a connectivity failure, the control unit 106 selects a specific vibration pattern corresponding to the identified fault type. The vibration pattern is unique, which ensures the user may differentiate between various fault conditions. The low voltage vibration motor 104, integrated into the throttle handle, generates the vibration pattern and provides the immediate tactile feedback to the rider. Beneficially, the system 100 eliminates the need for visual attention, allows the rider to promptly perceive and address the fault without distraction. Additionally, the system 100 enhances the safety and reliability of the electric vehicle by ensuring timely communication of critical traction motor-related faults or errors.
In an embodiment, a system 100 for indicating status of a traction motor 102 to a user of an electric vehicle. The system 100 comprises a low voltage vibration motor 104 and a control unit 106. The control unit 106 is configured to determine status of the traction motor 102 and control the low voltage vibration motor 104 indicating the determined status of the traction motor 102. Furthermore, the low voltage vibration motor 104 is integrated into a throttle handle of the electric vehicle. Furthermore, the control unit 106 is configured to control the low voltage vibration motor 104 to provide distinct vibration pattern to indicate powered-up status of the traction motor 102. Furthermore, the control unit 106 is configured to determine different gear positions of the electric vehicle. Furthermore, the control unit 106 is configured to control the low voltage vibration motor 104 to indicate the determined gear position using different vibration modes of the low voltage vibration motor 104. Furthermore, the different vibration modes comprise varying vibration intensities corresponding to each gear position. Furthermore, the different vibration modes comprise distinct vibration frequencies corresponding to each gear position. Furthermore, the different vibration modes comprise a combination of vibration intensity and frequency corresponding to each gear position. Furthermore, the control unit 106 is configured to determine a fault or error and indicate the determined fault or error using a unique vibration pattern of the low voltage vibration motor 104.
Figure 2, describes a method 200 of indicating a status for a traction motor 102 to a user of the electric vehicle. The method 200 starts at step 202 and completes at step 204. At step 202, the method 200 comprises determining the status of the traction motor 102. At step 204, the method 200 comprises control a low voltage vibration motor 104 indicating the determined status of the traction motor 102.
It would be appreciated that all the explanations and embodiments of the system 100 also applies mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A system (100) for indicating status of a traction motor (102) to a user of an electric vehicle, wherein the system (100) comprises:
- a low voltage vibration motor (104); and
- a control unit (106), wherein the control unit (106) is configured to:
- determine status of the traction motor (102); and
- control the low voltage vibration motor (104) indicating the determined status of the traction motor (102).
2. The system (100) as claimed in claim 1, wherein the low voltage vibration motor (104) is integrated into a throttle handle of the electric vehicle.
3. The system (100) as claimed in claim 1, wherein the control unit (106) is configured to control the low voltage vibration motor (104) to provide distinct vibration pattern to indicate powered-up status of the traction motor (102).
4. The system (100) as claimed in claim 1, wherein the control unit (106) is configured to determine different gear positions of the electric vehicle.
5. The system (100) as claimed in claim 4, wherein the control unit (106) is configured to control the low voltage vibration motor (104) to indicate the determined gear position using different vibration modes of the low voltage vibration motor (104).
6. The system (100) as claimed in claim 5, wherein the different vibration modes comprise varying vibration intensities corresponding to each gear position.
7. The system (100) as claimed in claim 5, wherein the different vibration modes comprise distinct vibration frequencies corresponding to each gear position.
8. The system (100) as claimed in claim 5, wherein the different vibration modes comprise a combination of vibration intensity and frequency corresponding to each gear position.
9. The system (100) as claimed in claim 1, wherein the control unit (106) is configured to determine a fault or error and indicate the determined fault or error using a unique vibration pattern of the low voltage vibration motor (104).
10. A method (200) of indicating a status for a traction motor (102) to a user of the electric vehicle, wherein the method (200) comprises:
- determining status of the traction motor (102); and
- control a low voltage vibration motor (104) indicating the determined status of the traction motor (102).