Description:FIELD OF THE INVENTION
[001] The present invention generally relates to a charging system. More particularly, the present invention relates to a system for charging a battery and a method thereof.

BACKGROUND OF THE INVENTION
[002] With the advancement in vehicle technologies, there is greater focus on enhancement of engine performance, and on improving the overall driving experience. In existing designs, an Integrated Starter Generator (ISG) is a technology that eliminates the need for conventionally available starter-motor based engine systems. The ISG helps in integrating the functions of a starter and a generator together. The ISG is configured to control the smooth starting of a vehicle by integrating the engine starting and a battery charging to a single unit. Hence, the ISG eliminates the starter motor, a one-way clutch, a starter relay and a rectifier regulator (RR) unit.
[003] The ISG system is able to enhance the performance of the engine during the operating conditions of the vehicle by maximizing Torque/ Power Assist conditions of the vehicle. The ISG consumes energy from the battery or an energy storage unit of the vehicle during the Torque/ Power Assist conditions and operates in the motor mode. Then, the consumed energy from the battery or the energy storage unit needs to be recharged once the Torque/ Power Assist conditions are over.
[004] The charging of the battery is done maximum when the brakes are applied i.e., during the deceleration of the vehicle. This is mainly so that a part of the energy lost during the braking is converted into electrical energy and stored in the battery. The stored energy is then used during the Torque/ Power Assist conditions so as to reduce load on the engine.
[005] Nowadays, there is a growing need for an electric vehicle (EV)/hybrid electric vehicle (HEV). The EV/HEV has a Battery Management System (BMS) which helps in monitoring the battery State of Charge (SOC). The EV/HEV helps in providing a regenerative charging of the battery. However, it is a challenge to provide the regenerative charging of the battery in vehicles that do not have the BMS. The charging of the battery at the regenerative condition is provided with the help of the BMS, such as when the power assist is required, the ISG machine drives the power from the battery and assists the engine for better torque. In this situation, the BMS helps in managing the system output and provides the maximum energy to the ISG machine.
[006] Hence, there is a need to provide power assist conditions during the regenerative charging without the help of the BMS. There are certain problems which are associated with the same such as the use of dedicated batteries for such vehicles. The use of the dedicated battery tends to have several disadvantages w.r.t packaging, weight, cost, performance, vehicle dynamics, and the like. Further, the existing power assist mechanism has several disadvantages in the vehicle operating conditions like assistance for very small duration, limited trigger options, no power assist/torque during uphill condition, and the like. Also, the existing power assist system is configured to work on a limited range of parameters which in turn reduces the reliability of the regenerative charging of the battery. Further, the existing system becomes difficult during servicing and assembly as well.
[007] Thus, there is a need in the art for a system and a method for charging a battery, which addresses at least the aforementioned problems.

