Description:TECHNICAL FIELD
[0001] The present subject matter relates to a two wheeled vehicle. More particularly, the present subject matter relates to the energy storage device in the vehicle. The present application is a patent of addition with respect to the patent application number 202041027072.
BACKGROUND
[0002] Rechargeable energy storage devices can be charged and discharged, while primary energy storage devices cannot be recharged. Typically, low-capacity energy storage devices that are packaged in a single pack shape are used as power sources for compact and portable electronic devices such as mobile phones. High-capacity energy storage devices, consisting of multiple energy storage devices connected in series or parallel, are used to power devices like power banks, laptops, electric scooters, hybrid vehicles, etc.
[0003] Energy storage devices are being proposed as clean, efficient, and environmentally responsible power sources for electric vehicles and other applications. One popular type of rechargeable energy storage device is the lithium-ion battery, which can be molded into various shapes and sizes to fit efficiently within the available space in an electric vehicle. Energy storage devices can be configured in a module containing multiple cells to generate sufficient power to operate powered units, especially portable devices.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The detailed description is described with reference to the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0005] Fig. 1 shows a left side view of a vehicle, in accordance with an embodiment of the present subject matter.
[0006] Fig. 2 shows the power system used to power a vehicle along with a circuit diagram of a plurality of battery packs with different cell chemistries, as per one embodiment of the present invention.
[0007] Fig. 2a is a flowchart describing activation of the plurality of battery packs of the power system corresponding to a mode selection by a user or depending on the state of charge of the each of the battery packs in the vehicle as per one embodiment of the present invention.
[0008] Fig. 3 is a circuit diagram representing an active state of battery pack A when vehicle is in first mode, i.e., the economy mode as per one embodiment of the present invention.
[0009] Fig. 3a is a circuit diagram representing an active state of battery pack B when vehicle is in the second mode, i.e., the power mode as per one embodiment of the present invention.
[00010] Fig. 3b is a circuit diagram representing an active state of battery pack C when vehicle is in the third mode, i.e., the balanced mode as per one embodiment of the present invention.
[00011] Fig. 4 is a flowchart explaining the synergistic working of the plurality of battery pack during mode changing of the vehicle.
DETAILED DESCRIPTION
[00012] The energy storage device industry is continually expanding to meet the increasing energy needs of portable equipment, transportation, and communication markets. Generally, energy storage devices are classified into primary and secondary types. Primary energy storage devices are disposable and are intended to be used until they are exhausted, after which they are replaced by one or more new devices. Secondary energy storage devices are rechargeable and can be repeatedly used, making them more economical in the long run and more environmentally friendly than disposable devices. Although rechargeable energy storage devices offer many advantages over primary devices, they also have some drawbacks based on their chemistry, as the chemistries of secondary cells are less stable than those of primary cells. Due to these relatively unstable chemistries, special handling is often required during manufacturing.
[00013] Depending on the type of energy storage device, a rechargeable device can typically be recharged anywhere from 100 times (e.g., alkaline-based) to 1000 times (e.g., lithium-ion, lithium-polymer based) to 20,000 times or more (e.g., thin film lithium-based). In addition to the type of energy storage device chemistry involved, the number of cycles that a rechargeable device can be recharged depends on a variety of other factors, including the rate and level of charging, the level of discharge prior to charging, the storage temperature during non-use, and the temperature during use.
[00014] Due to the high initial cost of rechargeable energy storage devices, sophisticated power management systems are often incorporated into expensive products such as laptop computers to extend the life of the energy storage device and allow the use of smaller, lower capacity, and/or less expensive cell chemistries. One of the most common power management techniques is to place certain components and peripherals into standby or low power usage mode whenever possible. 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 energy storage device 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, WiFi, WAN, etc.) or other non-essential peripherals in standby mode when they are not required.
[00015] In the electric vehicle or hybrid vehicle, energy is generated from the stack of cells placed in the vehicle. While lead-acid energy storage devices were the first choice of manufacturers, advancements in technology have resulted in an expansion in the area of energy storage devices, and now manufacturers have the option to replace lead-acid energy storage devices with Lithium-ion or other energy storage devices. Nickel-metal hydride (Ni-MH) and Lithium-ion (Li-ion) energy storage devices have been used for electric and hybrid electric vehicle applications due to their higher specific energy and energy density compared to lead-acid energy storage devices. Despite their higher cost, they have been favored over lead-acid electrochemistry for hybrid and electric vehicle applications.
[00016] Conventional lead-acid energy storage devices suffer from low specific energy due to the weight of the components. They also have relatively low cycle-life, particularly in deep-discharge applications. Due to the weight of the lead components and other structural components needed to reinforce the plates, lead-acid energy storage devices typically have limited energy density. If lead-acid energy storage devices are stored for prolonged periods in a discharged condition, sulfation of the electrodes can occur, damaging the energy storage device and impairing its performance. In contrast to lead-acid energy storage devices, Ni-MH energy storage devices use a metal hydride as the active negative material along with a conventional positive electrode such as nickel hydroxide. Ni-MH energy storage devices feature relatively long cycle life, especially at a relatively low depth of discharge.
[00017] The primary disadvantage of Ni-MH electrochemical cells is their high cost. Li-ion energy storage devices share this disadvantage. Yet, improvements in energy density and specific energy of Li-ion designs have outpaced comparable advances in Ni-MH designs in recent years. Thus, although Ni-MH energy storage devices currently deliver substantially more power than designs of a decade ago, the progress of Li-ion energy storage devices, in addition to their inherently higher operating voltage, has made them technically more competitive for many hybrid applications that would otherwise have employed Ni-MH energy storage devices.
[00018] Li-ion energy storage devices have captured a substantial share, not only of the secondary consumer energy storage device market but, a major share of OEM hybrid energy storage device, vehicle, and electric vehicle applications as well. Li-ion energy storage devices provide high-energy density and high specific energy, as well as long cycle life. For example, Li-ion energy storage devices can deliver greater than 1,000 cycles at 80% depth of discharge.
