Claims:WE CLAIM:
1. A method for preventing damage to an electric vehicle while being towed, said electric vehicle comprising a motor (202) connected to a battery (204) and an ultra-capacitor (206), and a braking and steering system (208), said method comprising the following steps of:
• disconnecting said battery (204) from said motor (202), and said braking and steering system (208); and
• connecting said motor (202) to said ultra-capacitor (206), and said ultra-capacitor (206) in turn to said braking and steering system (208) to supply regenerative power produced by said motor (202) during towing for braking and steering action to control the speed of said vehicle while being towed and preventing damage to said battery (204) and said motor (202).
2. The method as claimed in claim 1, wherein said step A is performed with the help of a first actuating signal generated by an actuating switch (210) located in the dashboard of said vehicle.
3. The method as claimed in claim 1, wherein said step B is performed with the help of a second actuating signal generated sequentially by said actuating switch (210).
4. The method as claimed in claim 1, wherein said step B is performed with the help of a third actuating signal generated sequentially by said actuating switch (210).
5. An apparatus (200) for preventing damage to an electric vehicle while being towed, said electric vehicle comprising a motor (202) connected to a battery (204) and an ultra-capacitor (206), and a braking and steering system (208), said apparatus (200) comprising:
• an actuating switch (210) located in the dashboard of said vehicle, said actuating switch (210) configured to generate an actuating signal;
• a first contactor (212) for connecting or disconnecting said battery (204) with said motor (202), and said braking and steering system (208);
• a second contactor (214) for connecting or disconnecting said motor (202) with said ultra-capacitor (206);
• a third contactor (216) for connecting or disconnecting said ultra-capacitor (206) with said braking and steering system (208); and
• an electronic control unit (218) coupled to said actuating switch (210), said electronic control unit (218) configured to receive an actuating signal from said actuating switch (210), further configured to transmit:
o a first signal to said first contactor (212) for connecting or disconnecting said battery (204) with said motor (202);
o a second signal to said second contactor (214) for connecting or disconnecting said motor (202) with said ultra-capacitor (206); and
o a third signal to said third contactor (216) for connecting or disconnecting said ultra-capacitor (206) with said braking and steering system (208).
6. The apparatus (200) as claimed in claim 1, which includes a DC-DC converter (220) coupled to said ultra-capacitor (206) and said braking and the steering system (208), said DC-DC converter (220) configured to supply a predetermined amount of regenerative power to the braking and steering system (208).
Dated this 09th day of November, 2021

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
of R.K.DEWAN & CO.
Authorized Agent of Applicant

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT MUMBAI
, Description:FIELD
The present disclosure relates to the field of electrically driven automobiles, more particularly to a method and a system for safe towing of electrically driven automobiles.
DEFINITIONS
As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used indicate otherwise.
Motor braking – The term ‘motor braking’ is used to define a condition which takes place when retarding forces of mechanism prime mover, of a vehicle, are used to slow down the vehicle, without requiring additional external braking mechanisms such as friction brakes or magnetic brakes. The prime mover could be a motor, an engine or the like.
Regenerative energy – The term ‘regenerative energy’ is the energy that returns to an inverter when an actuating mechanism motor decelerates.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
It is not recommended for electric vehicles to be towed with the drive-wheels rotating. Currently electric vehicles are towed using a flat-bed or a towing dolly. If the electric vehicle is towed using a rope or a chain, then it is necessary that the front wheels are lifted in case of front wheel drives, and the rear wheels in case of rear wheel drives. If the vehicle is towed in some other manner, there are high chances of damage of the battery and the motor of the vehicle. For some cars, it is recommended that the vehicle be towed with key off condition. This may lead to a dangerous situation as the essential components of the vehicle such as brakes, steering and electronics will not function.
