Description:FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
The Patents Rules, 2003

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

A POWER MANAGEMENT SYSTEM FOR A VEHICLE AND A METHOD THEREOF

APPLICANT:

TVS MOTOR COMPANY LIMITED, an Indian Company at: “Chaitanya”, No.12 Khader Nawaz Khan Road, Nungambakkam, Chennai 600 006.

The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
[0001] The present subject matter relates generally to a power management system for a vehicle. The present subject matter also relates to a method of managing power using the power management system in a vehicle. More particularly but not exclusively, the present subject matter relates to a vehicle, a power management system and a method for selection of one of a first mode and a second mode by a user.

BACKGROUND
[0002] Conventional hybrid vehicles and electric vehicles have to carry heavy batteries as standard or additional items for an extended range of motion. For an extended range such as of 200km, a Lithium-ion type battery weighing between 120-150 kg is required to be carried. The battery weight for an extended range of motion can vary depending upon the user requirement. This increases the overall load and affects the efficiency of the vehicle.
[0003] For everyday requirements, these heavy batteries may not be required. However, the weight of these batteries increases the load on vehicle even when no power is drawn put of them for daily requirements and the efficiency of the vehicle is compromised. Thus, these batteries may be useful when an extended range of motion is needed but become counter-productive towards daily requirements, owing to their heavy weight.
[0004] Apart from the increased load and decreased efficiency, another major problem associated with the high-capacity battery is increased charging time. This aspect is even more crucial when it comes to commercial segment vehicles like cargo vehicles, as the user of the vehicle cannot afford to make the vehicle stand still just for charging especially during peak business hours as that may mount losses. The targeted consumer of the cargo vehicle is extremely sensitive to the capital cost as well as operation cost of the vehicle. The extra weight of the battery, which is not required for range of motion, reduces the energy efficiency of the vehicle and increases the operation cost. Further, increase in the time required for charging of the vehicle results in increase in the downtime of the vehicle. Vehicle downtime, in its essence, signifies the period during which a vehicle is indisposed and unavailable for its intended purpose. The ramifications of increased downtime are capable of wreaking havoc on productivity, profitability, financial performance, deliverability and more.
[0005] The currently available solutions are not addressing the problem adequately. Thus, a comprehensive and targeted solution is imperative to overcome the above-mentioned disadvantages of already known power supply systems for hybrid vehicles and electric vehicles. It becomes crucial to provide a system which enables the user of the vehicle to adjust the capacity of batteries as per the required range of motion while decreasing the vehicle load and improving the vehicle efficiency.

SUMMARY OF THE INVENTION
[0006] The present subject matter relates to a power management system for a vehicle. The power management system comprises a first energy storage unit, a second energy storage unit, and one or more controller. The first energy storage unit is configured to power the vehicle in a first mode and in a second mode. The first energy storage unit is fixedly mounted to the vehicle. The second energy storage unit is configured to power the vehicle in the second mode. The second energy storage unit is removably fixed to the vehicle. The one or more controller is configured to synchronize and transfer a current generated from one of the first energy storage unit and the second energy storage unit to a traction motor as per an input received from a user of the vehicle. The input is dependent upon a selection of one of the first mode and the second mode by the user.
[0007] The present subject matter also relates to a vehicle. The vehicle comprises a traction motor and a power management system. The power management system comprises a first energy storage unit, a second energy storage unit, and one or more controller. The first energy storage unit is configured to power the vehicle in a first mode and in a second mode. The first energy storage unit is fixedly mounted to the vehicle. The second energy storage unit is configured to power the vehicle in the second mode. The second energy storage unit is removably fixed to the vehicle. The one or more controller is configured to synchronize and transfer a current generated from one of the first energy storage unit and the second energy storage unit to the traction motor as per an input received from a user of the vehicle. The input is dependent upon a selection of one of the first mode and the second mode by the user.
