DESC:FIELD OF THE INVENTION
[001] This invention relates to a security system, particularly for electric batteries.

BACKGROUND TO THE INVENTION
[002] Batteries are typically expensive, are typically (though not always) intended to be used in groups and are typically intended to be rechargeable. This gives rise to two problems. Firstly, batteries are subject to theft and it would be desirable to avoid this with a number of options for anti-theft protection being available. The expense of high quality batteries may also create a temptation to replace these with inferior versions which may not include the safety features described below.

[003] Secondly, the use of batteries in groups and/or the requirement for recharging raise a number of safety issues. It is known, for example, that batteries may catch fire or explode due to overcharging, overcurrent of external impacts. Safety elements may be included to prevent such hazards but there is a temptation to produce electric batteries of lower cost without safety elements. Even for batteries used for wireless and electronic devices, a problem with inferior quality batteries. As described in US Patent Application No. 20070072014, in the case of batteries having no safety elements, there is a high possibility of danger in that the batteries can catch fire or explode due to abnormal operation of the batteries. It has occasionally been reported that non-genuine product batteries have exploded during the use of mobile electronic devices while the non-genuine product batteries were mounted in the devices. Where the electric batteries are to be used in a road vehicle, potentially travelling at high speed, these problems are compounded.

[004] The safety problems are magnified also by the requirement that an electric vehicle battery module include a group of electric batteries. Such electric batteries are connected through a junction box and dangers will arise if batteries with different electrical characteristics are used within an application, for example the electric vehicle battery module.

[005] The Applicant believes that the above listed problems are more acute for electric vehicles: one of the major applications for electric batteries. A strong trend to electric vehicle manufacture and use is now becoming evident as concerns with climate change and availability of fossil fuels become evident. Electric vehicles include at least one but more typically a number of batteries, each including a large number of electric cells. The number of batteries required for an application is driven largely by the required vehicle range. At the present time, readily available batteries remain bulky and this may limit their use particularly where desired vehicle range conflicts with small vehicle size.

[006] It is an object of the present invention to provide an electric battery security system that addresses these problems and reduces, to significant expense, unauthorised applications of an electric battery, for example through theft or unsafe usage.

SUMMARY OF THE INVENTION
[007] With this object in view, the present invention in one aspect provides a security system for electric batteries comprising:
more than one electric batteries having an identification code corresponding with an authorised application device; wherein the application device has an application device code;
at least one controller for controlling the co-operation of the more than one electric battery with a further electric component associated with the application device;
wherein, when the controller detects attempted co-operation between the electric batteries with said further electric component, the controller demands the identification code and prevents co-operation between the electric batteries and the further electric component if the identification code and the application device code is not matched.

[008] The identification code may take a number of forms and may be unique or non-unique being shared with one or more further batteries, particularly where the batteries are intended to be used as a set, that is paired, this term not limiting the number of batteries in the set. Each battery will have a unique identification code as well which is not to be confused with the battery set identification code. The identification code could be a digital code or form part of an RFID (Radio Frequency Identification) system. Similarly, application device code may be provided in a digital form and may be generated by encrypting the manufacturing details which helps in easy identification of the application device. Alternatively, the application device code may also be a code of the electric component for example, in case of electric vehicle the application device code may be a code of a vehicle i.e. Vehicle Identification Number (VIN) or an electric motor or of any other associated component of the vehicle.

[009] The electric battery may include an encryption engine for generating or storing the identification code and a transmitter for sending the identification code to the controller. The transmitter for sending the identification code to the controller may include various modes of transmitting data such as telecommunication networks or by internet. External diagnostic devices or remote server can also be used to generate, read and store Identification codes. The identification code could be re-generated if required using a suitable algorithm by authorized personnel.

[010] Optionally, during the initial process of generating a unique identification code for a set of batteries, the state of charge (SOC) or State of health (SOH) of each battery being paired is checked by the controller. If SOC/ SOH is within predefined limits then only the pairing and generation of a unique identification code is allowed. If SOC/ SOH is not within the limits then pairing of such batteries is not allowed or if allowed then an indication is provided to the user. Similarly, various other parameters of batteries may be included in this check such as type of battery, capacity of battery, battery make etc.

