DESC:METHOD FOR COMPUTING REMAINING DRIVABLE RANGE
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202321065130 filed on 28/09/2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to determining driving range of an electric vehicle. Particularly, the present disclosure relates to a system and method for determining remaining drivable range available in an electric vehicle.
BACKGROUND
Vehicles have become indispensable for personal transportation, commuting, and logistics. The growing popularity of electric vehicles, driven by environmental concerns and fuel efficiency, further underscores their importance. However, still adoption of electric vehicles (EVs) faces challenges such as range anxiety, insufficient charging infrastructure, and the need for efficient route planning. To resolve the range anxiety and associated challenges, remaining range estimation is required, while a user is riding the vehicle.
Currently, EVs estimate their range based on the amount of energy stored in the battery and the vehicle's average efficiency. This average efficiency is typically calculated under ideal conditions such as constant speed and optimal road infrastructure or based on historical data of energy consumption over distance. While this approach provides a general indication of the vehicle’s range, it has notable limitations that can lead to discrepancies between predicted and actual range.
One of the primary issues with current methods is that they rely on static efficiency metrics. These calculations are often based on ideal driving scenarios and do not account for real-world variables such as varying road conditions, traffic patterns, or changes in driving pattern. As a result, the estimated range may not accurately reflect the vehicle’s performance under different circumstances. For example, driving in hilly terrain or through heavy traffic can significantly impact energy consumption, making the initial range estimate less reliable.
Another limitation is the failure of existing systems to dynamically adjust the range estimate based on real-time driving conditions. Factors such as rapid acceleration, frequent braking, and changes in the vehicle's load can all affect energy consumption. Current range estimation methods often do not incorporate these dynamic factors, leading to potential discrepancies between predicted and actual range. Additionally, different driving styles can have a substantial impact on energy use, however existing system(s) typically do not adjust the range estimates to reflect individual driving pattern.
Therefore, there exists a need for an improved system and method capable of accurately determining real-time remaining drivable range and overcoming one or more associated problems as set forth above.
SUMMARY
An object of the present disclosure is to provide a system for efficiently determining a remaining drivable range of a battery powered vehicle.
Another object of the present disclosure is to provide a method of efficiently determining a remaining drivable range of a battery powered vehicle.
Another object of the present disclosure is to provide a system and a method capable of determining real-time steady value of the remaining drivable range, of a battery powered vehicle.
In accordance with first aspect of the present disclosure there is provided a system for determining a remaining drivable range of a battery powered vehicle, the system comprising:
- a sensing module configured to detect at least one vehicle parameter and at least one battery parameter;
- a control module communicably coupled with the sensing module and configured to
- determine a drive efficiency of the battery powered vehicle for a plurality of distance intervals;
- determine an acceleration factor for each of the distance interval;
- determine a user’s driving factor; and
- determine remaining drivable range based on the at least one sensed battery parameter, and the determined drive efficiency, acceleration factor and user’s driving factor.
The present disclosure provides a system for determining a remaining drivable range of a battery powered vehicle. The system, as disclosed in the present disclosure is advantageous in terms of dynamically calculating precise values of remaining distance available, ensuring that the estimated distance is continually updated based on real-time data and changing conditions. Additionally, the calculated distance a steady value, with minimum fluctuations, thus providing a reliable estimate to drivers. This stability is crucial for effective trip planning and enhances overall confidence in the vehicle's range capabilities.
In accordance with a second aspect, there is described a method of determining a remaining drivable range of a battery powered vehicle, the method comprising:
detecting at least one vehicle parameter and at least one battery parameter, using a sensing module;
determining a drive efficiency of the battery powered vehicle for a plurality of distance intervals, using a control module;
determining an acceleration factor for each of the distance interval, using a control module;
determining a user’s driving factor, using a control module; and
determining the remaining drivable range based on the at least one sensed battery parameter, and the determined drive efficiency, acceleration factor and user’s driving factor, using a control module.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 illustrates a block diagram of a system for determining a remaining drivable range of a battery powered vehicle, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a flow chart of a method of determining a remaining drivable range of a battery powered vehicle, in accordance with an embodiment of the present disclosure.
Figure 3A is a graphical representation of a first reference cycle to determine remaining drivable range, in accordance with an embodiment of the present disclosure.
Figure 3B is a graphical comparison between the of remaining drivable range, for the first reference cycle, determined using the method disclosed in the present disclosure and a conventional method, in accordance with an embodiment of the present disclosure.
Figure 4A is graphical representation of a second reference cycle to determine remaining drivable range, in accordance with an embodiment of the present disclosure.