[0008] The present subject matter also relates to a method for managing power by a power management system for a vehicle. The method comprising a first step, a second step, and a third step. In the first step an input from the user is received. The input is dependent upon a selection of one of a first mode and a second mode by the user. In the second step, the input is communicated to one or more controller. In the third step, a current is generated from one of a first energy storage unit and a second energy storage unit. The current generated is synchronized and transferred to a traction motor by the one or more controller as per the input received from the user of the vehicle. The first energy storage unit powers the vehicle in the first mode and in the second mode. The first energy storage unit is fixedly mounted to the vehicle. The second energy storage unit powers the vehicle in the second mode. The second energy storage unit is removably fixed to the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The details are described with reference to the embodiments of a vehicle, a power management system and a method thereof. The same numbers are used throughout the drawings to refer similar features and components.
[0010] Figure 1 illustrates a perspective view of the vehicle from a rear side of the vehicle, as per one embodiment of the present disclosure.
[0011] Figure 2 illustrates a side view of the vehicle from a rear side of the vehicle, as per one embodiment of the present disclosure.
[0012] Figure 3 illustrates a perspective view of the vehicle from a front side of the vehicle, as per one embodiment of the present disclosure.
[0013] Figure 4 illustrates an architecture of the power management system, as per one embodiment of the present disclosure.
[0014] Figure 5 illustrates an architecture of the power management system with a first controller and a second controller for each of the first energy storage unit and the second energy storage unit, as per one embodiment of the present disclosure.
[0015] Figure 6 illustrates an architecture of the power management system with an integrated controller for the first energy storage unit, the second energy storage unit and the traction motor, as per one embodiment of the present disclosure.
[0016] Figure 7 illustrates an architecture of the power management system coupled to a wireless communication medium, as per one embodiment of the present disclosure.
[0017] Figure 8 illustrates a flow chart depicting a method for selection of one of a first mode and a second mode by a user by using a power management system for a vehicle, as per one embodiment of the present disclosure.

DETAILED DESCRIPTION
[0018] In order to overcome one or more of the above-mentioned challenges, the present invention discloses a vehicle, a power management system and a method thereof. The discloses embodiments of the present invention allows the user of the vehicle to adjust the capacity of batteries as per the required range of motion. The present disclosure successfully decreases the vehicle load during every day operation of the vehicle. Thus, improving the vehicle efficiency. Also, the required time for charging the vehicle is effectively minimized.
[0019] As per one embodiment of the invention, a power management system for a vehicle is disclosed. The vehicle can be any one of a two wheeled, three wheeled or four wheeled or other multi-wheeled vehicle. The vehicle can also be passenger as well as a goods carrier. The power management system comprises a first energy storage unit, a second energy storage unit, and one or more controller. The first energy storage unit is configured to power the vehicle in a first mode and in a second mode. The first energy storage unit is fixedly mounted to the vehicle. In the present context, fixedly does not mean permanently but using fasteners that ensure that first energy storage unit is not easily and frequently removable of swappable. The second energy storage unit is configured to power the vehicle in the second mode. The second energy storage unit is removably fixed or swappable to the vehicle. The one or more controller is configured to synchronize and transfer a current generated from one of the first energy storage unit and the second energy storage unit to a traction motor as per an input received from a user of the vehicle. The input is dependent upon a selection of one of the first mode and the second mode by the user.
[0020] As per one embodiment of the invention, the first mode is configured to enable the vehicle to travel up to a first range. The second mode is configured to enable the vehicle to travel up to a second range. The second range is longer than the first range.
[0021] As per one embodiment of the invention, the power management system comprises a third energy storage unit. The third energy storage unit is configured to power the vehicle along with the first energy storage unit and the second energy storage unit in a third mode. The third mode is configured to enable the vehicle to travel up to a third range. The third range is longer than the second range.
[0022] As per one embodiment of the invention, the one or more controller comprises a first controller and a second controller. The first controller is configured to synchronize and transfer the current generated from the first energy storage unit. The second controller is configured to synchronize and transfer the current generated from the second energy storage unit.
[0023] As per one embodiment of the invention, the one or more controller is configured to synchronize and transfer the current generated from one of the first energy storage unit and the second energy storage unit to the traction motor through a motor control unit.
[0024] As per one embodiment of the invention, the one or more controller is integrated with the motor control unit to form an integrated controller.
[0025] As per one embodiment of the invention, the one or more controller is configured to receive the input from the user through a switch. The switch is configured to enable the selection of one of the first mode and the second mode by the user.
[0026] As per one embodiment of the invention, the one or more controller is configured to receive the input from the user through a wireless communication medium.