[00019] In addition to the differing advantages and disadvantages of lead-acid, Ni-MH and Li-ion energy storage devices, the energy density and power density of these three electro-chemistries vary substantially, where the Li ion energy storage devices are most preferred in the automobile sector. The Li ion energy storage devices have different electro-chemistries, which are being used in the automotive vehicle. Each electro chemistries as formed with different material have their own advantages and disadvantages.
[00020] Elaborating further, for example, Lithium Cobalt Oxide has high energy density and less power density, Lithium Dioxo manganese has less energy density and power density as compared to the Lithium Cobalt Oxide. Lithium Iron Phosphate has more power density and less energy density as compared to the Lithium Cobalt Oxide and Lithium Nickel Cobalt Aluminum Oxide has high energy density and equal power density as compared to the Lithium Cobalt Oxide.
[00021] Hence, it is apparent from the above-mentioned paragraphs that each energy storage device having different electro chemistries have their own advantages and disadvantages. Each of the vehicles includes plurality of packs of energy storage devices with cell chemistries. However, cell chemistries in the energy storage device with high energy density have better durability when compared to the cell chemistries with higher power density. The high energy density cells can supply lower rated current for a longer period whereas high power density cells can supply higher rated current for a comparatively shorter duration. For example, energy storage device 1 may be able to store only enough charge to power a light bulb for 1 minute, while still being able to deliver 100 Ampere if needed (more power density and less energy density). Energy storage device 2 may be able to store enough energy to power the exact same bulb for an hour, while only being able to deliver 1 Ampere if needed (more energy density and less power density). Also, when a plurality of pack of energy storage device are at different voltage levels and connected in parallel, then one energy storage device will try to charge another, leading to simultaneous drainage of the plurality of pack of energy storage device.
[00022] Conventionally, whenever there is a power requirement from a power unit for vehicle propulsion, the power is drawn by a controller from the first pack of energy storage device and when first pack of energy storage device is drained out, it shifts to another pack of energy storage device, leading to drainage of both the packs of energy storage device and also, affects the durability of the plurality of energy storage devices, hence adversely affecting the durability and utility of the vehicle at large. Further, a rider may feel a jerk while riding which raises the safety concern while shifting a driving mode from economy to power mode or vice versa because of the disengagement of the pack of one energy storage device and then engaging a pack of another storage device for propulsion of the vehicle. This phenomenon leads to compromise on the rider’s comfort while riding the vehicle.
[00023] Further, different battery chemistries have different characteristics, such as voltage levels, capacity, energy density, and charging/discharging rates. These differences can cause challenges when integrating batteries with different chemistries within a power system of a vehicle. For example, if two batteries with different chemistries are connected in parallel, their voltage levels may be different, which can cause one battery to discharge more than the other, leading to uneven wear and tear on the batteries. This can also lead to the batteries being charged or discharged at different rates, which can cause overcharging or undercharging of one of the batteries. In addition to it, it is usually difficult to shift from one battery to another battery, if the chemistries of the battery packs are different, as due to different battery chemistries usually the shift is not seamless, causing discomfort to the user of the power system, for example the driver of the vehicle.
[00024] Furthermore, the use of different battery chemistries can also affect the overall performance of the power system. For example, if batteries with different energy densities are used, the overall energy density of the system will be lower than the highest energy density battery. This can result in reduced range or performance of the vehicle. Therefore, while it may be possible to integrate batteries with different chemistries within a power system, it requires careful design and management to ensure that the system operates safely and efficiently. Thus, it is apparent from the above-mentioned paragraph that state of art utilizes the energy storage devices with different cell chemistries individually and hence, the synergy of the combination of the energy storage devices having different cell chemistries remains unutilized or is configured at suboptimal performance cum durability.
[00025] Thus, there remains a need for synergistic configuration and layout of the energy storage device which can enable optimally selective loading of the reliable and relatively safe electrochemical cells having a plural combination of high energy density and power density, so as to provide comfort to the rider while maintaining the durability of the energy storage device.
[00026] The present application is a patent of addition of the patent application number 202041027072. Henceforth patent application number 202041027072 is referred as “Main application” for the purpose of brevity. The “Main application” that aims to optimize the usage of energy storage devices, maintain their durability, and ensure synchronized selection of current generated from battery packs. As disclosed in the “Main application,” specifically, the battery management system allows for two modes of operation - an economy mode and a power mode.
[00027] Further, the “Main application” discloses about a power system for a vehicle that includes two packs of energy storage devices with different cell chemistries, switches, battery management systems, a main controller, and a motor for propulsion. The power system is designed to allow the vehicle to switch between the two modes, such as economy mode and power mode, by activating the appropriate pack of energy storage devices, as per the requirement. For example, an energy storage device 1 has a better energy density and is used during economy mode operation, while an energy storage device 2 has better power density and is used during power mode operation. The battery management system controls the activation of the two packs energy storage devices on the basis of mode selected by the user and the state of charge of the energy storage devices, to ensure the durability of the energy storage devices and restrict the drainage of each of the energy storage devices. The main controller synchronizes the selection of the current generated from at least one energy storage device and transfers the generated current to the motor for propulsion.
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[00028] However, for the power system for a vehicle, that comprises of multiple packs of energy storage devices with different cell chemistries, there may be instances when the power system may not be able to fully utilize the benefits of both energy storage devices. For instance, during power mode, the energy storage device 1, which is with higher power density, but lower energy density would be active; which means the power system would have access to more power but would drain the energy storage device 1 quickly due to its lower energy density. In contrast, in economy mode, the energy storage device 2, which is with higher energy density, but lower power density would be active, providing longer run time but with less power available.
[00029] However, both the energy storage devices would be inefficient for scenarios where there is a requirement of combination of both of energy and power to optimally provide longer run time and higher power, such as driving on hilly terrain or carrying heavy loads.