SUMMARY OF THE INVENTION
[008] In one aspect, the present invention relates to a system for charging a battery. The system has a plurality of sensors for sensing one or more real time operating parameters and engine parameters in real time. The system further has a plurality of actuators configured to calibrate one or more attributes. The system further has a control unit in communication with the plurality of the sensors and the plurality of actuators. The control unit is configured to receive the one or more real time operating parameters and the engine parameters, process the one or more real time operating parameters and the engine parameters based on a predetermined information of a vehicle operating variables and determine vehicle regeneration attributes. The control unit is further configured to generate the vehicle regeneration attributes and charge the battery based on the vehicle regeneration attributes and the calibrated attributes.
[009] In an embodiment of the invention, the one or more real time operating parameters comprise one or more of a throttle input, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation, and a clutch actuation, a fuel consumption, a throttle position error, a CAN communication error and a machine error.
[010] In a further embodiment of the invention, the engine parameters comprise an engine speed and an engine temperature.
[011] In a further embodiment of the invention, the calibrated attributes comprise one or more of a speed of the vehicle, an engine speed and an engine temperature.
[012] In a further embodiment of the invention, the vehicle operating variables comprise one or more of a throttle parameter, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation and a clutch actuation.
[013] In a further embodiment of the invention, the vehicle regeneration attributes comprise one or more of a duration of deceleration, an engine speed, a throttle position and a speed of the vehicle.
[014] In a further embodiment of the invention, a rate of charging the battery being determined by a target voltage of the battery.
[015] In another aspect, the present invention relates to a method for charging a battery. The method has the steps of sensing, by a plurality of sensors, one or more real time operating parameters and engine parameters in real time; calibrating, by a plurality of actuators, one or more attributes; receiving, by a control unit, the one or more real time operating parameters and the engine parameters; processing, by the control unit, the one or more real time operating parameters and the engine parameters based on a predetermined information of a vehicle operating variables and determine vehicle regeneration attributes; generating, by the control unit, the vehicle regeneration attributes; and charging, by the control unit, the battery based on the vehicle regeneration attributes and the calibrated attributes.
[016] In an embodiment of the invention, the one or more real time operating parameters comprise one or more of a throttle input, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation, a clutch actuation, a fuel consumption, a throttle position error, a CAN communication error and a machine error.
[017] In a further embodiment of the invention, the engine parameters comprise an engine speed and an engine temperature.
[018] In a further embodiment of the invention, the calibrated attributes comprise one or more of a speed of the vehicle, an engine speed and an engine temperature.
[019] In a further embodiment of the invention, the vehicle operating variables comprise one or more of a throttle parameter, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation and a clutch actuation.
[020] In a further embodiment of the invention, the vehicle regeneration attributes comprise one or more of a duration of deceleration, an engine speed, a throttle position and a speed of the vehicle.
[021] In a further embodiment of the invention, a rate of charging the battery being determined by a target voltage of the battery.