[0027] As per one embodiment of the invention, the one or more controller is configured to send the received input to one or more electromechanical switches. The one or more electromechanical switches is configured to connect and isolate one of the first energy storage unit, the second energy storage unit, a third energy storage unit from the power management system depending upon the input received from the one or more controller.
[0028] As per another embodiment of the invention, a vehicle is disclosed. The vehicle can be any one of a two wheeled, three wheeled or four wheeled or other multi-wheeled vehicle. The vehicle can also be passenger as well as a goods carrier. The vehicle comprises a traction motor and a power management system. The power management system comprises a first energy storage unit, a second energy storage unit, and one or more controller. The first energy storage unit is configured to power the vehicle in a first mode and in a second mode. The first energy storage unit is fixedly mounted to the vehicle. The second energy storage unit is configured to power the vehicle in the second mode. The second energy storage unit is removably fixed to the vehicle. The one or more controller is configured to synchronize and transfer a current generated from one of the first energy storage unit and the second energy storage unit to the traction motor as per an input received from a user of the vehicle. The input is dependent upon a selection of one of the first mode and the second mode by the user.
[0029] As per another embodiment of the invention, the first energy storage unit is disposed at a first portion of the vehicle. The first portion is one of a front portion of the vehicle and a rear portion of the vehicle.
[0030] As per another embodiment of the invention, the second energy storage unit is disposed at a second portion of the vehicle. The second portion is one of a front portion of the vehicle and a rear portion of the vehicle.
[0031] As per another embodiment of the invention, the second energy storage unit is a swappable and rechargeable battery. The vehicle comprises a tray. The tray is configured to enable a docking and undocking of the second energy storage unit while a swapping of the second energy storage unit.
[0032] As per yet another embodiment of the invention, a method for managing power by a power management system for a vehicle is disclosed. The method comprises a plurality of steps. A first step involves receiving an input from the user. The input is dependent upon a selection of one of the first mode and the second mode by the user. The second step involves communicating the input to one or more controller. The third step includes generating a current from one of a first energy storage unit and a second energy storage unit. The current so generated is synchronized and transferred to a traction motor by the one or more controller as per the input received from the user of the vehicle. The first energy storage unit powers the vehicle in the first mode and in the second mode. The first energy storage unit is fixedly mounted to the vehicle. The second energy storage unit powers the vehicle in the second mode. The second energy storage unit is removably fixed to the vehicle.
[0033] As per another embodiment of the invention, the first mode enables the vehicle to travel up to a first range. The second mode enables the vehicle to travel up to a second range. The second range is longer than the first range.
[0034] The embodiments of the present invention will now be described in detail with reference to an embodiment of a vehicle (100), a power management system (200) and a method (400) thereof, along with the accompanying drawings. However, the disclosed invention is not limited to the present embodiments.
[0035] The embodiments shown in Figure 1 to Figure 3 are taken together for discussion. Figure 1 illustrates a side perspective view of the vehicle (100) from a rear side of the vehicle (100). Figure 2 illustrates a side view of the vehicle (100) from a rear side of the vehicle (100). Figure 3 illustrates a side perspective view of the vehicle (100) from a front side of the vehicle (100).
[0036] The vehicle (100) comprises a traction motor (104, shown in Fig. 4) and a power management system (200, shown in Fig. 4). The traction motor (104) provides the torque required to set the vehicle (100) in motion. The power management system (200) comprises a first energy storage unit (201), a second energy storage unit (202), and one or more controller (300, shown in Fig. 4). The first energy storage unit (201) powers the vehicle (100) in a first mode and in a second mode. The first energy storage unit (201) is fixedly mounted to the vehicle (100) and is not supposed to be removed frequently or easily by the user because the first energy storage unit (201) powers the vehicle (100) in both of the first mode and in the second mode. In a preferred embodiment, fixedly does not mean permanently but using fasteners or similar mechanism that ensure that first energy storage unit (201) is not easily and frequently removable or swappable by the user. The first energy storage (201) can include plurality of chargeable batteries (not shown) such as but not limited to Lithium-Ion batteries. In a preferred embodiment, the first energy storage unit (201) is chargeable while being onboard the vehicle (100) using known types of charger units (not shown). The charger units can include adapters that can adapt the charger unit for coupling the first energy storage unit (201) to domestic or commercial electrical connections or coupling with charging stations on the road. The second energy storage unit (202) is configured to power the vehicle (100) in the second mode. The second energy storage unit (202) is removably fixed i.e., swappable to the vehicle (100). Therefore, the second energy storage unit (202) are configured to be removed from the vehicle (100) if extended range of motion is not required. This will decrease the load on the vehicle (100) due to the weight of the second energy storage unit (202) and will achieve an improved energy efficiency of the vehicle (100), especially during the everyday usage of vehicle (100) when extended range of motion is not required.