[011] The further electric component could also take a number of forms based on the application. The further electric component could be a charging unit for charging electric battery; the further electric component could also include one or more electric batteries with which the at least one electric battery is intended to co-operate. In this case, the controller could demand identification codes for each of the electric batteries and prevent co-operation between the electric batteries if an incorrect series of codes (or an incorrect shared code for the set of batteries) is provided. In this sense, the system provides a battery authentication system, the joint use of unauthenticated batteries being in itself an unauthorised application. The controller may demand a battery identification code on various occasions; for example in an electric vehicle it can demand the identification code at the start of vehicle operation, at the timing of charging batteries or at a predetermined intervals.

[012] The further electric component could be the electric motor of an electric vehicle or the electronically lockable charging point of such electric vehicle. In these cases, the electric motor or charging point can be rendered inoperable if the identification code is incorrect. In another mode, a drive mode may not be initiated in the case of an incorrect identification code thus preventing theft or temptation to use incorrect /inferior quality of battery.

[013] The at least one controller may form part of the battery or may be a separate component for example on board in an electric vehicle, external to the electric vehicle (including a remote server) or include control modules located in one or more of these locations. The controller may allow information transfer between the battery and other control units. For example, the controller could include a vehicle control unit for an electric vehicle. It could also include a computer system for servicing electric batteries and include a database for storing the history of particular electric batteries, for example the recharging history or state of charge in the case of rechargeable electric batteries. The controller could include a mobile device which may be handheld device with an identification code reader to allow service personnel to read, change and check the identification code of the at least one electric battery.

[014] In a second embodiment of the invention, the controller may include a remote server capable to receive, read and store the identification code (along with other vehicle or battery details such as SOC but not limited to this), process and send an output control command for controlling the battery operations and controlling the application. At the start of vehicle or every charging cycle the identification code of battery is desirably transmitted to the remote server for authentication using a telecommunication network or internet. Conveniently, a GSM SIM may be installed on a battery for transmitting details to the remote server. Alternatively 3G or 4G communication devices could also be used, typically with encryption. The remote server then compares the received code and vehicle or battery details with stored data and sends an authentication signal to the vehicle control unit (VCU) to allow the batteries to operate if the received and stored data matches.

[015] The controller may issue an alarm signal if the identification code is incorrect. Where the electric battery forms part of an electric vehicle battery module, the controller may detect abnormal handling patterns and issue an alarm signal. The controller response may also initiate other corrective actions, for example disabling the electric battery from use in an unauthorised application. This option is effective as a deterrent against theft and may be integrated with other security features such as an electric vehicle alarm system. Another situation involves control over electric battery service life. Each electric battery has a service life beyond which performance may become unreliable or hazards may increase. The system prevents use of the electric battery beyond this timeframe and the controller may be configured to issue an alarm signal/ notification or service call, for example to an electric vehicle driver or a service centre in good time to avoid inconvenience.

[016] According to another embodiment, other details in case of electric vehicles may be also be transmitted to controller or remote server or cloud other than identification code and SOC/ SOH such as fault information, vehicle location, timing, vehicle speed or distance travelled etc. which may be used in various occasions including battery authentication. The identification code may be suitably combined with various vehicle parameters such as odometer reading, vehicle location, time etc. During authentication, these vehicle parameters may also be verified by the controller with pre-set conditions and authentication signal is generated only if the pre-set conditions are matched. For example, the pre-set condition may be whether vehicle location is within a specified distance or odometer value equals or exceeds pre-set value etc.

[017] The at least one battery desirably includes a safety element such as a protection circuit module for connection between the battery and external charging terminals, for example as provided at a charging station. The at least one battery is conveniently connected to the junction box for an electric vehicle.

[018] In another aspect, the system of the present invention may be integrated with banking platform to verify payment related terms and conditions including the loan repayment details before authenticating vehicle operation or additionally the system may also be integrated with insurance platform to check the vehicle driving pattern, battery usage, distance travelled etc. before settling any insurance claim.

[019] In another aspect, the present invention provides an electric vehicle for ex. be a two-wheeled, three-wheeled or four wheeled vehicle comprising an electric battery module operational in accordance with the above described system.

BRIEF DESCRIPTION OF THE DRAWINGS
[020] The electric battery security system of the present invention may be more fully understood from the following description of preferred embodiments thereof, made with reference to the accompanying drawings in which:

[021] Fig. 1 is a block diagram for an electric battery security system according to a first embodiment of the present invention.

