DESC:TECHNICAL FIELD
[0001] The present subject matter described herein generally relates to a method, and particularly but not exclusively relates to a method of controlling charging of power source.
BACKGROUND
[0002] Conventionally, Batteries can be broadly classified into primary and secondary batteries. Primary batteries, also referred to as disposable batteries, and are intended to be used until depleted, after which they are simply replaced with one or more new batteries. Secondary batteries, more commonly referred to as rechargeable batteries, and are capable of being repeatedly recharged and reused, therefore offering economic, environmental, and ease-of-use benefits compared to a disposable battery. Although rechargeable batteries provide a much longer service life than disposable batteries, their service life is not unlimited.
[0003] Depending upon the type of battery, a rechargeable battery can typically be recharged anywhere from 100 times (e.g., alkaline) to 1000 times (e.g., lithium-ion, lithium-polymer) to 20,000 times or more (e.g., thin film lithium). In addition to depending upon the type of battery chemistry involved, the number of cycles that a rechargeable battery can be recharged depends on a variety of other factors that include: (i) the rate of charging (i.e., slow trickle charge versus fast charge), (ii) the level of charging (i.e., 75% of full charge, full charge, over-charged, etc.), (iii) the level of discharge prior to charging (i.e., completely depleted, still charged to a low level, etc.), (iv) the storage temperature of the battery during non-use, and (v) the temperature of the battery during use. Due to the high initial cost of rechargeable batteries, expensive products such as laptop computers often incorporate relatively sophisticated power management systems, thereby extending battery life and allowing the use of smaller, lower capacity batteries and/or batteries that utilize less expensive cell chemistries.
[0004] One of the most common power management techniques is to place certain laptop components and peripherals, especially those that require relatively high levels of power to function, into either a standby mode or a low power usage mode whenever possible. Thus, for example, a laptop may provide two different video screen brightness levels; high brightness when the computer is plugged in, and low brightness when the computer is operating on battery power. This is also the primary purpose behind powering down the video screen when the computer is inactive for more than a short period of time or placing wireless connectivity capabilities (e.g., Bluetooth, Wi-Fi, WAN, etc.) or other non-essential peripherals in standby mode when they are not required.
[0005] A growing application for rechargeable batteries is that of electric vehicles. All-electric and hybrid vehicles, however, present a number of engineering challenges, primarily due to the need for the rechargeable battery pack of such a vehicle to meet the consumers’ expectations relative to performance, range, reliability, lifetime and cost.

BRIEF DESCRIPTION OF THE DRAWINGS
[0006] The detailed description is described with reference to an embodiment of a method of controlling charging of power source. The same numbers are used throughout the drawings to reference like features and components.
[0007] Figure 1 illustrates a top perspective view of a two wheeled vehicle in accordance with an embodiment of the present invention.
[0008] Figure 2 illustrates a schematic diagram for communication in a vehicle in accordance with an embodiment of the present invention.
[0009] Figure 3 illustrates a flow chart disclosing the decision-making process of the VCU to arrive at a particular Path in accordance with an embodiment of the present invention.
[00010] Figure 4 illustrates a flow chart disclosing the Path A selected by the VCU to provide indication to the user in accordance with an embodiment of the present invention.
[00011] Figure 5 illustrates a flow chart disclosing the Path B selected by the VCU to provide indication to the user in accordance with an embodiment of the present invention.
[00012] Figure 6 illustrates a flow chart disclosing the Path B selected by the VCU to provide indication to the user in accordance with an embodiment of the present invention.
DETAILED DESCRIPTION
[00013] Conventionally, it is known, that any electric vehicle’s dependency on a battery is indispensable, which means that the battery energy should be always available for the vehicle, to drive the vehicle. Currently, vehicles, have two types of modes of driving, i.e., an eco-mode also known as economical mode, and a power mode.
[00014] Some known arts suggest that “eco mode” aims at increasing the fuel efficiency by reducing the acceleration levels of the vehicle by altering the current limits of the vehicle, so that the user can drive the vehicle for a longer period. Here reduction of acceleration levels imply that the accelerator will not be as sensitive as during normal conditions of driving and, therefore, the use of fuel while giving acceleration is optimized. Mostly, this feature is useful during stop-and-go situations where the user has to take many breaks while driving. This is also used in situations where at any instance of time the fuel status in the vehicle is low than desired. Moreover, “eco mode” can also regulate the power provided to vehicle’s air conditioning system and other accessories to further increase the fuel efficiency.