[0037] In a preferred embodiment, the second energy storage unit (202) are configured to be swappable while comprising rechargeable batteries (not shown) such as but not limited to Lithium-Ion batteries. In order to be swappable, the second energy storage unit (202) can have known features on an outer housing (not shown) configured to be swappably mounted on the vehicle (100) and get electrically connected to the power management system and be removable at the same time to be connected to a charging station. This configuration also allows the user of the vehicle (100) to maximize the earnings as the vehicle can be operated for additional business hours as the time required to charge the vehicle (100) is successfully reduced. The one or more controller (300) synchronizes and transfers a current generated from one of the first energy storage unit (201) and the second energy storage unit (202) to the traction motor (104). The one or more controller (300) allows this synchronization and transfer of current, as per an input received from a user of the vehicle (100). The input depends upon a selection of one of the first mode and the second mode by the user.
[0038] In one of the embodiments of the present disclosure, there exists a distinction in both capacity and weight between the first energy storage unit (201) and the second energy storage unit (202). More specifically, the first energy storage unit (201) possesses a higher capacity and weight compared to the second energy storage unit (202). This difference in capacity and weight prompts a corresponding difference in their integration within the vehicle (100). The first energy storage unit (201), owing to its fixed characteristics, is securely affixed or mounted within the structure of the vehicle (100). This fixed mounting ensures stability and permanence in its positioning, potentially due to its larger size and weight which could require more structural support. Further, the second energy storage unit (202), with its lower capacity and weight, is designed to be swappable. This means it can be easily removed and replaced when necessary, offering a level of flexibility and adaptability within the power management system (200) for the vehicle (100). This configuration allows for efficient management of energy within the vehicle (100), with the more substantial energy demands likely being met by the first energy storage unit (201) (fixed, higher capacity unit), while the second energy storage unit (202) (swappable unit) provides a means for quick replacement or adjustment as needed, potentially optimizing the overall performance and operational flexibility of the vehicle (100).
[0039] In a preferred embodiment, the vehicle (100) is a hybrid vehicle or an electric vehicle. The vehicle (100) can be any one of a two wheeled, three wheeled or four wheeled or other multi-wheeled vehicle. The vehicle (100) can also be passenger as well as a goods carrier. In a preferred embodiment, the vehicle (100) is an electric three-wheeled vehicle.
[0040] The first energy storage unit (201) is disposed at a first portion (101) of the vehicle (100). The first portion (101) is one of a front portion of the vehicle (100) and a rear portion of the vehicle (100). In a preferred embodiment, the first energy storage unit (201) is disposed in the front portion of the vehicle (100) inside the driver cabin and below the seat of the driver. The first energy storage unit (201) is secured to the first portion (101) by using plurality of fastening members. The fastening members includes but not limited to nuts and bolts, washers, screws, nails, anchors, rivets, pins, retaining rings and inserts.
[0041] The second energy storage unit (202) is disposed at a second portion (102) of the vehicle (100). The second portion (102) is one of a front portion of the vehicle (100) and a rear portion of the vehicle (100). In a preferred embodiment, the second energy storage unit (202) is mounted in the rear portion of the vehicle (100) and below the passenger seat such that the second energy storage unit can be easily accessed from the tail door of the vehicle (100). In the vehicle (100) of the cargo segment, the energy storage unit (202) can be disposed below the cargo bed.
[0042] This configuration offers the versatility in the mounting configurations of the first energy storage unit (201) and the second energy storage unit (202). The user can opt for the second energy storage unit (202) in the front or rear, the first energy storage unit (201) in the rear, or various combinations. This adaptability allows for optimal use of available space in the vehicle (100) and accommodates different layout preferences.