Figure 4B is a graphical comparison between the of remaining drivable range, for the second reference cycle, determined using the method disclosed in the present disclosure and a conventional method, in accordance with an embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a system and method for determining a remaining drivable range for a battery-powered vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “battery powered vehicle”, “electric vehicle”, “EV”, and “EVs” are used interchangeably and refer to any vehicle having stored electrical energy, including the vehicle capable of being charged from an external electrical power source. This may include vehicles having batteries which are exclusively charged from an external power source, as well as hybrid-vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the ‘electric vehicle’ as used herein includes electric two-wheeler, electric three-wheeler, electric four-wheeler, electric pickup trucks, electric trucks and so forth.
As used herein, the terms “remaining drivable range”, “remaining driving capacity” and “remaining driving range” are used interchangeably and refer to the estimated distance the vehicle can travel before the battery is depleted and requires recharging. The remaining driving range is a fluctuating quantity depending on various vehicle and driving factors, so it's a dynamic estimate rather than a fixed distance. The various vehicle and driving factors may include, but not limited to, vehicle acceleration, vehicle speed, vehicle driving modes, battery SOC, battery SOH, battery temperature, road conditions, traffic conditions, climate changes, road elevation (hill or flat), and road types (highways or city streets)
As used herein, the terms “sensing module” and “sensor(s)” are used interchangeably and refer to an individual sensor, a combination of sensors and associated hardware that may collect and/or process data necessary for calculating the vehicle's remaining driving range. The sensors may include, but are not limited, to hall effect sensor, GPS-based sensor, wheel sensor, odometer, tachometer, Inertial Measurement Units, Lidar Sensors, voltage sensor, current sensor, temperature sensor, and sensors integrated with BMS.
As used herein, the term “vehicle parameter” refers to specific data points or metrics related to the vehicle's operation that influence how the remaining driving range is calculated. These data points may represent, but not limited to, vehicle speed, vehicle acceleration, distance travelled and vehicle mode(s). The system continuously monitors these parameters and adjusts the estimated range based on real-time sensed values corresponding to specific data points. The vehicle parameters may include, but are not limited, to vehicle speed, vehicle modes and distance travelled by the vehicle.
As used herein, the term “battery parameter” refers to specific metrics related to the state and performance of the vehicle’s battery. These parameters are critical for monitoring the battery’s health, efficiency, and available energy, which in turn impacts the estimation of the remaining driving range. Key battery parameters may include, but not limited to, battery current, power consumption or storage; battery voltage, insights into the battery’s charge level and overall health; battery state of charge (SOC) and battery state of health (SOH).
As used herein, the terms “control module”, “controller”, “processor”, “microprocessor”, “microcontroller” and “control unit” are used interchangeably and refer to a compact integrated circuit or a combination of multiple integrated circuit, designed to control a specific operation in an electronic system. A microcontroller contains a Central Processing Unit (CPU), input/output peripherals, memory (RAM and/or ROM), and various interfaces, all integrated into a single module.
As used herein, the terms “drive efficiency” and “ride efficiency” are used interchangeably and refer to the vehicle's ability to convert electrical energy received from the battery into the distance travelled. Ride efficiency is typically expressed as the amount of energy consumed per unit distance travelled, such as kilowatt-hours per mile (kWh/mi) or kilowatt-hours per kilometre (kWh/km).
As used herein, the terms “vehicle mode”, “drive mode” and “ride mode” are used interchangeably and refer to predefined settings that adjust the vehicle’s performance, energy consumption, and driving dynamics to suit different driving conditions and preferences. The modes may include, but not limited to, eco mode, city mode and sports mode.
As used herein, the term “distance interval” refers to segments of distance. A distance travelled is divided into equal distance span and/ pre-defined distance spans for the purpose of averaging, used in the computation of acceleration factor, drive efficiency etc.
As used herein, the term “acceleration factor” refers to a coefficient determined to consider the rate of acceleration or deacceleration for a distance travelled. The acceleration factor is positive when the vehicle is accelerating for a distance travelled, acceleration factor is negative when the vehicle is deaccelerating for a distance travelled, and zero when the vehicle is running at a constant speed for a distance travelled.
As used herein, the terms “user’s driving factor (UDF)”, “rider’s driving factor”, “driving factor”, “riding factor”, and “driver’s driving factor” are used interchangeably and refer to a numerical value to take in consideration the impact of rider’s riding pattern on vehicle performance and safety, based on velocity and acceleration. Higher riding factor implies more aggressive riding.
In accordance with first aspect of the present disclosure, there is provided a system for determining a remaining drivable range of a battery powered vehicle, the system comprising:
- a sensing module configured to detect at least one vehicle parameter and at least one battery parameter;
- a control module communicably coupled with the sensing module and configured to
- determine a drive efficiency of the battery powered vehicle for a plurality of distance intervals;
- determine an acceleration factor for each of the distance interval;
- determine a user’s driving factor; and
- determine remaining drivable range based on the at least one sensed battery parameter, and the determined drive efficiency, acceleration factor and user’s driving factor.