[022] Fig. 2 is a block diagram for an electric battery security system according to a second embodiment of the present invention.

[023] Fig. 3 is a block diagram for an electric battery security system according to a third embodiment of the present invention.

[024] Fig. 4 is a block diagram for an electric battery security system according to a second embodiment of the present invention.

[025] Fig. 5 is a flowchart for an electric battery security system according to a one of the embodiment of the present invention.

[026] Fig. 6 is an electric vehicle equipped with battery securing system according to one of the embodiment of present invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[027] Referring now to Figs. 1, 2 and 3, which illustrates the block diagram of the concept of the present invention. Each electric battery 24 has its unique/non-unique identification code (though this could be a unique/ non-unique identification code shared between the batteries 24), Controller or a vehicle control unit (VCU) 100 is configured to demand this identification code from each battery 24 as an input and compare this with permitted or correct codes. Controller 100 has, as an output, a response to the input battery codes in terms of deciding whether or not to operate the electric motor 20 or charger or may be any other associated electric component.

[028] For safe operation of the electric battery 24, controller 100 must accept the series of codes provided by the each battery 24. If any of the codes is incorrect, co-operation between the electric battery 24 and the electric motor 20, or charger or may be any other associated electric component is prevented.

[029] A number of possible scenarios are described below. Generation and Interrogation of identification codes for the batteries 24 may involve an identification code generator and reader embodied in a diagnostic tool such as a hand held device 175, a remote server 115 or a combination of both. Alternately, each batteries may be provided with a unique identification number such as unique manufacturing number or may include an encryption engine for generating the identification code. Controllers may involve the VCU 100 and other controller(s), for example forming part of batteries 24 and/or a remote server 115 or hand held device 175. Block diagrams for a range of options are provided in Figs. 1 to 4, the control signal being provided, or not as the case may be, to VCU 100 dependent on the identification codes transmitted by the batteries 24. In the case of Fig. 1, the batteries 24 are interrogated for identification codes by a handheld device which communicates with VCU 100 to determine an appropriate control signal. In the case of Fig. 2, batteries 24 transmit identification codes directly to VCU 100 to determine an appropriate control signal. In the case of Fig. 3, either a handheld device 175 (optional including as an intermediary) or a remote server 115 may interrogate batteries 24 for identification codes to determine an appropriate control signal. The batteries are interrogated for identification code when there is an attempt to co-operate the batteries with other electric component. For example in case of electric vehicles when there is an attempt to start the vehicle i.e. co-operation between battery 24 and motor 20 then the identification code is interrogated by VCU 100 or by handheld device 175 or by remote controller. The necessary communication channels, typically based on wireless communication which may use encryption, may also be used to perform other control actions.

[030] In a first scenario, each battery 24 is interrogated in turn and, as the identification codes correspond to those stored in a database within VCU 100, the electric motor 20 is operated on demand by an appropriate control signal from VCU 100.

[031] In a second scenario, the VCU 100 could detect that one of the batteries 24 has an identification code corresponding with an end of service life condition. In that case, the electric motor 20 remains inoperable but the corrective action would involve a service call with a signal being sent to a servicing centre computer system (remote server). Advance warning of this condition would also have been provided, via an appropriate control signal, to the driver of electric vehicle 10.

[032] In a third scenario, the VCU 100 could detect that one of the batteries 24 appears to have been stolen. In that case, the electric motor 20 is rendered inoperable with an operating command control signal being denied and the corrective action could involve a flag to contact law enforcement authorities.

[033] The further electric component is not restricted to the batteries 24 or motor 20. It could also include charging unit 28 or, more pertinently, its lockable charging point 29. When VCU 100, or the above mentioned handheld device, interrogates the batteries 24 and receives an incorrect identification code, unlocking of the charging point can be prevented by denying an unlocking control signal.