[0043] The second energy storage unit (202) is a swappable and rechargeable battery. The vehicle (100) comprises a tray (103). The tray (103) enables a docking and an undocking of the second energy storage unit (202) in a smooth manner. The tray (103) is retractable and ensures that the terminals of the energy storage unit (202) properly align with the port of the vehicle (100) to achieve stable and secured connection between the vehicle (100) and the second energy storage unit (202). Also, this configuration successfully reduces the physical effort required during the swapping process thus making it hassle free. In a preferred embodiment, the second energy storage unit (202) is dockable which ensures seamless charging experience while enhancing portability by eliminating cumbersome external charging devices. The second energy storage unit (202) can be charged anywhere for instance without the need for the vehicle (100) to be present. This not only saves time but also saves the extra work of finding a charging station. The inclusion of a dedicated tray for the second energy storage unit (202) streamlines the process of insertion and removal. This user-friendly feature enhances maintenance efficiency, reducing downtime during the replacement of the second energy storage unit (202).
[0044] The Figure 4 illustrates an architecture of the power management system (200). The power management system (200) comprises a first energy storage unit (201), a second energy storage unit (202), and one or more controller (300). The first energy storage unit (201) powers the vehicle (100) in a first mode and in a second mode. The first energy storage unit (201) is fixedly mounted to the vehicle (100). The second energy storage unit (202) powers the vehicle (100) in the second mode. The second energy storage unit (202) is removably fixed to the vehicle (100). The one or more controller (300) synchronizes and transfers a current generated from one of the first energy storage unit (201) and the second energy storage unit (202) to a traction motor (104). The one or more controller (300) allows this synchronization and transfer of current, as per an input received from a user of the vehicle (100). The input depends upon a selection of one of the first mode and the second mode by user.
[0045] The first mode enables the vehicle (100) to travel up to a first range. The second mode enables the vehicle (100) to travel up to a second range. The second range is longer than the first range. This difference in ranges between the first mode and second mode suggests a different performance capability based on the selected operational mode. More specifically, it implies that the vehicle (100) can adapt its travel capabilities according to the chosen mode, with the second mode enabling extended travel distances compared to the first mode. Such flexibility in range options enhances the versatility and adaptability of the vehicle (100), potentially catering to diverse travel requirements or optimizing efficiency in varying driving conditions.
[0046] The power management system (200) comprises a third energy storage unit (203). The third energy storage unit (203) powers the vehicle (100) along with the first energy storage unit (201) and the second energy storage unit (202) in a third mode. The third mode enables the vehicle (100) to travel up to a third range. The third range is even longer than the second range. The third energy storage unit (203) provides additional capacity to extend the range of the vehicle (100), addressing customer requirements for enhanced mileage. This advantage caters to the growing demand for extended mileage and addresses the diverse needs of users with varying commuting or travel distances.
[0047] The power management system (200) comprises a DC-to-DC converter which converts one level of DC voltage to another level. The operating voltage of different electronic devices such as one or more controller (300), traction motor (104), first energy storage unit (201), and a second energy storage unit (202), and one or more electromechanical switches can vary over a wide range. It is necessary to provide a voltage for each device for the efficient working of the power management system (200). The DC-to-DC converter provides the voltage to each device as per their required range.
[0048] The power management system (200) also comprises a junction box which facilitates a high-voltage (HV) connection. The junction box serves as a crucial link between the second energy storage unit (202) and the first energy storage unit (201) and the traction motor (104) via the one or more controller (300). It ensures a seamless flow of power within the power management system (200).
[0049] In a preferred embodiment, the first energy storage unit (201), the second energy storage unit (202) and the third energy storage unit (203) are a lithium-ion battery. However, the present invention can also be worked with lead-acid batteries, nickel-metal hydride batteries, and ultracapacitors or fuel cells.
[0050] The one or more controller (300) synchronizes and transfers the current generated from one of the first energy storage unit (201) and the second energy storage unit (202) to the traction motor (104) through a motor control unit (304). The motor control unit (304) is a device or a group of devices that can coordinate the performance of the traction motor (104) in a predetermined manner. The motor control unit (304) is equipped with manual or automatic mechanism for starting and stopping the traction motor (104), selecting forward or reverse rotation, selecting and regulating the speed, regulating or limiting the torque, and protecting against overloads and electrical faults.