Referring to figure 1, in accordance with an embodiment, there is described a system 100 for determining a remaining drivable range of a battery powered vehicle. The system 100 comprises a sensing module 102, and a control module 104 communicably coupled with the sensing module 102.
The sensing module 102 is configured to detect at least one vehicle parameter and at least one battery parameter.
The control module 104 is configured to determine drive efficiency of the battery powered vehicle for a plurality of distance intervals, acceleration factor for each of the distance interval, user’s driving factor and hence determining remaining drivable range based on the at least one sensed battery parameter, and the determined drive efficiency, acceleration factor and user’s driving factor.
In an embodiment, the sensing module 102 may be a sensor or a combination of sensors, configured for measuring at least one vehicle parameter, which can include metrics such as, but not limited to, the vehicle's speed, temperature, and other operational indicators relevant to the vehicle's performance. Additionally, the sensing module 102 tracks at least one battery parameter, such as but not limited to, the battery's charge level, voltage, current, battery SOC and battery SOH. The sensing module 102 continuously or periodically collects real-time data from the vehicle components and the powerpack. Further, the collected vehicle and battery parameters are communicated to the control module 104.
In an embodiment, the control module 104 is an integrated circuit or a combination of multiple integrated circuit, communicably linked to the sensing module 102, for receiving the collected real-time data associated with the vehicle parameters and battery parameters.
In an embodiment, the at least one vehicle parameter may include, but not limited to, a vehicle speed, a vehicle acceleration, a distance travelled and a vehicle mode. Further, the at least one battery parameter may include, but not limited to, a battery current, a battery voltage, a battery temperature, a battery SOC (state-of-charge), and a battery SOH (state-of-health).
In an embodiment, the control module 104 may determine the drive efficiency based on the sensed at least one vehicle parameter and the at least one battery parameter, for the plurality of distance intervals. The control module 104 determines drive efficiency by analysing data from received from the sensing module 102. The drive efficiency is calculated for a pre-defined distance interval(s) and is determined using the following formula:
DE=(Battery Voltage×Battery Current )/(Distance Travelled )×(Acceleration Factor) Eq.1
Where:
DE: Drive Efficiency
This calculation may be performed for multiple pre-defined distance intervals to capture how drive efficiency changes under different driving conditions over a period of time. In case of multiple pre-defined distance intervals, the drive efficiency is an average of drive efficiency of each pre-defined distance interval. Specifically, in this embodiment, the multiple pre-defined distance intervals include two or more distance intervals. Further, a first distance interval is smaller than a second distance interval and second distance travelled is smaller than a third distance interval. Such determination of the drive efficiency is advantageous in terms of providing a steady value of drive efficiency for real-time calculation of the remaining drivable range.
In an embodiment, the control module 104 may determine the acceleration factor for each of the distance interval, based on the sensed at least one vehicle parameter. The control module 104 determines an acceleration value by computing acceleration for a pre-defined distance interval(s). Specifically, in this embodiment, the multiple pre-defined distance intervals include two or more distance intervals. Further, a first distance interval is smaller than a second distance interval and second distance travelled is smaller than a third distance interval. In case of multiple pre-defined distance intervals, the acceleration value is an average of acceleration value of each pre-defined distance interval. Further, the control module 104 maps the determined acceleration value to an acceleration factor from a look-up table. The acceleration factor significantly affects the energy consumption from the battery, thus by considering the acceleration factor in the calculation, the system is able to track changes in speed and change in consumption of energy from the battery with the change in speed happening and this the system accurately determines the remaining drivable range of the vehicle.
In an embodiment, the control module 104 may determine the user’s driving factor (UDF) based on the sensed at least one vehicle parameter. The vehicle parameter may include, but is not limited to, vehicle velocity, vehicle acceleration, and vehicle driving modes. The user’s driving factor is calculated for one or more defined distance interval. For example, user’s driving factor is calculated for a first interval, a second interval and a third interval. The control module 104 further determines user’s driving factor by averaging the user’s driving factor for the first interval, the second interval and the third interval. The inculcation of the user’s driving factor provides a more accurate estimate of how far the vehicle can travel under varying driving conditions.
In an embodiment, the user’s driving factor is directly proportional to the square root of the vehicle’s velocity and acceleration, and inversely proportional to the square root of the number of samples taken. Specifically, the user’s driving factor may be calculated by using the below equation:
UDF = v[2(V*A)/N] Eq. 2
Where:
UDF - User’s driving factor
V – Velocity of Vehicle
A – Acceleration of Vehicle
N – No. of Samples Taken
Beneficially, the abovementioned calculation for deriving the user’s driving factor enables system to consider the real time driving pattern of the rider for accurately determining the remaining drivable range.