BRIEF DESCRIPTION OF THE DRAWINGS
[022] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 illustrates a block diagram for a system for charging a battery, in accordance with an embodiment of the present invention.
Figure 2 illustrates a flow chart which provides the steps involved in a method for charging the battery, in accordance with an embodiment of the present invention.
Figure 3 illustrates a block diagram for regenerative charging of the battery in a vehicle, in accordance with an embodiment of the present invention.
Figure 4 illustrates a block diagram for regenerative charging of the battery in the vehicle, in accordance with an embodiment of the present invention.
Figure 5 illustrates a graphical representation of the vehicle parameters, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[023] The present invention generally relates to a charging system. More particularly, the present invention relates to a system for charging a battery and a method thereof.
[024] Figure 1 illustrates a system 100 for charging a battery 102, in accordance with an embodiment of the present invention. The present invention provides a regenerative charging of the battery 102. As disclosed herein, the regenerative charging is the charging of the battery 102 during the deceleration of a vehicle 10 i.e., when the brakes are applied by a user of the vehicle 10. The present invention uses existing batteries in the vehicle 10. During regenerative charging, the battery 102 is charged for better efficiency and power assist of the vehicle 10. As illustrated in Figure 1, the system 100 has a plurality of sensors 110. In an embodiment, the plurality of sensors includes one or more of an Engine Speed Sensor 110a, a Throttle Position Sensor (TPS) 110b, an Engine Temperature Sensor 110c, a Vehicle Speed Sensor 110d, a Gear Position Sensor 110e, a Vehicle Driving Mode Sensor 110f, a Clutch Actuation Sensor 110g, and the like as depicted in Figure 3. The plurality of sensors 110 are configured for sensing one or more real time operating parameters and engine parameters. In an embodiment, the one or more real time operating parameters corresponds to the vehicle operating parameters in real time. In an embodiment, the one or more real time operating parameters comprise one or more of a throttle input of the vehicle 10, a speed of the vehicle 10, a driving mode of the vehicle 10, a brake actuation, a gear actuation, and a clutch actuation, a fuel consumption, a throttle position error, a Controller Area Network (CAN) communication error and a machine error. In an embodiment, the engine parameters comprise a speed of the engine and a temperature of the engine. The sensors 110 are installed on the vehicle 10 and are configured to gauge the parameters as explained hereinbefore.
[025] Further, the system has a plurality of actuators 120. The plurality of actuators 120 are electronic controlled actuators which are either mechanical or electrical based systems. The actuators 120 can tune, calibrate or change the vehicle 10 attributes deterministically based on the electrical commands provided to them. The provision of the actuators 120 allow for tuning, calibrating or changing the vehicle 10 attributes without any physical effort from the user or from service executives during servicing of the vehicle 10. The vehicle 10 attributes are the speed of the vehicle 10, pitch or suspension of the vehicle 10, air fuel consumption or mileage or range of the vehicle 10, throttle/ acceleration of the vehicle 10. In this regard, the plurality of actuators 120 comprise of an engine block actuator for controlling flow of fuel to the engine, pneumatic or hydraulic actuators for controlling rigidity of the suspension and the pitch of the suspension. In an embodiment, the plurality of actuators 120 are configured to calibrate the one or more attributes. The one or more attributes corresponds to a vehicle attributes. In an embodiment, the calibrated vehicle attributes comprise one or more of a speed of the vehicle 10, the engine speed and the engine temperature.
[026] The system 100 further has a control unit 130. The control unit 130 is in communication with the plurality of the sensors 110 and the plurality of actuators 120. In an embodiment of the present invention, the control unit 130 is a vehicle control unit 130. In an embodiment, the vehicle 10 can be a two-wheeler, a three-wheeler, a four-wheeler or a multi-wheeler. One or more communication modules are provided on the vehicle 10 that facilitate the communication of the operating parameters of the vehicle 10 and the engine parameters from the vehicle sensors 110 to the vehicle control unit 130. In an embodiment, the control unit 130 is configured to receive the one or more real time operating parameters and the engine parameters. Once the parameters are received by the control unit 130, the control unit 130 processes the one or more real time operating parameters and the engine parameters based on a predetermined information of the vehicle operating variables. In an embodiment, the vehicle 10 operating variables corresponds to one or more of a throttle parameter, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation and a clutch actuation.