[0051] The one or more controller (300) receives the input from the user through a switch (204). The switch (204) enables the selection of one of the first mode and the second mode by the user.
[0052] The one or more controller (300) sends the received input to one or more electromechanical switches. The one or more electromechanical switches connects and isolates one of the first energy storage unit (201), the second energy storage unit (202), a third energy storage unit (203) from the power management system (200) depending upon the input received from the one or more controller (300). In a preferred embodiment, the one or more electromechanical switches is a relay switch.
[0053] The Figure 5 illustrates an architecture of the power management system (200) in one of the embodiments of the invention. The one or more controller (300) comprises a first controller (301) and a second controller (302) so as to control the first energy storage unit (201) and the second energy storage unit (202) by using the separate controller for each energy storage unit. The first controller (301) is configured to synchronize and transfer the current generated from the first energy storage unit (201). The second controller (302) is configured to synchronize and transfer the current generated from the second energy storage unit (202). This configuration ensures that the failure of power supply from one energy storage unit or malfunctioning of one controller does not interfere with or affect the power supply from other energy storage unit or with the working of another controller.
[0054] The Figure 6 illustrates an architecture of the power management system (200) in one of the embodiments of the invention. The one or more controller (300) is integrated with the motor control unit (304) to form an integrated controller (303). Therefore, the integrated controller (303) regulates the operation of the traction motor (304) along with controlling the current generated from one of the first energy storage unit (201) and the second energy storage unit (202) to a traction motor (104).
[0055] The Figure 7 illustrates an architecture of the power management system (200) in one of the embodiments of the invention. The one or more controller (300) receives the input from the user through a wireless communication medium (205). The integrated controller (303) can communicate via wired or wireless communications such as Internet/Wi-Fi/Bluetooth with a Mobile Application. The user can change the battery mode by the mobile application which would send command to the integrated controller (303).
[0056] The Figure 8 illustrates a flow chart depicting a method (400) for managing power by a power management system (200) for a vehicle (100).
[0057] The method (400) comprises a plurality of steps. As a first step (401), an input is received from the user. The input is dependent upon a selection of one of the first mode and the second mode by the user. As a second step (402), the input is communicated to one or more controller (300). As a third step (403), a current generated from one of a first energy storage unit (201) and a second energy storage unit (202) is synchronized and transferred to a traction motor (104) by the one or more controller (300) as per the input received from the user of the vehicle (100). The first energy storage unit (201) powers the vehicle (100) in the first mode and in the second mode. The first energy storage unit (201) is fixedly mounted to the vehicle (100). The second energy storage unit (202) powers the vehicle (100) in the second mode. The second energy storage unit (202) is removably fixed to the vehicle (100).
[0058] The first mode enables the vehicle (100) to travel up to a first range. The second mode enables the vehicle (100) to travel up to a second range. The second range is longer than the first range.
[0059] The disclosed configurations of the present invention decrease the load on the vehicle (100) due to the weight of the second energy storage unit (202) and achieve an improved energy efficiency of the vehicle (100), especially during the everyday usage of vehicle (100) when extended range of motion is not required. The disclosed configurations, in case of commercial vehicle, also allow the user of the vehicle (100) to maximize the earnings as the vehicle (100) can be operated for additional business hours as the time required to charge the vehicle (100) is successfully reduced.
[0060] The disclosed configurations offer the user with the flexibility to choose between the first mode and the second mode, allowing users to tailor the capacity of the power supply source as per the preferences and specific needs. This flexibility allows vehicle owners to tailor the setup of the vehicle (100) based on individual preferences, usage patterns, or specific driving requirements. Further, the incorporation of longer travel ranges achievable under the second mode represents a significant advantage, particularly for drivers undertaking extended trips. This capability enhances the utility of the vehicle (100) and appeal to a broader range of consumers, including those seeking more extensive travel capabilities without compromising on energy efficiency or performance. More specifically, the customers of commercial vehicle like cargo vehicle will be satisfied with the economic leverage that can be availed through the vehicle (100) incorporating the disclosed power management system (200). The embodiments of the present invention successfully reduce the capital cost as well as operation cost of the vehicle (100) by increasing the energy efficiency as the vehicle (100) is not required to carry extra weight of the second energy storage unit (202) during short trips. Further, reduction in charging time successfully decreases the downtime of the vehicle (100). This enhances the productivity, profitability, financial performance, deliverability, leading to satisfaction of the cost sensitive customer.