Conventional art discloses a method and a system which allows a service provider to remotely interact with a vehicle analysis system, high voltage battery contactors and other vehicle systems to eliminate certain sources of inconvenience for service personnel and users. For example, when high voltage battery contactors are disconnected inadvertently or as a precaution, they may later need to be safely reengaged to allow the user to drive the disabled but otherwise operational vehicle. Conversely, when an electric vehicle is disabled and needs to be towed or serviced, the disengagement of the high voltage battery contactors as well as the activation or deactivation of related systems will assist the servicing entity in properly moving and servicing the vehicle. However, the conventional system for disengaging the contactors is quite complex and involves an external agency to operate the vehicle remotely for repair and diagnostics.
Therefore, there is felt a need for a method and a system for preventing damage to an electric vehicle while being towed.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
An object of the present disclosure is to a method and a system for preventing damage to an electric vehicle while being towed.
Another object of the present disclosure is to provide a method and a system for preventing damage to an electric vehicle while being towed, which is safe.
Yet another object of the present disclosure is to provide a method and a system for preventing damage to an electric vehicle while being towed, which is simple in construction and is inexpensive.
Still another object of the present disclosure is to a method and a system for preventing damage to an electric vehicle while being towed, which can adapt to any size of the vehicle.
Yet another object of the present disclosure is to provide a method and a system for preventing damage to an electric vehicle while being towed, which prevents damage to the vehicle battery and the motor while towing the electric vehicle.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a method for preventing damage to an electric vehicle while being towed. The electric vehicle comprises a motor connected to a battery and an ultra-capacitor, and a braking and steering system. The method comprising the following steps of:
• disconnecting the battery from the motor, and the braking and steering system; and
• connecting the motor to the ultra-capacitor, and the ultra-capacitor in turn to the braking and steering system to supply regenerative power produced by the motor during towing for braking and steering action to control the speed of the vehicle while being towed and preventing damage to the battery and the motor.
In an embodiment, the step A is performed with the help of a first actuating signal generated by an actuating switch located in the dashboard of the vehicle.
In another embodiment, the step B is performed with the help of a second actuating signal generated sequentially by the actuating switch.
In yet another embodiment, wherein the step B is performed with the help of a third actuating signal generated sequentially by the actuating switch.
The present disclosure further envisages an apparatus for preventing damage to an electric vehicle while being towed. The electric vehicle comprising a motor connected to a battery and an ultra-capacitor, and a braking and steering system. The apparatus comprises an actuating switch, a first contactor, a second contactor, a third contactor, and an electronic control unit. The actuating switch is located in the dashboard of the vehicle. The actuating switch is configured to generate an actuating signal. The first contactor connects or disconnects the battery with the motor, and the braking and steering system. The second contactor connects or disconnects the motor with the ultra-capacitor. The third contactor connects or disconnects the ultra-capacitor with the braking and steering system. The electronic control unit is coupled to the actuating switch. The electronic control unit is configured to receive an actuating signal from the actuating switch. The electronic control unit is further configured to transmit:
• a first signal to the first contactor for connecting or disconnecting the battery with the motor ;
• a second signal to the second contactor for connecting or disconnecting the motor with the ultra-capacitor ; and
• a third signal to the third contactor for connecting or disconnecting the ultra-capacitor with the braking and steering system.
In an embodiment, the apparatus includes a DC-DC converter coupled to the ultra-capacitor and the braking and the steering system. The DC-DC converter is configured to supply a predetermined amount of regenerative power to the braking and steering system.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A method and a system for preventing damage to an electric vehicle while being towed, of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a flowchart describing the method for preventing damage to an electric vehicle while being towed; and
Figure 2 illustrates a schematic view of the system of the present disclosure.
LIST OF REFERENCE NUMERALS
200 – Apparatus
202 – Motor
204 – Battery
206 – Ultra-capacitor
208 – Braking and steering system
210 – Actuating switch
212 – First contactor
214 – Second contactor
216 – Third contactor
218 – Electronic control unit
220 – DC-DC converter

DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms "comprises," "comprising," “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, , elements, components, and/or groups thereof.
When an element is referred to as being "mounted on," "connected to," or "coupled to" another element, it may be directly mounted on, connected or coupled to the other element. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed elements.
The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, layer or section from another component, region, layer or section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.