[00030] Hence, there exists a challenge of having an efficient layout of energy storage devices or packs having different cells chemistries for being synergistically engaged while maintaining the durability of the energy storage device and maintaining the continuous and consistent flow of current to a controller in a vehicle without compromising the comfort of the rider.
[00031] The present subject matter provides a solution to the above problems while meeting the requirements of minimum modifications in the energy storage device at low cost with ease of mode shifting.
[00032] With the above objectives in view, the present invention discloses a power system comprising a particularly a plurality of energy storage devices having different cell chemistries working synergistically, achieving high durability of the plurality of energy storage devices, in all possible scenarios, while maintaining the comfort of the rider/user.
[00033] The present subject matter discloses a power system having another mode (balanced mode) of operation of the vehicle, along with the two other modes as disclosed by the main application (economy mode and power mode). Particularly, the present subject matter discloses about a first mode (also referred as an economy mode, a second mode (also referred as a power mode), and a third mode (also referred as a balanced mode).
[00034] The first mode enables the power system to activate an energy storage device (for example a battery pack A) with higher energy density but lower power density. The second mode enables the power system to activate a second energy storage device (for example a battery pack B) with lower energy density but higher power density. The third mode enables the power system to activate a third energy storage device (for example a battery pack C) which has higher energy density than the battery pack B but lower energy density than the battery pack A and has higher power density than the battery pack A but lower power density than the battery pack B. Battery pack C is configured to operate in scenarios where there is an optimal need of both power and energy.
[00035] As per an aspect of the present embodiment, the battery pack C include cells with higher power density and higher energy density, which allows for a higher power output while still providing an extended run time. The battery pack C ensures that the speed of the vehicle is optimally maintained within a pre-determined speed range, to optimally provide both power and energy to the vehicle.
[00036] The present subject matter ensures to maintain the comfort of the rider while ensuring continuous and consistent flow of current to a controller in the vehicle without compromising the durability of the energy storage device.
[00037] As per aspect of the present subject matter, the activation of the third mode is useful for scenarios where the vehicle requires a combination of energy and power, such as driving on hilly terrain or carrying heavy loads.
[00038] As per one aspect of the present subject matter, a power system for the vehicle has a plurality of power sources like plurality of energy storage devices (battery pack A, battery pack B, battery pack C) having different cell chemistries, a plurality of battery management system (BMS) having BMS controller, a main controller also termed as motor controller and a motor coupled to a rear wheel for traction. The plurality of the energy storage device consisting of multiple battery packs play an important role while deciding or shifting the mode from economy mode to power mode or power mode to balanced mode or balanced mode to economy mode or vice versa. As per one aspect of the present invention, the plurality of BMS includes plurality of switches having diodes connected to each battery pack. The diodes are a two terminal electronic component that conducts current primarily in one direction. After the vehicle is switched on and when the user/rider has manually selected at least a mode i.e. economy mode or power mode or balanced mode, in that case at least one battery pack is configured to be in active state to transfer the current generated by the battery pack to the main controller and finally to the motor for traction.
[00039] As per an aspect, the power system and/or the user chooses the battery pack or different modes to be activated depending upon, one of the requirements of the user, the requirement of the vehicle and the state of charge of the battery packs of the power system.
[00040] Further, as per one aspect of the present subject matter, when the vehicle is in the first mode, i.e. the economy mode, the main controller sends an input to the battery management system (BMS) through BMS controller to activate the desired battery pack for operating the vehicle in economy mode. This is because in economy mode normal speed for long duration of time is required, which can be fulfilled by the energy storage device having high energy density. Therefore, the BMS makes battery pack A of the power system in active/wake up state. The BMS of the battery pack A of the energy storage device has pair of switches, where a switch 1 and switch 2 is in ON state and the battery pack B and the battery pack C is not in active state. The current generated is transferred by the switches to the main controller and finally to the motor coupled with the rear wheel for traction.
[00041] As per another aspect of the present subject matter, when the vehicle is in the second mode, i.e., the power mode, the main controller sends an input to the BMS through the BMS controller to activate the desired battery pack for operating the vehicle in power mode. This is because in power mode, the battery pack having high power density is required. Hence, the BMS makes pack B of the power system in active/wake up state and the pack A and the battery pack C of the power system remains in inactive state. The BMS of the pack B of the energy storage device has pair of switches, switch 3 and switch 4, where both the switches are in ON state for transferring current to the main controller through the switches and finally to the motor, which is coupled with the rear wheel for traction.
[00042] As per another aspect of the present subject matter, when the vehicle is in third mode, i.e., the balanced mode, the main controller sends an input to the BMS through the BMS controller to activate the desired battery pack for operating the vehicle in the balanced mode. This is because in balanced mode, the battery pack optimally having comparatively high-power density and high energy density is required. Hence, the BMS makes pack C of the power system in active/wake up state and the pack A and the battery pack B of the power system remains in inactive state. The BMS of the pack C of the energy storage device has pair of switches, switch 5 and switch 6, where both the switches are in ON state for transferring current to the main controller through the switches and finally to the motor, which is coupled with the rear wheel for traction.
[00043] As per one aspect of the present invention, when the rider manually changes modes in between the first mode (economy mode), the second mode (power mode), and the third mode (balanced mode) in the vehicle or when the main controller activates the battery pack depending on the state of charge of the energy storage device, the main controller sends the input to the BMS and subsequently, the BMS decides the activation of the battery pack while controlling the ON/OFF state of the switches depending on the mode transition.
[00044] Various other features of the invention are described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers generally indicate identical, functionally similar, and/or structurally similar elements. The drawing in which an element first appears is indicated by the leftmost digit(s) in the corresponding reference number. With reference to the accompanying drawings, wherein the same reference numerals will be used to identify the same or similar elements throughout the several views.
[00045] In the ensuing exemplary aspects, the vehicle is a two-wheeler saddle type vehicle. However, it is contemplated that the concepts of the present invention may be applied to any of the two-wheeler, three-wheeler and four-wheeler including hybrid electric vehicle and electric vehicle. These and other advantages of the present subject matter would be described in greater detail with an embodiment of a two wheeled vehicle in conjunction with the figures in the following description.