[0061] When the vehicle (100) operates in the first mode, wherein its energy usage is likely optimized for shorter ranges or specific driving conditions, there emerges an opportunity to utilize the space typically allocated for accommodating the second energy storage unit (202) in the second mode. This space, which would otherwise be dedicated to energy storage, becomes available for alternative purposes due to the vehicle's operational mode. With some minor modifications in the interior or storage configuration of the vehicle (100), this freed-up area can be repurposed to carry luggage, offering an additional advantage. By capitalizing on the space formerly occupied by the second energy storage unit (202) in the second mode, the vehicle gains added functionality and utility beyond its primary function of transportation. The ability to convert this space into a luggage compartment enhances the versatility of the vehicle (100), making it more suitable for a wider range of usage scenarios such as but not limited to for grocery runs, road trips, or daily commuting, the option to conveniently stow luggage or cargo within the vehicle (100) adds practical value for drivers and passengers alike. Moreover, this repurposing of space aligns with consumer preferences for multifunctional vehicles that can accommodate both passengers and cargo efficiently.
[0062] The present disclosed invention relates to a vehicle (100), a power management system (200) and a method (400) thereof. Embodiments illustrated in the present invention can be worked with any hybrid or electric vehicle. Further, the disclosed invention is not limited to the aforementioned embodiments. For example, as used in this specification and the appended claims, the singular forms “a,” “an” and “they” can include plural referents unless the content clearly indicates otherwise. Further, when introducing elements/components/etc. of the assembly/system/methods described and/or illustrated herein, the articles “a”, “an”, “the”, and “said” are intended to mean that there is one or more of the element(s)/component(s)/etc. The terms “comprising”, “including”, and “having” are intended to be inclusive and mean that there may be additional element(s)/component(s)/etc. other than the listed element(s)/component(s)/etc.
[0063] This written description uses examples to provide details on the disclosure, including the best mode, and also to enable any person skilled in the art to practice the disclosure, including making and using any devices or systems or performing any incorporated methods. The scope of the disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.
[0064] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in the light of above disclosure.

LIST OF REFERENCE NUMERALS

100
101
102
103
104
200
201
202
203
204
205
300
301
302
303
304
400
401
402
403


Vehicle
First portion
Second portion
Tray
Traction motor
Power management system
First energy storage unit
Second energy storage unit
Third energy storage unit
Switch
Wireless communication medium
One or more controller
First controller
Second controller
An integrated controller
Motor control unit
Method
First step
Second step
Third step

, Claims:We Claim:
1. A power management system (200) for a vehicle (100), the power management system (200) comprising:
a first energy storage unit (201), the first energy storage unit (201) being configured to power the vehicle (100) in a first mode and in a second mode, the first energy storage unit (201) being fixedly mounted to the vehicle (100);
a second energy storage unit (202), the second energy storage unit (202) being configured to power the vehicle (100) in the second mode, the second energy storage unit (202) being removably fixed to the vehicle (100); and
one or more controller (300), the one or more controller (300) being configured to synchronize and transfer a current generated from one of the first energy storage unit (201) and the second energy storage unit (202) to a traction motor (104) as per an input received from a user of the vehicle (100), the input being dependent upon a selection of one of the first mode and the second mode by the user.
2. The power management system (200) for the vehicle (100) as claimed in claim 1, wherein the first mode being configured to enable the vehicle (100) to travel up to a first range, the second mode being configured to enable the vehicle (100) to travel up to a second range, the second range being longer than the first range.
3. The power management system (200) for the vehicle (100) as claimed in claim 2, wherein the power management system (200) comprising a third energy storage unit (203), the third energy storage unit (203) being configured to power the vehicle (100) along with the first energy storage unit (201) and the second energy storage unit (202) in a third mode, the third mode being configured to enable the vehicle (100) to travel up to a third range, the third range being longer than the second range.