[034] Where recharging or Battery swapping or vehicle servicing activity occur, the identification codes for the electric batteries 24 may be transmitted by internet or phone network and logged in the database of a service centre computer system (remote server). Each battery 24 could conveniently include a GSM SIM for this purpose. Other communication protocols of 3G or 4G type are also possible. In scenario where internet or phone network is not available for transmitting the identification codes to remote server then it allows the co-operation between battery 24 and further electrical component such as charger 28 or motor 20 till the network becomes available. As soon as network becomes available it sends the identification code to the remote server/ controller and if the received identification code is incorrect then the remote server/ controller records such event and does not allow the battery to operate in subsequent vehicle use if the identification codes are still incorrect. Other battery data, in particular state of charge or state of health can also be transmitted to the remote server 115 or the hand held device 175 where used. These records and management of them improve the safety of the electric battery security system and can be used to enhance customer experience.

[035] Additionally other details in case of electric vehicles may be also be transmitted to remote server or cloud other than identification code and SOC/ SOH such as vehicle location, timing, vehicle speed or distance travelled etc. which may be used on various occasions including battery authentication.

[036] Electric batteries 24 would desirably include the required features for safe operation. Batteries 24 may be mounted in the protective frame structure 23. To avoid safety hazard due to co-operation of unauthenticated batteries, the electric vehicle 10 is operated in accordance with an electric battery security system as shown schematically in Fig. 1 to 3.

[037] Fig. 4 represents the battery securing system along with details of the components involved and the flow of working according to the preferred embodiment of the present invention wherein, the system is used in electric vehicle.

[038] An electric vehicle 10 is provided with a set of batteries 24, motor 20, Vehicle Control Unit (VCU) 100, telematics unit (TEL) 125, message gateway (MGY) 150. All the electrical or electronic components present in the vehicle are in communication with each other through a common CAN network 200. Each battery 24 is provided with a unique battery identification number (BIN) or it may be common for all batteries. The BIN may be an inbuilt manufacturing code provided by battery supplier. The BIN is multi-byte code. Similarly, a vehicle 10 is provided with unique vehicle identification code (VIN). The VIN and its associated BIN(s) are pre-stored in a server which may be a remote server or a cloud 115. The VCU 100 is also in communication with a diagnostic tool, for example an external diagnostic tool 175 which may be a mobile device or any other handheld device. The external tool 175 may be used to register BIN on the cloud server 115 or to read the details such as battery SOH/ SOC, BIN/ VIN etc.

[039] When there is an attempt to start a vehicle, the VCU 100 interrogates for battery identification code (BIN). Each battery 24 is provided with a controller or suitable data transmission means to transmit the BIN over CAN network 200 using known data transmission methods. MGY receives and reads the BIN, scrambles it and then forward to TEL 125 which unscrambles the BIN internally and transmit to a remote server or cloud 115 using telecommunication network or internet. The telematics unit (TEL) 125 is also capable of transferring other details such as vehicle location, fault information, State of health of battery (SOH), State of Charge (SOC), distance travelled, vehicle speed, time, driving pattern etc.

[040] Once the data is received at remote server 115, it is configured to check the received BIN is matching with the pre-stored BIN for a particular VIN. Further, the server 115 is also capable to ensure that SOH of batteries is within the pre-set limit. If the received data of VIN, BIN and SOH and SOC meets predefined acceptance criteria then an authorization key is generated. Various other vehicle parameters may also be considered while creating acceptable criteria used to generate the authorization key other than VIN, BIN or SOH. Once the authorization key is generated it is sent back to telematics unit (TEL) 125 by the remote server 115 using suitable communication means. The received key is sent back to VCU 100 by TEL 125 over CAN network 200. The VCU 100 decrypts the received key and sends the signal to start co-operation between battery 24 and motor 20 or between battery 24 and other associated components which allows or disallows starting of vehicle.

[041] In another aspect of present embodiment, the remote server 115 can be integrated with banking platform 225 wherein, the payment related terms and condition may be checked such as loan repayment details of a particular vehicle before generating an authorization key. If the loan instalments for repayment are not made for a vehicle then the generation of authorization key may not be allowed and thereby starting of vehicle may be prevented till the loan instalment is paid by the vehicle owner. Advance warning of this condition may also be provided, via message or email or through an appropriate control signal, to the driver or owner of electric vehicle.

[042] Similarly, in yet another aspect of present embodiment, the remote server 115 may be integrated with the insurance platform 215 and vehicle odometer reading (ODO), Diagnostic Travel Code (DTC) wherein insurance companies can get all the history of the vehicle such as driving pattern through (DTC), distance travelled (ODO), charging pattern, Battery usage etc. before settling any insurance claim for the batteries or vehicle, or deciding premium amount for subsequent insurance cycle post renewal.