[00046] Fig. 1 shows a left side view of a step through vehicle (“the vehicle”) 100, in accordance with an embodiment of the present subject matter. The vehicle (100) illustrated, has a frame assembly (105) shown schematically by dotted lines. The frame assembly (105) includes a head tube (105A), a main frame (105B), and a rear frame (105C). One or more suspensions (110) connect a front wheel (115) to a handlebar assembly (120), which forms the steering assembly of the vehicle (100). The steering assembly is rotatably disposed through the head tube (105A). The main frame (105B) extends rearwardly downward from the head tube (105A) and includes a bent portion thereafter extending substantially in a longitudinal direction. Further, the one or more rear frame (105C) extends inclinedly rearward from a rear portion of the main frame (105B) towards a rear portion of the vehicle (100).
[00047] The vehicle (100) includes a power unit comprising at least one of an internal combustion (IC) engine (125) and a traction motor (135). For example, the traction motor (135) is a brush less direct current (BLDC) motor. The power unit is coupled to the rear wheel (145). In one embodiment, the IC engine (125) is swingably connected to the frame assembly (105). In the present embodiment, the IC engine (125) is mounted to the swing arm (140) and the swing arm (140) is swingably connected to the frame assembly (105). The traction motor (135), in one embodiment, is disposed adjacent to the IC engine (125). In the present embodiment, the traction motor 135 is hub mounted to the rear wheel (145). Further, the vehicle (100) includes a transmission means (130) coupling the rear wheel (145) to the power unit. The transmission means (130) includes a continuously variable transmission, an automatic transmission, or a fixed ratio transmission. A seat assembly (150) is disposed above the power unit and the seat assembly (150) is supported by the rear frame (105C) of the frame assembly (105). In the present embodiment, the seat assembly (150) is hingedly openable. The frame assembly (105) defines a step-through portion ahead of the seat assembly (150). A floorboard (155) is disposed at the step-through portion, wherein a rider can operate the vehicle (100) in a seated position by resting his/her feet on the floorboard (155). Further, the floorboard (155) is capable of carrying loads.
[00048] The vehicle (100) includes an on-board plurality of energy storage devices that drives the traction motor (135). Further, the frame assembly (105) is covered by plurality of body panels including a front panel (160A), a leg shield (160B), an under-seat cover (160C), and a left and a right side panel (160D), mounted on the frame assembly (105) and covering the frame assembly (105) and parts mounted thereof.
[00049] In addition, a front fender (165) is covering at least a portion of the front wheel (115). In the present embodiment, the front fender (165) is integrated with the front panel (160A). A utility box (not shown) is disposed below the seat assembly (150) and is supported by the frame assembly (105). A fuel tank (not shown) is disposed adjacently to the utility box (not shown). A rear fender (175) is covering at least a portion of the rear wheel (145) and is positioned below the fuel tank and upwardly of the rear wheel (145). One or more suspension(s) (180) having mono shock absorber or dual shock absorber, are provided in the rear portion of the vehicle (100) for connecting the swing arm (140) and the rear wheel (145) to the frame assembly (105) for damping the forces from the wheel (145) and the power unit from reaching the frame assembly (105).
[00050] Furthermore, the vehicle (100) comprises of plurality of electrical and electronic components including a headlight (185A), a taillight (185B), a transistor-controlled ignition (TCI) unit (not shown), an alternator (not shown), a starter motor (not shown).
[00051] Fig. 2 shows the power system (200) used to power a vehicle (100) along with a circuit diagram of a plurality of battery packs with different cell chemistries, as per one embodiment of the present invention. As per the present embodiment of the present subject matter, the power system (200) comprises of a plurality of power sources (battery packs), including, a battery pack A (201), a battery pack B (202), and a battery pack C (202a). Herein, the battery pack A (201) is a first battery pack (201), the battery pack B (202) is a second battery pack (202), and a battery pack C (202a) is a third battery pack (202a). Each of the battery pack A (201), the battery pack B (202), and the battery pack C (202a) have different cell chemistries.
[00052] For example, the battery pack A has Lithium Cobalt Oxide based cells, thereby has a high energy density and less power density. Similarly, the battery pack B has Lithium Iron Phosphate based cells, thereby has more power density and less energy density as compared to the Lithium Cobalt Oxide based battery pack. Similarly, the battery pack C has Lithium Nickel Cobalt Aluminum Oxide based cells, thereby has high energy density and high-power density as compared to the Lithium Cobalt Oxide based battery pack, but less energy density and less power density as compared to Lithium Iron Phosphate based battery pack.
[00053] Further, the power system (200) further includes a plurality of switches (207, 208, 209, 210, 402, 403), a plurality of battery management systems (203, 204, 401), a main controller also referred as motor controller (205) and a motor (135) that is coupled for propulsion of the vehicle (100) (shown in Fig. 1).
[00054] As per an embodiment, the vehicle (100) includes three modes: a first mode, herein also referred as an economy mode, a second mode, herein also referred as a power mode, and a balanced mode, herein also referred as a balanced mode. The first mode, i.e. the economy mode is used, when the vehicle (100) requires a longer range at a lower speed. The second mode, i.e. the power mode is used when the vehicle (100) requires a higher power output for faster acceleration and higher speed. The balanced mode, i.e. the third mode is used for scenarios where the vehicle (100) requires an optimal combination of energy and power, for example driving on hilly terrain or carrying heavy loads, where both power and energy is required to provide an uninterrupted drive for a rider.
[00055] Each of the battery packs of the plurality of battery packs (201, 202, 400), play an important role while deciding or shifting in between the modes e.g. the first mode, the second mode, and the third mode.