[027] Then, the control unit 130 is configured to determine vehicle regeneration attributes. The vehicle regeneration attributes are then generated by the control unit 130. In an embodiment, the vehicle regeneration attributes comprise one or more of a duration of deceleration, the engine speed, a throttle position and the speed of the vehicle 10. The control unit 130 is further configured to charge the battery 102 in the vehicle 10 based on the vehicle regeneration attributes and the calibrated attributes. In an embodiment, a rate of charging the battery 102 is determined by a target voltage of the battery 102. In an embodiment of the present invention, the target voltage of the battery 102 is determined by a predetermined look-up table that is pre-stored in the control unit 130.
[028] Figure 2 illustrates the steps involved in the method 200 for charging the battery 102, in accordance with an embodiment of the present invention. The steps involved in the method 200 for charging the battery 102 of the vehicle 10 are illustrated in Figure 2. As illustrated, at step 202, one or more real time operating parameters and engine parameters in real time are sensed by a plurality of vehicle sensors 110. In an embodiment, the plurality of sensors includes one or more of an Engine Speed Sensor 110a, a Throttle Position Sensor (TPS) 110b, an Engine Temperature Sensor 110c, a Vehicle Speed Sensor 110d, a Gear Position Sensor 110e, a Vehicle Driving Mode Sensor 110f, a Clutch Actuation Sensor 110g, and the like as depicted in Figure 3. In a further embodiment, the one or more real time operating parameters comprise one or more of a throttle input, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation, and a clutch actuation, a fuel consumption, a throttle position error, a Controller Area Network (CAN) communication error and a machine error. The plurality of sensors 110 are installed on the vehicle 10 and are configured to gauge the parameters as explained hereinbefore. In an embodiment, the engine parameters comprise an engine speed and an engine temperature.
[029] At step 204, one or more attributes are calibrated by a plurality of actuators 120. The one or more attributes corresponds to a vehicle attributes. In an embodiment, the calibrated attributes comprise one or more of a speed of the vehicle 10, the engine speed and the engine temperature.
[030] As further illustrated in Figure 2, at step 206, the one or more real time operating parameters and the engine parameters are received by a control unit 130. Once, the one or more real time operating parameters and the engine parameters are received, the control unit 130 processes the one or more real time operating parameters and the engine parameters based on a predetermined information of the vehicle operating variables. In an embodiment, the vehicle operating variables comprise one or more of a throttle parameter, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation and a clutch actuation.
[031] At step 208, the vehicle regeneration attributes are determined and generated by the control unit 130. In an embodiment, the vehicle regeneration attributes comprise one or more of a duration of deceleration, the engine speed, a throttle position and the speed of the vehicle 10.
[032] Then, at step 210, it is determined whether the vehicle regeneration attributes and the calibrated attributes correspond to the predetermined information of vehicle operating variables. If the vehicle regeneration attributes and the calibrated attributes correspond to the predetermined information of the vehicle operating variables, then, at step 212, the battery 102 of the vehicle 10 is charged based on the vehicle regeneration attributes and the calibrated attributes. In an embodiment, a rate of charging the battery 102 is determined by a target voltage of the battery 102. In an embodiment of the present invention, the target voltage of the battery 102 is determined by a predetermined look-up table that is pre-stored in the system 100.
[033] Figure 3 illustrates a regenerative charging 300 of the battery 102 in a vehicle 10, in accordance with an embodiment of the present invention. As illustrated in Figure 3, a control unit 130 is provided which is assisted by the plurality of sensors 110. In an embodiment, the plurality of sensors 110 has the Engine Speed Sensor 110a and the Engine Temperature Sensor 110c. The Engine Speed Sensor 110a is configured for sensing and detecting the speed of the engine and the Engine Temperature Sensor 110c is configured for sensing and detecting the temperature of the engine. Similarly, the throttle position sensor (TPS) 110b is configured for detecting the throttle position. The vehicle speed sensor 110d is configured for detecting the speed of the vehicle 10. The Gear Position Sensor 110e is required if the vehicle 10 is a geared vehicle and is configured to detect the gear position of the vehicle 10 based on the vehicle transmission. Then, the vehicle driving mode sensor 110f is configured to detect the mode of the vehicle 10 when the vehicle 10 is in the running condition such as a ride mode, a manual power assist mode or an enable switch mode. The clutch actuation sensor 110g is configured to detect whether the vehicle 10 is automatic or has a single gear ratio or a single speed bike. The control unit 130 generates the data from the vehicle 10. In an embodiment, the control unit 130 is an electronic controller. The control unit 130 is in communication with the battery 102 of the vehicle 10. The control unit is configured to charge the battery 102 of the vehicle based on certain parameters of the vehicle 10. In an embodiment, the various parameters of the vehicle 10 comprise one or more of a speed of the engine, a throttle position at different speed and acceleration of the vehicle 10, an engine temperature and a vehicle speed. In an embodiment, the vehicle speed is also determined using the Anti-Lock Braking System (ABS) sensor.