[00015] Other known arts, disclose about “power mode”, which sharpens the throttle response of the vehicle approximately up to 25%. This sharpening of the throttle response aids in improving acceleration of the vehicle to provide a more spirited driving experience. For example, under a 50% throttle, a vehicle in power mode can knock 1.7 seconds off the acceleration time from 31mph to 50mph or 50km/h to 80km/h. While using this mode, although, the user can achieve maximum utilization of battery currents for high vehicle performance, but at the same time battery gets discharged within a short period of time. Therefore, power mode consumes a considerably huge amount of fuel to improve the desired acceleration.
[00016] However, none of the known arts suggest or disclose a type of mode for a vehicle, where availability of the battery, i.e, usage time of the battery, is increased or the battery usage is optimized without compromising with the performance when the vehicle is driven for a long period of time, particularly in the case of a three-wheeler vehicle.
[00017] Therefore, there is a need of a type of mode, wherein the user wants to make use of the battery most of the time or where usage hours of the vehicle are more. In such situations the foremost requirement of the user is to reduce the rest time or idle time of the vehicle.
[00018] Herein the idle time of the vehicle relates to the time, in which the user is unable to charge the battery of the vehicle, because of the temperature limitations of the battery. This is because, when a user continuously rides a vehicle solely running on the battery, for a long period of time until the battery discharges or is near discharging. Such continuously used discharged batteries or near discharging batteries tend to heat up to a substantial high temperature due to the continuous driving. Then in such scenarios, the user cannot charge the battery until the battery cools down up to an optimum temperature, else charging the heated battery in worst case scenario can make the battery blast and cause accidents and mishappening.
[00019] Since the battery is required to be cooled down up to an optimum temperature before charging the battery, the idle time of the vehicle automatically increases. Therefore, the total reduced vehicle usage time or the total time in which the vehicle cannot be driven is the time required to cool down the battery, i.e., idle time and the time required to charge the battery. Such reduced vehicle usage time creates inconvenience for the user.
[00020] Moreover, often heating of the battery also compromises with the overall life of the battery, as the life of the battery becomes less if it is often heated up more than the required temperature. Therefore, the overall performance of the vehicle is also negatively impacted.
[00021] Hence, there is a need of a method of controlling charging of power source that ensures longer utilization of the power source, without compromising with the performance of the power source.
[00022] Hence, there is a need of addressing the above circumstances and other problems of known arts.
[00023] The present subject matter has been devised in view of the above circumstances as well as solving other problems of the known art.
[00024] The present subject matter discloses in an embodiment, a method of controlling charging of power source comprising at least one control unit, at least one battery management system, and one or more ambient temperature sensor. The at least one battery management system senses temperature of a battery and state of charge of the battery. The at least one battery management system communicates both the temperature of the battery and the state of charge of the battery to at least one control unit. The one or more ambient temperature sensor senses ambient temperature of the battery. The one or more ambient temperature sensor communicates the ambient temperature to at least one control unit.
[00025] In an aspect of the present embodiment, at least one control unit estimates rate of the rise in temperature of the battery. The at least one control unit indicates to a user to keep using the battery or charge the battery, based on a pre-defined path selected by at least one control unit among a plurality of pre-defined paths provided by the method of controlling charging of power source.
[00026] In another aspect of the present embodiment, the method of controlling charging of power source is operative when the user selects a first mode, for example an intelligent automated mode among a plurality of modes provided on a display unit.
[00027] In another aspect of the present embodiment, at least one control unit indicates to the user about the first mode, for example the intelligent automated mode, being operative, by means of the display unit.
[00028] In another aspect of the present embodiment, the charging of the battery includes normal charging or fast charging of the battery.
[00029] In an alternate embodiment of the present subject matter, at least one control unit includes a vehicle control unit.
[00030] In an alternate embodiment of the present subject matter, at least one battery management system includes one or more ambient temperature sensor.
[00031] In an alternate embodiment of the present subject matter a vehicle comprises a system using the method of controlling charging of power source.