4. The power management system (200) for the vehicle (100) as claimed in claim 1, wherein the one or more controller (300) comprising a first controller (301) and a second controller (302), the first controller (301) being configured to synchronize and transfer the current generated from the first energy storage unit (201), and the second controller (302) being configured to synchronize and transfer the current generated from the second energy storage unit (202).
5. The power management system (200) for the vehicle (100) as claimed in claim 1, wherein the one or more controller (300) being configured to synchronize and transfer the current generated from one of the first energy storage unit (201) and the second energy storage unit (202) to the traction motor (104) through a motor control unit (304).
6. The power management system (200) for the vehicle (100) as claimed in claim 5, wherein the one or more controller (300) being integrated with the motor control unit (304) to form an integrated controller (303).
7. The power management system (200) for the vehicle (100) as claimed in claim 1, wherein the one or more controller (300) being configured to receive the input from the user through a switch (204), the switch (204) being configured to enable the selection of one of the first mode and the second mode by the user.
8. The power management system (200) for the vehicle (100) as claimed in claim 1, wherein the one or more controller (300) being configured to receive the input from the user through a wireless communication medium (205).
9. The power management system (200) for the vehicle (100) as claimed in claim 1, wherein the one or more controller (300) being configured to send the received input to one or more electromechanical switches, the one or more electromechanical switches being configured to connect and isolate one of the first energy storage unit (201), the second energy storage unit (202), a third energy storage unit (203) from the power management system (200) depending upon the input received from the one or more controller (300).
10. A vehicle (100), the vehicle (100) comprising:
a traction motor (104); the traction motor (104) being operatively coupled to one or more wheels of the vehicle (100) to propel the vehicle (100); and
a power management system (200), the power management system (200) comprising:
a first energy storage unit (201), the first energy storage unit (201) being configured to power the vehicle (100) in a first mode and in a second mode, the first energy storage unit (201) being fixedly mounted to the vehicle (100);
a second energy storage unit (202), the second energy storage unit (202) being configured to power the vehicle (100) in the second mode, the second energy storage unit (202) being removably fixed to the vehicle (100); and
one or more controller (300), the one or more controller (300) being configured to synchronize and transfer a current generated from one of the first energy storage unit (201) and the second energy storage unit (202) to the traction motor (104) as per an input received from a user of the vehicle (100), the input being dependent upon a selection of one of the first mode and the second mode by the user.
11. The vehicle (100) as claimed in claim 10, wherein the first energy storage unit (201) being disposed at a first portion (101) of the vehicle (100), the first portion (101) being one of a front portion of the vehicle (100) and a rear portion of the vehicle (100).
12. The vehicle (100) as claimed in claim 10, wherein the second energy storage unit (202) being disposed at a second portion (102) of the vehicle (100), the second portion (102) being one of a front portion of the vehicle (100) and a rear portion of the vehicle (100).
13. The vehicle (100) as claimed in claim 12, wherein the second energy storage unit (202) is a swappable and rechargeable battery and the vehicle (100) comprises a tray (103), the tray (103) being configured to enable a docking and undocking of the second energy storage unit (202) while a swapping of the second energy storage unit (202).
14. A method (400) for managing power by a power management system (200) for a vehicle (100), the method (400) comprising a plurality of steps of:
receiving, as a first step (401), an input from the user, the input being dependent upon a selection of one of a first mode and a second mode by the user;
communicating, as a second step (402), the input to one or more controller (300); and
generating, as a third step (403), a current from one of a first energy storage unit (201) and a second energy storage unit (202), the current generated being synchronized and transferred to a traction motor (104) by the one or more controller (300) as per the input received from the user of the vehicle (100) wherein
the first energy storage unit (201) powers the vehicle (100) in the first mode and in the second mode, the first energy storage unit (201) is fixedly mounted to the vehicle (100), and
the second energy storage unit (202) powers the vehicle (100) in the second mode, the second energy storage unit (202) is removably fixed to the vehicle (100).
15. The method as claimed in the claim 14, wherein the first mode enables the vehicle (100) to travel up to a first range, the second mode enables the vehicle (100) to travel up to a second range, the second range being longer than the first range.

Dated this 09th day of March, 2024

(Digitally Signed)
Sudarshan Singh Shekhawat
IN/PA-1611
Agent for the Applicant