[00056] As per one embodiment of the present invention, the plurality of battery management systems (BMS) (203, 204, 401) includes a plurality of switches (207, 208, 209, 210, 402, 403) having diodes (207d, 208e, 209f, 210g, 402a, 403a). The diodes (207d, 208e, 209f, 210g, 402a, 403a) explained as two-terminal electronic components that conduct current primarily in one direction. After the vehicle (100) is switched on and when a user/rider has manually selected at least one mode i.e. the first mode, the second mode or the third mode, in that case at least one battery pack will be in an active state and is capable of transferring the current generated by the energy storage device to the main controller (205) and finally to the motor (135) for traction.
[00057] The battery pack A (201) includes cells, which have more energy density but have less power density, thereby making them capable of storing sufficient energy to power the main controller for an extended time period, hence they are engaged in the first mode or the economy mode. The battery pack B (202) includes cells with better power density but comparatively less energy density, hence they are engaged in the power mode of the vehicle. The battery pack C (202) includes cells that are configured to optimally provide both power density and energy density, hence they are engaged in the balanced mode of the vehicle (100). Furthermore, the activation of any of the battery packs can also be decided by the main controller (205) based on the state of charge of the battery packs (A, B, C), to avoid drainage of the battery packs (A, B, C) of the power system (200).
[00058] Fig. 2a is a flowchart describing activation of the plurality of battery packs of the power system (200) corresponding to a mode selection by a user or depending on the state of charge of the each of the battery packs in the vehicle as per one embodiment of the present invention. As per one embodiment of the present subject matter, after starting of the vehicle (100) at step S211, the main controller (205) (shown in Figure 2) at step (S212), checks whether there is a mode selection done by the user through at and whether the first mode is selected. Upon the selection of first mode by the user (S213), or the if the vehicle maintains its default mode (S220), then a battery management system (203) (shown in Figure 2), i.e BMS 1 for battery pack A (201) having better energy density, as described in Step (S213 and S220), activates switch 1 (207) and Switch 2 (208) of the battery pack A (201) that is economy mode, reference from fig. 2.
[00059] Further, when the state of charge of the battery pack A (201) goes below a minimum value, for example, 15% of the total charge of the battery pack A (201), as described in step S221. Then the main controller (205) of the power system (200) activates either of the battery pack B (202) or C (400), depending upon the higher state of charge of the two battery packs B (202) and C (400). For example, if the state of charge of the battery pack A (201) goes below 15%, and if the state of charge of the battery pack B (202) is higher than the state of charge of the battery pack C (400), then the main controller (205) will activate the battery pack B (202), and the main controller (205) will start taking current from battery pack B even in economy mode, as described in step S 222. However, if the state of charge of battery pack A does not go below the minimum value, i.e., 15% of the total charge of the battery pack, then battery pack A remains in wake-up state and the main controller (205) continues to derive power from the battery pack A as described in Step S225.
[00060] Upon the selection of second mode by the user (S214), a battery management system (204) (shown in Figure 2), i.e BMS 2 for battery pack B (202) having better power density, as described in Step (S215), activates switch 3 (210) and Switch 4 (209) of the battery pack B (202) that is power mode, reference from fig. 2.
[00061] Further, when the state of charge of the battery pack B (202) goes below a minimum value, for example, 15% of the total charge of the battery pack B (202), as described in step S216, then the main controller (205) of the power system (200) activates either of the battery pack A (201) or C (400), depending upon the higher state of charge of the two battery packs A (201) and C (400). For example, if the state of charge of the battery pack B (202) goes below 15%, and if the state of charge of the battery pack A (201) is higher than the state of charge of the battery pack C (400). Then the main controller (205) will activate the battery pack A (201), and the main controller (205) will start taking current from battery pack A (201) even in power mode, as described in step S 217. However, if the state of charge of battery pack B (202) does not go below the minimum value, then battery pack B (202) remains in wake-up state and the main controller (205) remains taking power from the battery pack B (202) as described in Step S218.
[00062] Upon the selection of the third mode by the user (S219), a battery management system (401) (shown in Figure 2), i.e BMS 3 for battery pack C (400) having better power density and better energy density, as described in Step (S219), activates switch 5 (402a) and Switch 6 (403a) of the battery pack C (400), thereby enabling the balanced mode, (reference from fig. 2).
[00063] Further, when the state of charge of the battery pack C (400) goes below a minimum value, for example. 15% of the total charge of the battery C (400), as described in step S224. Then the main controller (205) of the power system (200) activates either of the battery pack A (201) or B (202), depending upon the higher state of charge of the two battery packs A (201) and B (202). For example, if the state of charge of the battery pack C (400) goes below 15%, and if the state of charge of the battery pack A (201) is higher than the state of charge of the battery pack B (202)). Then the main controller (205) will activate the battery pack A (201), and the main controller (205) will start taking current from battery pack A (201) even in power mode, as described in step S 227. However, if the state of charge of battery pack C (400) does not go below the minimum value, then battery pack C (400) remains in wake-up state and the main controller (205) remains taking power from the battery pack C (400) as described in Step S226.
[00064] This configuration by the main controller (205) and battery management system ensures that the durability of the overall battery packs is maintained, while restricting the drainage of the battery packs. Further, this configuration also ensures synchronized selection of current generated from at least one battery pack of the power system (200) by the main controller (205) and hence, transfers the generated current to the motor (135) (shown in Fig. 2).
[00065] Fig. 3 is a circuit diagram representing an active state of battery pack A (201) when vehicle (100) (shown in Fig. 1) is in first mode, i.e. the economy mode as per one embodiment of the present invention. Further, as per one embodiment of the present invention, when the vehicle (100) is in the economy mode, the main controller (205) sends an input to a battery management system (BMS) through BMS controllers (301, 302, 404) to activate the battery pack A for operating the vehicle (100) in economy mode since in economy mode normal speed for long duration of time is required, which can be fulfilled by the energy storage device having high energy density. Hence, the BMS (203) of the battery pack A triggers the battery pack A (201) to be in active or wake up state. The BMS (203) of the battery pack A has pair of switches (207, 208), i.e. a switch 1 (207) and switch 2 (208). In the first mode, i.e. the economy mode, the switch 1 (207) and the switch 2 (208) are in ON state and the switches (210, 209) of the battery pack B (202) and the switches (402, 403) of the battery pack C (400) remains in inactive state. The current generated is transferred by the switches (207, 208) of the battery pack A, to the main controller (205) and finally to the motor (135) coupled with the rear wheel for traction.