[00032] In an alternate embodiment of the present subject matter, the present subject matter includes a method of controlling charging of power source. The method includes: a) displaying a plurality of user accessible operational modes, wherein at least one of the plurality of user accessible operational modes being the first mode, providing a selection means for a user to select a preferred mode from said plurality of user accessible operational modes; b) displaying an indication to the user, wherein the user selects the first mode, c) sensing of ambient temperature and battery temperature by at least one control unit, d) selecting a path A, when at least one control unit confirms that both ambient temperature and the temperature of the battery is less than a first threshold temperature, e) selecting a path B, when at least one control unit confirms that the ambient temperature is greater than the first threshold temperature, and the battery temperature is less than the first threshold temperature, f) selecting the path B, when at least one control unit confirms that the ambient temperature is greater than the first threshold temperature, g) indicating to perform an action to the user, wherein performing of the action includes either charging the battery normally, or fast charging the battery or keep using the battery, h) indication of performing the action depends upon the selection of either the path A or the path B by the at least one control unit.
[00033] In an alternate embodiment, plurality of user accessible operational modes includes an eco-mode and a power mode.
[00034] In alternate embodiment, performing of action of keep using the battery includes keep using the battery by means of keep driving a vehicle.
[00035] In another aspect of the present embodiment, the path A include, a) calculating rate of rise of temperature, wherein the control unit calculates the rate of rise of temperature, b) comparing state of charge of the battery by the at least one control unit with a pre-defined state of charge minimum when the rate of change of battery temperature being not critical, wherein the user being indicated to charge the battery normally when the state of charge of the battery is lesser than the state of charge minimum, and wherein the user is indicated to keep using the battery when the state of charge of the battery is greater than the state of charge minimum; c) comparing state of charge of the battery with a pre-defined state of charge optimum when the rate of change of battery temperature being critical, wherein, the user being indicated to charge the battery normally when the state of charge of the battery is lesser than the state of charge optimum, and wherein user being indicated to keep using the battery when the state of charge of the battery is greater than the state of charge optimum.
[00036] In another aspect of the present embodiment, wherein the path B includes, a) calculating rate of rise of temperature, wherein at least one control unit calculates the rate of rise of temperature; b) comparing state of charge of the vehicle by said at least one control unit, with a pre-defined state of charge minimum when the rate of change of battery temperature being critical, wherein the user being indicated to charge the battery normally when the state of charge of the battery is lesser than a state of charge minimum, c) at least one control unit compares the state of charge minimum with a first state of charge and the battery temperature with a second threshold temperature, wherein the user being indicated to fast charge the vehicle until the state of charge optimum is reached, when the state of charge minimum is lesser than the first state of chargeand the battery temperature is lesser than the second threshold temperature and, d) the state of charge minimum is greater than the first state of charge and the battery temperature is greater than the second threshold temperature, the user is indicated to keep using the battery; e) comparing state of charge of the vehicle by at least one control unit, with a pre-defined state of charge optimum when the rate of change of battery temperature being not critical, wherein the state of charge of the battery is greater than a state of charge optimum, the user being indicated to keep using the battery, f) the state of charge of the battery is lesser than state of charge optimum, the at least one control unit compares the state of charge minimum with first state of charge and the battery temperature with the second threshold temperature, g) the user being indicated to charge the battery normally when the state of charge minimum is greater than the first state of charge and the battery temperature is greater than the second threshold temperature, and h) the user being indicated to fast charge the battery until said state of charge optimum is reached when the state of charge minimum is lesser than the first state of charge and the battery temperature is lesser than the second threshold temperature.
[00037] Exemplary embodiments detailing features regarding the aforesaid and other advantages of the present subject matter will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the following description set out hereunder. Rather, the following description provides a convenient illustration for implementing exemplary embodiments of the invention. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof. Further, it is to be noted that terms “upper”, “down”, “right”, “left”, “front”, “forward”, “rearward”, “downward”, “upward”, “top”, “bottom”, “exterior”, “interior” and like terms are used herein based on the illustrated state or in a standing state of the two wheeled vehicles with a user riding thereon. Furthermore, arrows wherever provided in the top right corner of figure(s) in the drawings depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicates rear direction, an arrow Up denotes upward direction, an arrow Dw denotes downward direction, an arrow RH denotes right side, and an arrow LH denotes left side. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
[00038] Figure 1 illustrates a top perspective view of a two wheeled vehicle (100) in accordance with an embodiment of the present invention. The straddle-ride type vehicle 100 according to the current invention is provided with a power unit (not shown), for example, a battery, that generates the power required to propel the vehicle forward, and a frame (not shown), which further includes a front frame, a central frame and a rear frame joined together to form the frame, and a power transmission unit 101, which transfers the power generated by the power unit to the rear wheel 102, and a front wheel 103 at front portion of the vehicle below the front frame 103 which is steerable by the user, and a handle bar unit 104 comprising of a left handle bar grip and a right handle bar grip which the user can use to steer the front wheel 103 in the desired direction, and a front suspension unit (not shown) for smooth force transmission to the front wheel 103, and a rear suspension unit (not shown) for smooth force transmission to the rear wheel 102. The front frame includes a head tube (not shown) and a down tube (not shown); the head tube supports the front suspension unit, which further support the handlebar unit 104 in a steerable manner and the down tube extends rearward and downward of the head tube. The central frame has two tubes (not shown) on the left and right of the vehicle extending away from each other in a rearward direction. The left and right tubes are connected by a cross frame (not shown) extending in vehicle width direction. These left and right tubes further extend rearward and upward to form the rear frame, which supports other units of the vehicle 100 at the rear portion.