[034] The parameters as provided hereinabove are then collected and transmitted to the control unit 130. The control unit 130 has pre-stored values of the predetermined parameters based on time, angles, speed, positions, and the like. Based on the predetermined parameters and the real time parameters, the ISG machine is powered and configured to generate the output as per the requirements during the operation of the vehicle 10. Hence, the ISG machine is configured to act as a motor during the starting of the engine and power assist conditions. Also, the ISG machine is configured to charge the battery 102 of the vehicle 10 during the running of the engine.
[035] In an embodiment of the present invention, at the time of deceleration, the battery charging is done at full potential based on the duration of deceleration within the calibratable window of engine speed and the vehicle speed. This ensures that the engine is optimally loaded by the ISG machine during the deceleration braking. Further, the duration of regenerative charging is controlled based on the duration of deceleration, the engine speed, the throttle position and the vehicle speed.
[036] In an example embodiment, when the engine is started, the ISG machine acts as a motor. The ISG machine as a motor consumes energy from the battery 102 and rotates the engine to start the vehicle 10. Once the engine is in running mode, the ISG machine acts as a generator and converts energy from the engine. The converted energy is then provided to the vehicle electrical subsystems, which in turn charges the battery 102 of the vehicle 10. During the torque/ power assist condition i.e., during the operation of the vehicle 10, the ISG machine acts as a motor which consumes energy from the battery 102 and provides the additional energy (power/torque) to the engine. The control unit 130 or the electronic controller takes the input from the following parameters, namely, throttle position to know the load demand from the user, the engine temperature, the vehicle speed, the gear position in case of a geared vehicle, the vehicle/engine ride mode or enable switch mode or manual power assist mode request from the rider via a switch/ button.
[037] The control unit 130, based on the input and the predetermined parameters, determines and provides the output to the ISG machine and the battery 102. The output is in the form of the ISG motoring during engine starting, the ISG charging/generating during engine running and the ISG motoring during power assist by providing duty and duration of the power assist.
[038] In an embodiment of the present invention, the regeneration charging is enabled if the vehicle deceleration is detected. Once the regenerative charging is enabled, the charging rate of the battery 102 is increased to the maximum charging rate defined by a calibratable voltage based on the engine speed and the load. Further, the duration of the regenerative charging is based on the duration of deceleration, the calibrated engine speed and the vehicle speed. During acceleration or steady state operations of the vehicle 10, a constant energy/current is obtained from the engine via the ISG machine to charge the battery 102/energy storage unit. During the power assist condition, the energy/current is consumed from the battery 102 by the ISG machine acting as motor and provide additional torque to the engine. During the deceleration braking with the throttle closed, the charging energy to the battery 102 through the ISG controller is at maximum potential, thereby increasing the overall charging capability and the battery efficiency.
[039] Figure 4 illustrates the regenerative charging 400 of the battery 102 in the vehicle 10, in accordance with an embodiment of the present invention. The present invention helps in providing the different modes for the actuation of power assist for both geared and non-geared vehicles. As illustrated in Figure 4, the battery 102 of the vehicle 10 is required to be charged at a higher rate during the deceleration of the vehicle 10. In an example embodiment, consider the target voltage for the battery is 14V. The battery 102 of the vehicle 10 is required to be charged at the maximum rate during the deceleration of the vehicle 10. This is particularly because the charge of the battery 102 is consumed during the power assist conditions and therefore, the engine momentum is harnessed during deceleration at the higher rate.
[040] As further illustrated in Figure 4, the following are the set of parameters which are required to enable the regenerative charging of the battery 102. The engine speed is calibrated as per the threshold value. In an example, the engine speed is provided to the system between 3000 RPM to 8000 RPM. Now, the regenerative charging is enabled only between these threshold ranges. Similarly, the threshold limits are provided for the vehicle speed as well. The regenerative charging is enabled only within these limits of the vehicle speed.
[041] Now, the Revolutions per Minute (RPM) and Throttle Position Sensor (TPS) are analyzed and as illustrated in Figure 4, the value of RPM has to be greater than the TPS. For example, if the engine is running at 4500 RPM, so for 4500 RPM, the threshold value for the TPS in a look-up table is 1.801. Now at the same time, the real time value of the TPS is also calibrated and the real time calibrated value is 1.3. So, now as per the system 100, the threshold value in the look-up table is 1.801 at 4500 RPM and the real time calibrated value is 1.3 and therefore, the real time calibrated value 1.3 is lesser than 1.801. Hence, the system 100 enables the regenerative charging for the TPS value which is lesser than 1.801 for the 4500 RPM.