[00066] Fig. 3a is a circuit diagram representing an active state of battery pack B (202) when vehicle (100) (shown in Fig. 1) is in the second mode, i.e., the power mode as per one embodiment of the present invention. Further, as per one embodiment of the present invention, when the vehicle (100) is in power mode, the main controller (205) sends an input to a battery management system (BMS) through BMS controller (301, 302, 404) to activate the battery pack B for operating the vehicle (100) in power mode, since in power mode the battery pack having high power density is required. Hence, the BMS (204) triggers battery pack B (202) to be in active or wake up state and the pack A of Energy storage device (201) and the battery pack C (400) remains in an inactive state.
[00067] The BMS (204) of the battery pack B has pair of switches (210, 209), i.e., a switch 3 (210) and a switch 4 (209). In the second mode, the switch 3 (210) and the switch 4 (209) are in ON state and the switches (207, 208) of battery pack A and the switches (402, 403) of the battery pack C (400) remains in inactive state. The current generated is transferred by the switches (210, 209) of the battery pack B to the main controller (205) and finally to the motor (135) coupled with the rear wheel for traction.
[00068] Fig. 3b is a circuit diagram representing an active state of battery pack C (400) when vehicle (100) (shown in Fig. 1) is in the third mode, i.e., the balanced mode as per one embodiment of the present invention. Further, as per one embodiment of the present invention, when the vehicle (100) is in the balanced mode, the main controller (205) sends an input to a battery management system (BMS) through BMS controller (301, 302, 404) to activate the battery pack C for operating the vehicle (100) in balanced mode, since in balanced mode the battery pack having both optimally high power density and high energy density is required. Hence, the BMS (401) triggers battery pack C (400) to be in active or wake up state and the battery pack A (201) and the battery pack B (202) remains in an inactive state.
[00069] The BMS (401) of the battery pack C has pair of switches (402, 403), i.e., a switch 5 (402) and a switch 6 (403). In the third mode, the switch 5 (402) and a switch 6 (403) are in ON state and the switches (207, 208) of battery pack A and the switches (210, 209) of the battery pack B (202) remains in inactive state. The current generated is transferred by the switches (402, 403) of the battery pack C to the main controller (205) and finally to the motor (135) coupled with the rear wheel for traction.
[00070] This configuration explained in fig. 3, fig.3a, and fig 3b reduces the load duty cycle on the energy storage device and ensures high durability of the pack of the energy storage device, which increases the life of the energy storage device pack in the vehicle.
[00071] Fig. 4 is a flowchart explaining the synergistic working of the plurality of battery pack during mode changing of the vehicle. In an embodiment of the present subject matter, the power system (200) is capable of changing the mode of the vehicle from the first mode to the second mode, where the first mode includes high energy density battery pack A (201) (shown In Fig 2), and the second mode includes high power density battery pack B (202). As there is a need to activate the battery pack B (202)having high power density when vehicle changes it mode from first mode to second mode (step 501 to step 506), thereby, the main controller (205) (shown in Fig. 2) sends the input to the battery management system (203, 204, 401) (shown in Fig. 2) through the BMS controller (301, 302, 404) (shown in Fig. 2) of the respective battery pack and subsequently, the battery management system decides the activation of the battery pack B (202) while controlling the ON/OFF state of switches of both battery pack A (201) and the battery pack B (202) for the mode transition. When the vehicle is in first mode, i.e. the economy mode, the configuration of the switches (207, 208, 210, 209, 402, 403) (shown in Fig. 2) of the battery pack A (201), battery pack B ( 301), and battery pack C (400) are: Switch 1, 2 (207, 208) will be ON, and Switch 3, 4, 5, 6 (210, 209, 402, 403) will be OFF. Upon receiving the mode change request, the battery management system (301, 302, 401) deactivates switch 2 (208) connected to the battery pack A (201) turning it in OFF state while keeping the switch 1 (207) connected to the battery pack A (201) in ON state.
[00072] Further, to maintain the continuous connection of at least one battery pack with the main controller (205) (shown in Fig. 2), the Switch 3 (210) connected to the battery pack B (202) is turned ON (as described in steps 503 to 506). During the shifting of the battery pack A to battery pack B, switch 1 (207) and switch 3 (210) will be in ON state and thereby the main controller (205) will take current from both the battery packs A and B (201, 202) for only delta seconds, ensuring the continuous current flow to the main controller (205). Subsequently, the switch 1 (207) connected to the battery pack A (201) is turned OFF (as described in steps 503 to 506) by the BMS (301, 302, 401) of the respective battery pack; and the switch 4 (209) (shown in Fig. 2) of the battery pack B (202) is switched ON. Thereby enabling the flow of current solely from the battery pack B (202) to the main controller (205).
[00073] The steps explained above are configured such that while switching from one battery pack to another, at least one switch of the other battery pack is engaged before disengaging the prior battery back, ensuring that no jerk is felt by the rider during the mode shifting while riding the vehicle and also, ensures that there is no draining of the battery pack. Also, since switch 2 and switch 4 are connected to separate battery packs (herein battery pack A and Battery pack B), thereby such configuration restricts the interchanging of the current among the two battery packs or restrict the charging of the one battery pack from another battery pack.
[00074] Similarly, while shifting from second mode to the first mode (510), the initial configuration (511) of the switches of the battery pack A (201) (associated with first mode) and the switches of the battery pack B (202) (associated with second mode) will be: Switch 3, 4 (210, 209) will be in ON state, and Switch 1, 2, 5, 6 (207, 208, 402, 403) will be in OFF state. Upon receiving the mode change request, the battery management system (301, 302, 401) deactivates switch 4 (209) connected to the battery pack B (202) turning it in OFF state and while keeping the switch 3 (210) connected to the battery pack B (202) in ON state.