[00039] A front cowl unit 105 is provided ahead of the head tube for covering the head tube when viewed from front of the vehicle 100. A leg shield 106 extending downwards from the head tube, covers the head tube and down tube from the rear side. A front fender 107 is provided above the front wheel 103, in the vicinity of the front suspension unit, to prevent mud splashing onto the internal components of the vehicle 100 at the front portion. A handlebar rear cowl unit 108, at least partly covers the handlebar unit 104, from the rear side. A handlebar front cowl unit 109 at least partly covers the handlebar unit 104 from front side. A headlamp unit (not shown) is disposed on the handlebar front cowl unit 109 and usually mirror units (not shown) are disposed on the handlebar unit 104 through the handlebar front cowl unit 109. An interfacing portion of the handlebar front cowl unit 109 and the handlebar rear cowl unit 108 has a cut-out zone (not shown) on left side and right side for projecting the left handlebar grip and right handlebar grip (not shown) respectively. A vehicle information display unit 110 is mounted on the handlebar rear cowl unit 108 substantially behind the handlebar front cowl unit 109. A leg resting panel 111 is provided above the central frame to cover a top portion of the central frame and a bottom cowl (not shown) is provided below the central frame to cover a bottom portion of the central frame.
[00040] On the rear side, a trunk unit (not shown) is disposed, at the space between the left and right tubes at the rear portion of the vehicle 100, to store articles such as laptop, documents, and files and so on. The trunk unit is mounted onto the cross tube at the front zone and rear zone, thus getting supported by the rear frame. A seat unit 112 is provided, above the trunk unit and extending throughout the rear frame, for the user to sit over and maneuver the vehicle 100. The seat unit 112 is mounted onto the vehicle 100 through a hinge unit, provided on the trunk unit, such that the seat 112 can be opened by rotating it about the hinge unit to provide access to the storing space on the trunk unit. In an embodiment, the left side of vehicle frame includes a slot (not shown) which is provided to mount a charger socket (not shown). The charger socket is mounted using an adapter plate (not shown) and at least one bracket (not shown), for example a cabin bracket using one or more fastener. In another embodiment, a Hydraulic and Electronic Control Unit (HECU) is fastened to a sheet metal bracket containing at least two mounting bolts welded to it. This sheet metal bracket is fastened to a vehicle frame, by means of fasteners on designated slots with internal threads provided.
[00041] A side cowl unit 113 is provided on the left and right sides of the rear frame so as to cover the internal components when viewed from left side of the vehicle 100 and right side of the vehicle 100 respectively. A front cover 113 is disposed ahead of the trunk unit and below the seat unit 112 to cover the internal components, such as the power unit, frame in a vehicle perspective view. A rear cover 115 is provided rearward to the rear frame and an opening formed by assembling the rear cover 115 and the side cowl unit 113 is used to place a tail lamp unit 116 on the rear side. A rear fender 117 is disposed above the rear wheel 102 to prevent mud splashing onto internal components while riding.
[00042] The figure illustrates a vehicle display unit 110 being disposed within a first plane (MN), substantially in between the handlebar unit 104 of the vehicle 100. The first plane (MN) is the horizontal plane defined in between the dotted lines M and N present above the handlebar rear cowl unit 108 and substantially adjacent to the handlebar front cowl unit 109.
[00043] The vehicle display unit 110 acts as an indicating means to the user for displaying vehicle operational information. These vehicle’s operational information includes indicating a plurality of user accessible operational modes, i.e., an eco-mode, a power mode, and a first mode, herein called as “an intelligent automated mode”.