Terms such as “inner,” “outer,” "beneath," "below," "lower," "above," "upper," and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.
A method, of the present disclosure, for preventing damage to an electric vehicle while being towed will now be discussed in detail with reference to Figure 1.
The electric vehicle comprises a motor (202) which is connected to a battery (204) and an ultra-capacitor (206) in accordance to the requirements. The vehicle further comprises a braking and steering system (208).
The method comprises the following steps:
Step A: disconnecting the battery (204) from the motor (202), and the braking and steering system (208); and
Step B: connecting the motor (202) to the ultra-capacitor (206), and the ultra-capacitor (206) in turn to the braking and steering system (208) to supply regenerative power produced by the motor (202) during towing for braking and steering action to control the speed of the vehicle while being towed and preventing damage to the battery (204) and the motor (202).
The step A is performed with the help of a first actuating signal which is generated by an actuating switch (210) located in the dashboard of the vehicle.
The step B is performed with the help of a second actuating signal generated sequentially by the actuating switch (210).
The step B is further performed with the help of a third actuating signal generated sequentially by the actuating switch (210).
The present disclosure also envisages an apparatus (200) for preventing damage to an electric vehicle while being towed (as seen in Figure 2).
The apparatus (200) comprises an actuating switch (210), a first contactor (212), a second contactor (214), a third contactor (216), and an electronic control unit (218). The actuating switch (210) is located in the dashboard of the vehicle. The actuating switch (210) is configured to generate an actuating signal. The first contactor (212) is configured to connect or disconnect the battery (204) with the motor (202), and the braking and steering system (208). Disconnecting the battery (204) from the motor (206) creates a motor braking effect which slows the speed of vehicle down to a permissible range to enable recovery of regenerative energy by converting kinetic energy into a form that can be either used immediately or stored until needed.
The second contactor (214) is configured to connect or disconnect the motor (202) with the ultra-capacitor (206). The third contactor (216) is configured to connect or disconnect the ultra-capacitor (206) with the braking and steering system (208). The electronic control unit (218) is coupled to the actuating switch (210). The electronic control unit (218) is configured to receive an actuating signal from the actuating switch (210).
Based on the actuating signal, the electronic control unit (218) is further configured to transmit a first signal to the first contactor (212) for connecting or disconnecting the battery (204) with the motor (202), a second signal to the second contactor (214) for connecting or disconnecting motor (202) with the ultra-capacitor (206), and a third signal to the third contactor (216) for connecting or disconnecting the ultra-capacitor (206) with the braking and steering system (208).
The electronic control unit (218) comprises a processor (not shown in figures) which is configured to process the actuating signal into the first signal, the second signal and the third signal.
The apparatus (200) includes a DC-DC converter (220) coupled to the ultra-capacitor (206), and the braking and the steering system (208). The DC-DC converter (220) is configured to supply a predetermined amount of regenerative power to the braking and steering system (208). In an embodiment, the DC-DC converter (220) is further configured to power the electronic components and the heating ventilation and air conditioning (HVAC) system of the vehicle, thereby adding to the comfort of the vehicle occupants.
Powering the braking and steering system (208) facilitates in maintaining the speed of the motor braking in a permissible range, while the vehicle is being towed. As a result, there is no need for externally disengaging the battery (204) with the motor (202), neither is there a need for an external energy source for powering the braking and steering system (208). Thus, the battery (204) and the motor (206) are saved from damage while the vehicle is being towed.
The system (100) can be fitted to any electric vehicle irrespective of the size and the type of the drive mechanism of the vehicle.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a method and a system for preventing damage to an electric vehicle while being towed, which:
• which is simple in construction and is inexpensive;
• allows convenient towing of any electric vehicle irrespective of its size and drive, without the need of a dolly or platform;
• prevents damage to vehicle battery and motor during towing;
• enables normal functioning of braking and steering systems of the vehicle, such as brakes, steering, even if the vehicle battery dies;
• monitors vehicle speed in the permitted limits and prevents over-speeding; and
• adds to the comfort of vehicle occupants by allowing normal functioning of HVAC of the vehicle.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.