[00075] Further, to maintain the continuous connection of at least one battery pack with the main controller (205) (shown in Fig. 2), the Switch 1 (207) connected to the battery pack A (201) is turned ON (as described in steps 512 to 515). During the shifting of the battery pack B (202) to battery pack A (201), switch 1 (207) and switch 3 (210) will be in ON state and thereby the main controller (205) will take current from both the battery packs A and B (201, 202) for only delta seconds, ensuring the continuous current flow to the main controller (205). Subsequently, the switch 3 (210) connected to the battery pack B (202) is turned OFF (as described in steps 512 to 515) by the BMS (301, 302, 401) of the respective battery pack; and the switch 2 (208) (shown in Fig. 2) of the battery pack A (201) is switched ON. Thereby, enabling the flow of current solely from the battery pack A (201) to the main controller (205).
[00076] Similarly, while shifting from second mode to the third mode (520), the initial configuration (521) of the switches of the battery pack B (202) (associated with second mode) and the switches of the battery pack C (400) (associated with third mode) will be: Switch 3, 4 (210, 209) will be in ON state, and Switch 1, 2, 5, 6 (207, 208, 402, 403) will be in OFF state. Upon receiving the mode change request, the battery management system (301, 302, 401) deactivates switch 4 (209) connected to the battery pack B (202) turning it in OFF state and while keeping the switch 3 (210) connected to the battery pack B (202) in ON state.
[00077] Further, to maintain the continuous connection of at least one battery pack with the main controller (205) (shown in Fig. 2), the Switch 5 (402) connected to the battery pack C (400) is turned ON (as described in steps 522 to 525).During the shifting of the battery pack B (202) to battery pack C (400), switch 5 (402) and switch 3 (210) will be in ON state and thereby the main controller (205) will take current from both the battery packs B and C (202, 400) for only delta seconds, ensuring the continuous current flow to the main controller (205). Subsequently, the switch 3 (210) connected to the battery pack B (202) is turned OFF (as described in steps 522 to 525) by the BMS (301, 302, 401) of the respective battery pack; and the switch 6 (403) (shown in Fig. 2) of the battery pack C (400) is switched ON. Thereby, enabling the flow of current solely from the battery pack C (400) to the main controller (205).
[00078] Similarly, while shifting from the third mode to the first mode (530), the initial configuration (531) of the switches of the battery pack A (201) (associated with first mode) and the switches of the battery pack C (400) (associated with third mode) will be: Switch 5, 6 (402, 403) will be in ON state, and Switch 1, 2, 3, 4 (207, 208, 210, 209) will be in OFF state. Upon receiving the mode change request, the battery management system (301, 302, 401) deactivates switch 6 (403) connected to the battery pack C (400) turning it in OFF state and while keeping the switch 5 (402) connected to the battery pack C (400) in ON state.
[00079] Further, to maintain the continuous connection of at least one battery pack with the main controller (205) (shown in Fig. 2), the Switch 1 (207) connected to the battery pack A (201) is turned ON (as described in steps 532 to 535). During the shifting of the battery pack C (400) to battery pack A (201), the switch 1 (207) and switch 5 (402) and will be in ON state and thereby the main controller (205) will take current from both the battery packs A and C (201, 400) for only delta seconds, ensuring the continuous current flow to the main controller (205). Subsequently, and the switch 5 (402) connected to the battery pack C (400) is turned OFF (as described in steps 532 to 535) by the BMS (301, 302, 401) of the respective battery pack; and the switch 2 (208) (shown in Fig. 2) of the battery pack A (201) is switched ON. Thereby, enabling the flow of current solely from the battery pack A (201) to the main controller (205).
[00080] Similarly, while shifting from the third mode to the second mode (540), the initial configuration (541) of the switches of the battery pack B (202) (associated with second mode) and the switches of the battery pack C (400) (associated with third mode) will be: Switch 5, 6 (402, 403) will be in ON state, and Switch 1, 2, 3, 4 (207, 208, 210, 209) will be in OFF state. Upon receiving the mode change request, the battery management system (301, 302, 401) deactivates switch 6 (403) connected to the battery pack C (400) turning it in OFF state and while keeping the switch 5 (402) connected to the battery pack C (400) in ON state.
[00081] Further, to maintain the continuous connection of at least one battery pack with the main controller (205) (shown in Fig. 2), the Switch 3 (210) connected to the battery pack B (202) is turned ON (as described in steps 542 to 545). During the shifting of the battery pack C (400) to battery pack B (202), the switch 3 (210) and switch 5 (402) and will be in ON state and thereby the main controller (205) will take current from both the battery packs B and C (202, 400) for only delta seconds, ensuring the continuous current flow to the main controller (205). Subsequently, and the switch 5 (402) connected to the battery pack C (400) is turned OFF (as described in steps 542 to 545) by the BMS (301, 302, 401) of the respective battery pack; and the switch 4 (209) (shown in Fig. 2) of the battery pack B (202) is switched ON. Thereby, enabling the flow of current solely from the battery pack B (202) to the main controller (205).
[00082] The configuration as discussed above ensures user comfort and reduces the jerk feel as felt by the rider during shifting of the mode in the vehicle. This also ensures that the controller gets supply from one of the packs of energy storage device pack, thereby, not affecting the riding of the vehicle and also, not draining the pack of energy storage device simultaneously.
[00083] Advantageously, the embodiments of the present invention, describes a plurality of battery packs having different cell chemistries working synergistically, achieving high durability of the plurality of battery pack while maintaining the comfort of the rider/user. Many other improvements and modifications may be incorporated herein without deviating from the scope of the invention.