[00044] In the “eco mode” the electric current limits being transferred to the vehicle 100 are altered in an optimized manner so that the overall performance of the vehicle 100 decreases and at the same time the user can ride the vehicle for a longer period. In the “power mode”, the user can achieve maximum utilization of a battery’s currents for high vehicle performance. But while using this mode the power source, for example the battery, of the vehicle is drained out within a short span. Both the eco mode and the power mode are already known in the art.
[00045] The present claimed invention discloses about a method of controlling charging of power source, for example a battery. This method of controlling charging of power source ensures maximum utilization of the power source, for example a battery, even when the vehicle 100 is driven for a longer period of time without compromising with the overall performance of the vehicle 100.
[00046] As per another embodiment, the vehicle display unit 110 can indicate at least one of the above discussed user accessible modes, which includes the first mode.
[00047] Figure 2 illustrates a schematic diagram for communication in a vehicle 100 in accordance with an embodiment of the present invention. The present claimed invention is a combination of hardware and software, such that the software interacts with the hardware of the vehicle 100. The hardware of the present claimed invention includes at least one battery management system (BMS) 202, one or more ambient temperature sensor 203, at least one vehicle control unit (VCU) 201, at least one motor controller (MCU) 204, and the display unit 110.
[00048] The BMS 202, is an important part of battery and it plays a major role throughout the life of the battery. The BMS 202 being an integral part of the battery communicates with the VCU 201. The BMS 202 senses major parameters of the battery like temperature, State of Charge (SoC) of the battery, discharging currents, charging currents etc. which are being used to decide optimum operation of the battery. Some of the important functions of the BMS 202 are cell balancing, thermal derating, cutting off of power to the vehicle 100 when temperature of the battery reaches a predefined limit, controlling the coolant flow rate etc. The SoC of the vehicle 100 is the level of charge of the battery relative to the battery’s capacity.
[00049] The VCU 201 acts as a central control unit to the vehicle 100. The VCU 201 interfaces with all the electronic control units of the vehicle 100. The VCU 201 is mainly responsible for controlling the charging of the battery by means of the BMS 202 and thereby communicating the charging related parameters of the BMS 202 to an external charging station. The VCU 201 also manages complete fault diagnostics of the vehicle control units.
[00050] The MCU 204 is responsible for driving an electric motor (not shown) of the vehicle 100. The MCU 204 gets interfaced with the VCU 201 for critical vehicle drivability modes. The VCU 201 also gives important information like motor torque, motor rpm, motor current and voltages.
[00051] The Ambient temperature sensor 203 senses the air temperature of the environment outside the vehicle 100 and conveys it to the VCU 201.
[00052] The Display unit 110 is a vehicle display system which indicates critical parameters of the vehicle 100 to the user visually. Such critical parameters include vehicle charge status, distance that can be covered with the charge status, speed of the vehicle, power mode, eco mode and as per present claimed invention the third type of user accessible operational mode “the intelligent automated mode”.
[00053] In the present subject matter, when the first user accessible operational mode, i.e., “the intelligent automated mode”, is selected the above-mentioned elements communicate with each other and on the basis of the pre-defined paths selected by the VCU 201, the VCU 201 suggests the user by means of the display unit 110 of the vehicle 100, whether to keep using the battery, for example keep using the battery by continuing driving the vehicle, fast charge the vehicle 100 or normally charge the vehicle 100.
[00054] As per the present claimed invention the one or more ambient temperature sensor 203 can either be an independent external sensor or can also be a part of the BMS. When the user selects the first type of user accessible operational mode, i.e., “the intelligent automated mode”. The battery temperature and the SoC is sensed by the BMS 202, and the ambient temperature sensor senses the ambient temperature. Herein, in an embodiment the battery temperature implies the mean temperature of the cells of the battery.
[00055] The ambient temperature, the battery temperature and the SoC are conveyed in form of signals to the VCU 201. Then the VCU 201 on the basis of the received signals, calculates the rate of the rise in temperature of the battery while the user is riding the vehicle and then the VCU 201 indicates the user whether to keep using the battery/ keep driving, charge the battery normally or fast charge the battery, based on a pre-defined path selected among the plurality of pre-defined paths provided by the method of controlling charging of power source.