[043] Referring to Fig. 5, more detail is now provided about the process enabling the security system management of the above scenarios. The process starts at block 500. The identification code reader reads the identification codes transmitted by batteries 24 at block 505.State of charge for each battery is also read at the same time (block 510) and transmitted for checking by the controller at block 515. If state of charge is acceptable, a battery set identification code is attributed to each battery in the set (this identification code is additional to the unique battery identification code that is provided for each battery 24 at manufacture) is generated at block 515. If state of charge is unacceptable, the batteries clearly are not ready for pairing and the process ends (block 540). The battery set identification code is stored at block 525 with other battery and electrical vehicle data in a database (which may be included in the VCU 100, another device, such as the hand held device, or the remote server).

[044] The above steps may be equated with a calibration or set up stage. During ongoing operation and maintenance of electric vehicle 10, the battery set identification code (and individual battery identification codes) may be compared at block 530 with the identification code stored in the database and control responses dictated as described above as a result of the comparison. Such comparison and the process of Fig. 6 may be conducted many times during the operation of electric vehicle 10 and the service life of batteries 24.

[045] The electric battery security system as above described ensures safer electric vehicle operation by preventing the use of unauthorised or unauthenticated batteries 24, with the associated dangers associated with inferior battery management.

[046] Referring now to Fig 6, there is shown an electric vehicle 10 according to one of the embodiment of present invention equipped with the battery securing system according to the present invention. Though figure represents a four wheeled vehicle the present system may be employed in any type of electric vehicle including two wheeled, three wheeled vehicle. The vehicle 10 is suitable for use as a commuter vehicle with the load carrying cell being a passenger/goods carrying cell 105 and including luggage spaces 87 and 88 with luggage carrier boxes at front and rear respectively. Differences in the structure of the electric vehicle 10 are essentially dictated by the requirement that the vehicle be electrically powered. Electric vehicle 10 has an electric motor 20 and transmission system 80 powered by an electric battery module 22 comprising four batteries 24. A different number of batteries 24 can be deployed according to required range.

[047] Electric motor 20 has a rating of 7kW to 10 kW (though this rating is dictated by application) and is controlled by vehicle control unit (VCU) 100. Batteries 24 are of conventional design each with 48 volt rating connected conveniently in parallel so deliverable voltage is 48 volts. Batteries 24 are preferably rechargeable though may be made replaceable by swapping with charged batteries when required. Recharging is possible using charger units 28 and charging point 29 which may be connected to a suitable electric power source. Each battery 24 is provided with a unique identification code, conveniently in the form of RFID tag or digital code. This unique identification code provides security through an electric vehicle battery security system as described above.

[048] The electric battery security system as above described ensures safer electric vehicle operation by preventing the use of unauthorised or unauthenticated batteries 24, with the associated dangers associated with inferior battery management.

[049] Modifications and variations to the electric battery security system may be apparent to the skilled reader of this disclosure. Such modifications and variations are deemed within the scope of the present invention. ,CLAIMS:We Claim

1. A security system for electric batteries (24) comprising:
more than one electric batteries (24) having an identification code corresponding with an authorised application device; wherein the application device has an application device code;
at least one controller (175,100) for controlling the co-operation of the more than one electric batteries (24) with a further electric component (20) associated with the application device;
wherein, when the controller (175,100) detects attempted co-operation between the electric batteries (24) with said further electric component (20), the controller (175, 100) demands the identification code of batteries (24) and prevents co-operation between the electric batteries (24) and the further electric component (20) if the identification code of batteries and the application device code is not matched.

2. A security system for electric batteries as claimed in claim 1 wherein; the identification code is generated and/or stored by an encryption engine (24a); the said code is transmitted to the controller (175,100) using a transmitter wherein; the transmitter includes various modes of transmitting data including telecommunication networks or by internet wherein; the controller (175,100) is configured to read said identification code.

3. A security system for electric batteries as claimed in claim 1 wherein; the identification code is a digital code or a part of a RFID (Radio Frequency Identification) system and is different for each battery (24) or unique for a set of batteries (24) wherein; the unique identification code is generated from different identification codes assigned to each battery (24).