[042] In yet another example, if the engine is running at 4000 RPM, so for 4000 RPM, the threshold value for the TPS in the look-up table is 1.399. Now at the same time, the real time value of the TPS is also calibrated and the real time calibrated value is 1.5. So, now as per the system 100, the threshold value in the look-up table is 1.399 at 4000 RPM and the real time calibrated value is 1.5 and therefore, the real time calibrated value 1.5 is greater than 1.399. Hence, the system 100 disables the regenerative charging for the TPS value which is greater than 1.399 for the 4000 RPM.
[043] Further, the system 100 checks the fuel consumption of the vehicle 10 and if the fuel consumption is nil or disabled, then also the system 100 enables the regenerative charging of the battery 102. Further, the errors are identified in the system 100 such as the TPS error, the CAN communication error and the ISG machine error. If there is no error and the other conditions as mentioned hereinabove are satisfied, then the regenerative charging is enabled as well. In an example, the TPS error is detected when there is a lack of power i.e., the vehicle is unable to accelerate properly. Similarly, the CAN communication error is due to noise, faulty cables, and the like.
[044] Now, once the regenerative charging is enabled, the system 100 is also configured to provide a rate of charging the battery 102. For providing the rate of the charging, as illustrated in Figure 4, two inputs are taken in the form of the TPS and the engine RPM. Both the inputs are taken in real time during the running condition of the vehicle 10. Based on the real time values of the engine RPM and TPS, the corresponding voltage is provided in the look-up table. Hence, during the regenerative charging, the corresponding voltage value is provided at which the battery 102 is to be charged. In an embodiment, the voltage value at which the battery 102 is to be charged is always greater than the battery voltage because there is need to maintain the voltage in the battery 102. This is also due to the maintenance of the actual voltage of the battery 102 and hence, the present system 100 increases the overall efficiency of the battery 102.
[045] Figure 5 illustrates a graphical representation 500 of the vehicle parameters, in accordance with an embodiment of the present invention. As illustrated in Figure 5, the battery voltage is shown when there is no regenerative charging of the battery 102. In such a situation, the battery voltage is almost constant at 14V. However, when the regenerative charging is enabled, the battery voltage fluctuates and increases and therefore, the battery voltage is charged at a higher rate during the regenerative conditions. Furthermore, as illustrated in Figure 5, the corresponding engine speed and the TPS value is also shown based on which the battery 102 of the vehicle 10 is charged during the regenerative conditions. Therefore, the rate of charging the battery 102 is determined based on the predetermined values of the TPS and the engine speed. In an embodiment, the predetermined value of the engine speed ranges between 1600 RPM to 11000 RPM. In a further embodiment, the predetermined value of the vehicle speed ranges between 0 KMPH to 200 KMPH. In an embodiment, the engine speed and the vehicle speed change during the running condition of the vehicle 10. The target voltage of the battery 102 is calculated based on the TPS and the engine speed. In an embodiment, the target voltage ranges between 10 Volts to 50 Volts.
[046] Advantageously, the present invention provides a system and a method for charging a battery of a vehicle during the regenerative conditions, where the vehicle parameters and the engine parameters are achieved in real time, which enhances the overall charging capacity of the battery. The present invention does not warrant the use of any dedicated batteries but uses the existing batteries of the vehicle without affecting the durability of the existing battery. Hence, the present invention is efficient and reliable as compared to the existing systems.
[047] Further, the present invention allows for the electronic control strategy for charging the battery at the maximum potential during the deceleration braking. Therefore, the present invention increases the overall efficiency of the battery by improving the charging capability of the battery during the regenerative conditions. Furthermore, the present invention eliminates the limitation of the presence of the Battery Management System (BMS) in the vehicle.
[048] Further, the present invention allows the system to operate based on a plurality of real time operating parameters and engine parameters in real time. The plurality of real time parameters of the vehicle during the running condition of the vehicle further enhances the overall efficiency of the vehicle. Furthermore, the calibration of the vehicle attributes is also dynamically performed, thus ensuring the charging of the vehicle during the regenerative conditions at full potential.
[049] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals
10: Vehicle
100: System for Charging a Battery
102: Battery
110: Plurality of Sensors
110a: Engine Speed Sensor
110b: Throttle Position Sensor (TPS)
110c: Engine Temperature Sensor
110d: Vehicle Speed Sensor
110e: Gear Position Sensor
110f: Vehicle Driving Mode Sensor
110g: Clutch Actuation Sensor
120: Plurality of Actuators
130: Control Unit
200: Method for Charging a Battery