[00056] Figure 3 illustrates a flow chart disclosing the decision-making process of the VCU 201 to arrive at a particular Path in accordance with an embodiment of the present invention. In an embodiment, a vehicle includes a display unit 110 (shown in Figure 2) displaying a plurality of user accessible operational modes. The plurality of user accessible operational modes includes an eco-mode, a power mode and a first mode, i.e., the intelligent automated mode. The display unit 110 also provides a selection means for a user to select a preferred mode. Once the user has selected the first mode, the display unit 110 indicates selection of the first mode by means of an indicator, to indicate the user that the selected mode is “ON”. Then the VCU 201 first checks whether the ambient temperature is greater than a first threshold temperature 303 or not. Herein the first threshold temperature ranges between 33 °C and 37 °C.
[00057] If yes 301, i.e., if the ambient temperature is greater than the first threshold temperature 303 then the Path B 500 is selected to be processed further by the VCU 201. If No 302, i.e., if the ambient temperature is less than first threshold temperature 303 then the VCU 201 checks that whether the battery temperature is greater than first threshold temperature 304 or not. If yes 301, i.e., if the ambient temperature is less than the first threshold temperature and the battery temperature is greater than first threshold temperature 304, then again Path B 500 is selected to be processed further by the VCU 201. If No 302, i.e if both the ambient temperature and the battery temperature is less than the first threshold temperature, then the Path A 400 is selected to be processed further by the VCU 201.
[00058] Figure 4 illustrates a flow chart disclosing the Path A 400 selected by the VCU 201 to provide indication to the user in accordance with an embodiment of the present invention. The Path A 400 is selected by the VCU 201 if both the ambient temperature and the battery temperature are less than the first threshold temperature, i.e., between 33°C and 37°C. Then the VCU checks that whether the rate of change of battery temperature is critical or not 401 while driving the vehicle 100, by calculating the rate of change of battery temperature 401. Herein, if the rate of change of battery temperature 401 is considered critical, i.e. Yes 402, when the temperature of the battery rises either more than or equal to 0.5 °C per minute. Herein, the rate of change of battery temperature 401 is considered not critical, i.e., No 302, when the temperature of the battery rises less than 0.5 °C per minute.
[00059] If the rate of change of battery temperature 401 while driving the vehicle 100 is not critical, i.e. No 302, then the VCU 201 checks next condition that whether the SoC is less than a SoC minimum 403 or not. Herein SoC minimum can be within a range of 5% and 10% charge of the battery. If the SoC is less than the SoC minimum 403, i.e, Yes 301, then the VCU 201 sends a signal on the display unit 110 to indicate the user to charge the battery of the vehicle normally 407. Herein, it can be said that the criticality of the rate of change of battery temperature is approximately directly proportion with the rate of draining of battery charge.
[00060] Therefore, in this condition, both the ambient temperature and the battery temperature are below the threshold temperature; and also, the rate of change of battery temperature is not changing critically, hence the rate of draining of charge of battery is not critical; but the state of charge of the vehicle 100 is less than the pre-defined state of charge minimum. Hence, it is understood that though the battery charge is not draining critically but the battery requires to be charged, therefore, it is advisable to charge the battery normally 407.

[00061] If the SoC is more than the SOC minimum 403, i.e, No 302, then the VCU 201 sends a signal on the display unit 110 to indicate the user to keep using the battery/ keep driving the vehicle 406. Therefore, in this condition, both the ambient temperature and the battery temperature are below the threshold temperature; and, the rate of change of battery temperature is not changing critically, hence the rate of draining of charge of battery is not critical; and the state of charge of the vehicle 100 is also not less than the pre-defined state of charge minimum 403. Hence, the user can keep using the battery 406.
[00062] If the rate of change of battery temperature 401 while driving the vehicle 100 is critical, i.e., Yes 301 then the VCU 201 checks next condition which is, that whether the SoC is less than a SoC optimum 402 or not. Herein SoC optimum can be within a range of 30% and 55% charge of the battery. If the SoC is less than the SoC optimum 402, i.e, Yes 301, then the VCU 201 sends a signal on the display unit 110 to indicate the user to charge the battery of the vehicle normally 407.
[00063] In this condition, both the ambient temperature and the battery temperature are below the threshold temperature; but the rate of change of battery temperature is changing critically, hence the rate of draining of charge of battery may be critical; and the state of charge of the vehicle 100 is less than the pre-defined state of charge optimum. Hence, the battery charge is already less and there is a chance that the battery charge may drain rapidly too, therefore, it is advisable to charge the battery normally 407.