List of reference symbol:

100: Vehicle
185A: headlight
160A: front panel
105: frame assembly
105A: Head Tube
105B: Main frame
105C: Rear frame
165: Front Fender
110: Front Suspensions
115: Front Wheel
160B: Leg Shield
155: Floorboard
160C: Under Seat Cover
125: IC Engine
130: Transmission Means
140: Swing Arm
145: Rear Wheel
135: Traction Motor
180: Rear Suspension
175: Rear Fender
185B: Taillight
160D: right side panel
150: Seat Assembly
200: Power System
201: First Battery packor Battery pack A
202: Second Battery pack, or Battery pack B
400: Third Battery packor Battery pack C
207: Switch 1
207d: Diode
208: Switch 2
208e: Diode
203: BMS 1 for first battery pack
205: Controller
210: Switch 3
210g, 209f, 402a, 403a: Diode
209: Switch 4
204: BMS 2 for battery second pack
401: BMS 3 for battery third pack
402: Switch 5
403: Switch 6
301: BMS Controller for BMS of first battery pack
302: BMS Controller for BMS of second battery pack
404: BMS Controller for BMS of third battery pack
, Claims:I/We Claim.
1. A vehicle (100) comprising:
a power system (200), said power system (200) comprising a plurality of battery management systems (203, 204, 401), a plurality of battery packs (201, 202, 400), a main controller (205) and a motor (135);
wherein said plurality of battery management system (203, 204, 401) comprising;
a plurality of switches (207, 208, 209, 210), and
a plurality of battery management system controllers (301, 302, 404);
wherein said plurality of switches (207, 208, 209, 210, 402, 403) of said plurality of battery management system (203, 204, 401) being communicatively connected to said plurality of battery packs (201, 202, 400), and said main controller (205) of said vehicle (100) being configured to synchronize and transfer a current generated from at least one of said battery packs (201, 202, 400) to said motor (135); and
said plurality of battery packs (201, 202, 400) being selectively engaged to supply energy as per an input from said main controller (205) depending on one of a first mode, a second mode, and a third mode of said vehicle (100).
2. The vehicle (100) as claimed in claim 1, wherein said plurality of battery packs (201, 202, 400) comprises of a first battery pack (201), a second battery pack (202), and a third battery pack (400).
3. The vehicle (100) as claimed in claim 2, wherein said first battery pack (201) being configured with high energy density cells, wherein said first battery pack (201) being configured to supply current to a motor (135) in a first mode of said vehicle (100).
4. The vehicle (100) as claimed in claim 2, wherein said second battery pack (202) being configured with high power density cells, wherein said second battery pack (202) being configured to supply current to a motor (135) in a second mode of said vehicle (100) .
5. The vehicle (100) as claimed in claim 2, wherein said third battery pack (400) being configured with high power density cells and high energy density cells, wherein said third battery pack (202) being configured to supply current to a motor (135) in a third mode of said vehicle (100) .
6. The vehicle (100) as claimed in claim 1, wherein said first mode being an economy mode, said second mode being a power mode, and said third mode being a balanced mode.
7. The vehicle (100) as claimed in claim 1, wherein said main controller (205) provides input to said plurality of battery management system (203, 204, 401), and said plurality of battery management system (203, 204, 401) being configured to synchronize and transfer said current, generated within a first battery pack (201) through a first switch (207) and a second switch (208) of said plurality of switches (207, 208, 209, 210, 402, 403) of said one or more battery management system (203, 204, 401), to said main controller (205), wherein said main controller (205) being configured to transfer said current to said motor (135) for traction, when said vehicle (100) being in a first mode.
8. The vehicle (100) as claimed in claim 1, wherein said main controller (205) provides input to said plurality of battery management system (203, 204, 401), and said plurality of battery management system (203, 204, 401) being configured to synchronize and transfer said current, generated within a second battery pack (202) through a third switch (210) and a fourth switch (209) of said plurality of switches (207, 208, 209, 210, 402, 403) of said one or more battery management system (203, 204, 401), to said main controller (205), wherein said main controller (205) being configured to transfer said current to said motor (135) for traction, when said vehicle (100) being in a second mode.
9. The vehicle (100) as claimed in claim 1, wherein said main controller (205) provides input to said plurality of battery management system (203, 204, 401), and said plurality of battery management system (203, 204, 401) being configured to synchronize and transfer said current, generated within a third battery pack (400) through a fifth switch (402) and a sixth switch (403) of said plurality of switches (207, 208, 209, 210, 402, 403) of said one or more battery management system (203, 204, 401), to said main controller (205), wherein said main controller (205) being configured to transfer said current to said motor (135) for traction, when said vehicle (100) being in a third mode.
10. The vehicle (100) as claimed in claim 1, wherein said plurality of battery management system (203, 204, 401) selectively operates said plurality of switches (207, 208, 209, 210, 402, 403) to transfer said current from said plurality of battery packs (201, 202, 400) to said motor (135) based on mode shifting of said vehicle (100).
11. The vehicle (100) as claimed in claim 10, wherein said plurality of switches (207, 208, 209, 210, 402, 403) includes a plurality of diodes (207d, 208e, 210g, 209f, 402a, 403a), said plurality of diodes (207d, 208e, 210g, 209f, 402a, 403a) being configured to maintain constant flow of said current to main controller (205) during selective operation of said plurality of switches (207, 208, 209, 210, 402, 403).
12. The vehicle as claimed in claim 1, wherein said main controller (205) being configured to engage at least one of said battery pack (201, 202, 400) of said plurality of battery packs (201, 202, 400) before disengaging the other of said battery pack (201, 202, 400) of said plurality of battery packs (201, 202, 400), when main controller (205) changes from one mode to another mode.
13. The vehicle (100) as claimed in claim 1, wherein said main controller (205) being configured to activate at least one of said battery pack (201, 202, 400) of said plurality of battery packs (201, 202, 400), upon a state of charge of said at least one of said battery pack (201, 202, 400) of said plurality of battery packs (201, 202, 400) goes below a predetermined minimum charge.
14. The vehicle (100) as claimed in claim 13, wherein said predetermined minimum charge being less than 15% of total state of charge of a battery pack (201, 202, 400).