, Claims:1. A system (100) for charging a battery (102), the system (100) comprising:
a plurality of sensors (110) for sensing one or more real time operating parameters and engine parameters in real time;
a plurality of actuators (120) configured to calibrate one or more attributes; and
a control unit (130) in communication with the plurality of the sensors (110) and the plurality of actuators (120), the control unit (130) being configured to:
receive the one or more real time operating parameters and the engine parameters;
process the one or more real time operating parameters and the engine parameters based on a predetermined information of a vehicle (10) operating variables and determine vehicle regeneration attributes;
generate the vehicle regeneration attributes; and
charge the battery (102) based on the vehicle regeneration attributes and the calibrated attributes.

2. The system (100) as claimed in claim 1, wherein the one or more real time operating parameters comprise one or more of a throttle input, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation, a clutch actuation, a fuel consumption, a throttle position error, a CAN communication error and a machine error.

3. The system (100) as claimed in claim 1, wherein the engine parameters comprise an engine speed and an engine temperature.

4. The system (100) as claimed in claim 1, wherein the calibrated attributes comprise one or more of a speed of the vehicle (10), an engine speed and an engine temperature.

5. The system (100) as claimed in claim 1, wherein the vehicle operating variables comprise one or more of a throttle parameter, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation and a clutch actuation.

6. The system (100) as claimed in claim 1, wherein the vehicle regeneration attributes comprise one or more of a duration of deceleration, an engine speed, a throttle position and a speed of the vehicle (10).

7. The system (100) as claimed in claim 1, wherein a rate of charging the battery (102) being determined by a target voltage of the battery (102).

8. A method (200) for charging a battery (102), the method (200) comprising the steps of:
sensing, by a plurality of sensors (110), one or more real time operating parameters and engine parameters in real time;
calibrating, by a plurality of actuators (120), one or more attributes;
receiving, by a control unit (130), the one or more real time operating parameters and the engine parameters;
processing, by the control unit (130), the one or more real time operating parameters and the engine parameters based on a predetermined information of a vehicle (10) operating variables and determine vehicle regeneration attributes;
generating, by the control unit (130), the vehicle regeneration attributes; and
charging, by the control unit (130), the battery (102) based on the vehicle regeneration attributes and the calibrated attributes.

9. The method (200) as claimed in claim 8, wherein the one or more real time operating parameters comprise one or more of a throttle input, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation, a clutch actuation, a fuel consumption, a throttle position error, a CAN communication error and a machine error.

10. The method (200) as claimed in claim 8, wherein the engine parameters comprise an engine speed and an engine temperature.

11. The method (200) as claimed in claim 8, wherein the calibrated attributes comprise one or more of a speed of the vehicle (10), an engine speed and an engine temperature.

12. The method (200) as claimed in claim 8, wherein the vehicle operating variables comprise one or more of a throttle parameter, a vehicle speed, a vehicle driving mode, a brake actuation, a gear actuation and a clutch actuation.

13. The method (200) as claimed in claim 8, wherein the vehicle regeneration attributes comprise one or more of a duration of deceleration, an engine speed, a throttle position and a speed of the vehicle (10).

14. The method (200) as claimed in claim 8, wherein a rate of charging the battery (102) being determined by a target voltage of the battery (102).