[00064] Moreover, in this condition, the user is advised to charge the battery normally 407 because, when the rate of rise of temperature 401 of the battery during driving is critical 405, then there are chances that the battery temperature might reach up to 50 °C by the time it is fully discharged. Thus, a considerable amount of idle time will be required to cool the battery up to an optimum temperature, so that the battery can be recharged.
[00065] Therefore, it is desired to start charging the battery while battery temperature is still within charging limits and before it gets completely discharged. So that exponential rise of the battery temperature can be prevented and thus the idle time required to cool the battery can be obviated.
[00066] If the SoC is more than the SoC optimum 402, i.e, No 302, then the VCU 201 sends a signal on the display unit 110 to indicate the user to keep using the battery/ keep driving the vehicle 406.
[00067] In this condition, both the ambient temperature and the battery temperature are below the threshold temperature; but the rate of change of battery temperature is changing critically, hence the rate of draining of charge of battery may be critical; but the state of charge of the vehicle 100 is more than the pre-defined state of charge optimum. Since, the battery charge is optimum, therefore, the user can use the battery normally.
[00068] Figure 5 illustrates a flow chart disclosing the Path B 500 selected by the VCU 201 to provide indication to the user in accordance with an embodiment of the present invention. The Path B 500 is selected by the VCU 201 if the ambient temperature is greater than the first threshold temperature, i.e., within 33°C and 37°C; or when the ambient temperature is less than the first threshold temperature and the battery temperature is more than the first threshold temperature, i.e., within 33°C and 37°C.
[00069] Then the VCU checks that whether the rate of change of battery temperature 501 while driving the vehicle 100 is critical or not critical. Herein, the rate of change of battery temperature 501 is considered critical, when the temperature of the battery rises either more than or equal to 0.5 °C per minute. Herein, the rate of change of battery temperature 501 is considered not critical, when the temperature of the battery rises less than 0.5 °C per minute.
[00070] If the rate of change of battery temperature 501 while driving the vehicle 100 is not critical, i.e., No 302, then the VCU 201 checks next condition that whether the SoC is less than a SoC optimum 503 or not. Herein SoC optimum can be within a range of 30% and 55% charge of the battery. If the SoC is more than the SoC optimum 503, i.e, No 302, then the VCU 201 sends a signal on the display unit 110 to indicate the user to keep using the battery/ keep driving the vehicle 406.
[00071] In this particular condition, either the ambient temperature is greater than the first threshold temperature, which implies that the battery temperature can also be greater than threshold temperature or the ambient temperature is less than the first threshold temperature, but the battery temperature is more than the first threshold temperature. So, in both condition, there are chances that the battery temperature is more than the threshold temperature.
[00072] Now, when it is estimated that the rate of change of battery temperature is not changing critically, hence the rate of draining of charge of battery is not critical; and the state of charge of the vehicle 100 is also not less than the pre-defined state of charge optimum. Hence, the user can keep using the battery 406, because there is no instant threat of battery getting discharged.
[00073] If the SoC is less than the SoC optimum 503, i.e, Yes 301, then the VCU 201 checks for a second condition. Now the VCU 201 checks that whether the SoC is more than SoC minimum, and is less than a first SoC, i.e., SoC within 25% and 30% charge of the battery; and the battery temperature is less than a second threshold temperature, i.e., temperature within 38 °C and 40 °C, or not 504. Herein SoC minimum can be within a range of 5% and 10% charge of the battery. If this second condition 504 is satisfied, i.e., Yes 301 then the VCU 201 sends a signal on the display unit 110 to indicate the user to fast charge the battery (charge the battery by 1C or 0.7 C) of the vehicle 505 until optimum SoC is reached. If this second condition 504 is not satisfied, i.e., No 302 then the VCU 201 sends a signal on the display unit 110 to indicate the user to charge the battery by 1C of the vehicle normally 407.
[00074] Such fast charging until SoC optimum is reached 505 is suggested by the present method because, it is considered that since the rate of change of battery temperature is not critical but the SoC is below SoC optimum. And since the SoC is more than SoC minimum and less than the first SoC and the battery temperature is less than the second threshold temperature. Then the battery can be fast charged up to SoC optimum, as fast charging of the battery will not increase the temperature of the battery when both the above SoC and battery temperature are satisfied. If any of the SoC or the battery temperature is not satisfied, then it is suggested to normally charge the battery, otherwise the battery temperature can rise dramatically.