4. A security system for electric batteries as claimed in claim 1 wherein; the application device code is digital code or a part of a RFID (Radio Frequency Identification) system used for identification of the application device or said electric component (20).

5. A security system for electric batteries as claimed in claim 1 wherein; the identification code is generated only after checking whether at least one of the battery parameter is within pre-defined limits by the controller.

6. A security system for electric batteries as claimed in claim 5 wherein; said at least one battery parameter includes state of charge (SOC), State of health (SOH) of battery.

7. A security system for electric batteries as claimed in claim 1 wherein; the controller (175, 100) is a remote server/ computer system (100) or a handheld device (175) or is provided as a part of application device or battery (24) or a combination thereof.

8. A security system for electric batteries as claimed in claim 1 wherein; the controller (175, 100) includes a database for storing the history of the electric batteries (24) including recharging history or state of charge and also includes an identification code reader to allow read, change and check the identification code of at least one electric battery (24).

9. A security system for electric batteries as claimed in claim 1 wherein; the controller (175, 100) is configured to generate a signal disabling the electric battery (24) from use if the identification code is incorrect.

10. A security system for electric batteries as claimed in claim 1 wherein; the controller (175, 100) is configured to generate an alarm signal, notification or service call if any battery/ vehicle parameter is not within predefined limits.

11. A security system for electric batteries as claimed in any of the claim above wherein; the application device is an electric vehicle (10) and said electric component (20) is any electrical component of said vehicle including but not limited to an electric motor, a charger or the electronically lockable charging point.

12. A security system for electric batteries as claimed in claim 11 wherein; the controller (175/ 100/ 115) demands the identification code on various occasions including at the start of vehicle operation, at the timing of charging batteries or at a predetermined intervals.

13. A security system for electric batteries as claimed in claim 11 wherein; the controller (175/ 100/ 115) is provided as a part of the battery (24) or as a separate component including on board device in an electric vehicle (10) or external to the electric vehicle or include control modules located partly as on board and partly as external component.

14. A security system for electric batteries as claimed in claim 11 wherein; the controller (175/ 100/ 115) is configured to receive, read and store the identification code optionally combined with at least one vehicle or battery parameter, compare the received code and vehicle or battery parameters with stored data and sends an authentication signal to a vehicle control unit (VCU) to allow the batteries (24) to operate if the received and stored data matches.

15. A security system for electric batteries as claimed in claim 14 wherein; the vehicle or battery parameter includes SOC/ SOH, battery service life, battery usage, fault information, vehicle location, timing, driving pattern, vehicle speed or distance travelled.

16. A security system for electric batteries as claimed claim 11 wherein; the electric vehicle comprising a set of batteries (24), an electric motor/ charger (20) in co-operation with said set of electric batteries (24), a vehicle control unit (VCU) (100), a telematics unit (TEL) (125), a message gateway (MGY) (150) wherein; all the said components are in communication with each other through a common CAN network (200) wherein; each battery (24) is provided with a unique battery identification number (BIN) or it may be common for all batteries (24) and the vehicle is provided with unique vehicle identification code (VIN) which are pre-stored in a controller (115) wherein; the MYG (150) is configured to receive and read the BIN, scramble it and then forward to TEL (125) which unscrambles the BIN and transmit to the controller (115) using telecommunication network or internet wherein; the controller (115) is configured to check whether the received BIN is matching with the pre-stored BIN for a particular VIN and if said BIN is matched with the VIN the controller (115) generates an authorization key which is further sent back to the telematics unit (TEL) (125) by the controller (115) using suitable communication means and is fed to VCU (100) by TEL (125) over CAN network (200) wherein; the VCU (100) is further configured to decrypt the received key and sends the signal to start co-operation between battery (24) and motor (20) or between battery (24) and other associated components which allows starting of vehicle.

17. A security system for electric batteries as claimed in claim 1 wherein; the controller (175/ 100/ 115) is integrated with a banking platform (225) to verify the payment related terms and conditions including loan repayment details before authenticating vehicle operation.

18. A security system for electric batteries as claimed in claim 1 wherein; the controller (175/ 100/ 115) is integrated with insurance platform (215) to check the vehicle or battery parameters before settling any insurance claim.

19. A security system for electric batteries as claimed in claim 1 wherein; an electric vehicle is a two-wheeled or three-wheeled or four wheeled vehicle including hybrid vehicle.