[00075] If the rate of change of battery temperature 501 while driving the vehicle 100 is critical, i.e., Yes 301, then the VCU 201 checks that whether the SoC is less than a SoC minimum 502 or not. Herein SoC minimum can be within a range of 5% and 10% charge of the battery. If the SoC is less than the SoC minimum 502, i.e, Yes 301, then the VCU 201 sends a signal on the display unit 110 to indicate the user to charge the battery of the vehicle normally 407. Here normal charging is suggested because, in this condition, either the ambient temperature is greater than the first threshold temperature, which implies that the battery temperature can also be greater than threshold temperature or the ambient temperature is less than the first threshold temperature, but the battery temperature is more than the first threshold temperature. So, in both condition, there are chances that the battery temperature is more than the threshold temperature. Also, the rate of change of battery temperature is critical, i.e., the rate of battery draining is also critical; and the SoC is also at its least charge. Therefore, in this condition, where the battery temperature is already high, fast charging would further increase the battery temperature.
[00076] If the SoC is greater than the SoC minimum, i.e, No 302, then the VCU 201 checks for another condition. The VCU 201 checks whether the SoC is more than SoC minimum, and is less than a first SoC, i.e., SoC within 25% and 30% charge of the battery; and the battery temperature is less than a second threshold temperature, i.e., temperature within 38 °C and 40 °C, or not 504. Herein SoC minimum can be within a range of 5% and 10% charge of the battery. If this second condition 504 is satisfied, i.e., Yes 301 then the VCU 201 sends a signal on the display unit 110 to indicate the user to fast charge the battery (charge the battery by 1C or 0.7 C) of the vehicle 505 until optimum SoC is reached. If the second condition 504 is not satisfied, i.e., No 302 then the VCU 201 sends a signal on the display unit 110 to indicate the user to keep using the battery/ keep driving the vehicle 406.
[00077] Such fast charging until SoC optimum is reached 505 is suggested by the present method because, it is considered that since the rate of change of battery temperature is critical, but the SoC is greater than SoC minimum, i.e., there is no instant requirement of charging the battery. And also, since the SoC is more than SoC minimum and less than the first SoC and the battery temperature is less than the second threshold temperature. Then the battery can be fast charged up to SoC optimum, as in this condition, the fast charging of the battery will not increase the temperature of the battery. If any of the SoC or the battery temperature is not satisfied, then it is suggested to normally charge the battery, otherwise the battery temperature can rise dramatically.
[00078] The present subject matter aids in obviating the idle time of a power source, for example a battery, without changing the battery design. The present subject matter will aid in increasing availability of energy in the battery, increasing mileage of the vehicle and therefore ultimately increasing market attractiveness. In an alternate embodiment the present subject matter is applicable to electric vehicles as well as hybrid electric vehicle.
[00079] As per another embodiment the present subject matter is applicable to all two wheelers, three wheelers and four wheelers.
[00080] As per another embodiment the present subject matter is applicable to systems other than a vehicle, for example a refrigerator.
[00081] As per an alternate embodiment, a control unit 201 comprises of a plurality of modules. At least one of the plurality of modules senses temperature of a power source, and state of charge of the power source. At least one of the plurality of modules communicates both the temperature of the power source and the state of charge of the power source to the control unit 201; and at least one of the plurality of modules senses ambient temperature of the power source. At least one of the plurality of modules communicates the ambient temperature to the control unit 201. The control unit 201 estimates rate of the change of power source temperature and, wherein the control unit 201 indicates to a user to keep using the power source or charge the power source based on a pre-defined path selected by the control unit (201) among a plurality of pre-defined paths provided by at least one of the plurality of modules using a method of controlling charging of the power source.
[00082] Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.

LIST OF REFERENCE NUMERAL

100: Vehicle
101: Transmission unit
102: Rear wheel
103: Front wheel
104: Handle bar unit
105: Front cowl unit
106: Leg shield
107: Front fender
108: Handlebar rear cowl unit
109: Handlebar front cowl unit
110: Display unit
111: Leg resting panel
112: Seat unit
113: Side cowl unit
114: Front cover
115: Rear cover
116: Tail lamp unit
117: Rear fender
MN: First plane
201: Vehicle Control unit
202: Battery Management System
203: Ambient temperature sensor
204: Motor controller
301: Yes
302: No
303: Ambient Temperature < 1st threshold temperature
304: Battery temperature < 1st threshold temperature
400: Path 1
401, 501: Rate of change of temperature critical or not
402, 503: SoC