In an embodiment, the control module 104 determines remaining drivable range based on the at least one sensed battery parameter, and the determined drive efficiency, acceleration factor and user’s driving factor. Specifically, in this embodiment the remaining drivable range (RDR) is calculated using below formula:
RDR=ABC/(DE×UDF×CG) Eq. 3
Where:
RDR - Remaining Drivable Range
DE – Drive Efficiency
UDF - User’s driving factor
CG – Corrected Gain
ABC – Available battery capacity
In this embodiment, for determining the remaining drivable range (RDR), using the Eq. 3, the drive efficiency (DE) is derived from Eq. 1 and the user’s driving factor (UDF) is derived from Eq. 2.
Further, in this embodiment, for determining the remaining drivable range (RDR), using the Eq. 3, the value of Corrected Gain (CG) is determined from a look-up table. The value of corrected gain in look-up table is generated on the basis of energy consumed from the battery for one or more distance interval.
Advantageously, in this embodiment the determined value of remaining drivable range (RDR) is an accurate and dynamic value, with minimum fluctuations in the determined value. The steady and accurate value of remaining drivable range helps driving to plan the route better according to current vehicle and battery conditions, as well as optimize the driving pattern to achieve maximum driving range for the available energy capacity of the vehicle.
Optionally, in this embodiment control module 104 determines remaining drivable range based on the at least one sensed battery parameter, and the determined drive efficiency, acceleration factor and user’s driving factor. The remaining drivable range is calculated using Eq.3, wherein weighted moving average is used of Drive efficiency (DE) and weighted moving average of User’s driving factor (UDF) is used for the calculation of Remaining drivable range (RDR). Advantageously, in this embodiment the weighted moving average is used of Drive efficiency (DE) and the and weighted moving average of User’s driving factor (UDF) enables the system to cut down the fluctuations in the value of determined remaining drivable range.
Referring to figure 2, in accordance with an embodiment of the present disclosure, there is described a method 200 of determining a remaining drivable range of a battery powered vehicle. The method 200 starts at a step 202. At the step 202, the method 200 comprises detecting at least one vehicle parameter and at least one battery parameter, using a sensing module (such as a sensing module 102 of Fig.1). At a step 204, the method 200 comprises determining a drive efficiency of the battery powered vehicle for a plurality of distance intervals, using a control module (such as a control module 104 of Fig.1). At a step 206, the method 200 comprises determining an acceleration factor for each of the distance interval, using the control module 104. At a step 208, the method 200 comprises determining a user’s driving factor, using the control module 104. At a step 210, the method 200 comprises determining the remaining drivable range based on the at least one sensed battery parameter, and the determined drive efficiency, acceleration factor and user’s driving factor, using the control module 104. The method 200 ends at the step 210.
It would be appreciated that all the explanations and embodiments of the system 100 also apply mutatis-mutandis to the method 200.
Referring to figure 3A in accordance with an embodiment of the present disclosure, is a graphical representation of a first reference cycle to determine remaining drivable range. The reference cycle is a plot of speed vs time. The first reference cycle comprises peaks toward the end of the driving cycle. The peaks represent abrupt changes in speed in the driving cycle
Referring to figure 3B in accordance with an embodiment of the present disclosure, is a graphical representation of a comparison between the of remaining drivable range, for the first reference cycle, determined using the method disclosed in the present disclosure and a conventional method. The solid line in the figure 3B, represent values of remaining drivable range determined using method disclosed in the present disclosure, plotted against Y1-axis vs time on X-axis. The dotted line in the figure 3B, represents values of remaining drivable range for first reference cycle, determined using a conventional method, plotted against Y2-axis vs time on X-axis. By comparing the plot of remaining drivable range, it is evident that there are no spikes observed in RDR values calculated using the method (solid line) disclosed in the present disclosure, against the abrupt changes in speed present toward the end of the first reference cycle. Whereas the values of RDR calculated using conventional method (dotted line) changes rapidly and thus misleads the driver of the vehicle about the actual remaining range of the vehicle. During the event of abrupt change in speed (for time period 2570sec-2890sec) there is observed a sudden drop in remaining drivable range (for time period 2570sec-2890sec) when calculated using the conventional method, since conventional method considers instantaneous value of drive efficiency. Whereas, during the event of abrupt change in speed (for time period 2570sec-2890sec), there are no abrupt fluctuations in remaining drivable range (for time period 2570sec-2890sec) when calculated using the method as disclosed in the present disclosure.
Referring to figure 4A in accordance with an embodiment of the present disclosure, demonstrates graphical representation of a second reference cycle to determine remaining drivable range, in accordance with an embodiment of the present disclosure. The reference cycle is a plot of speed vs time. The second reference cycle comprises peaks in the middle of the driving cycle. The peaks represent abrupt changes in speed.
Referring to figure 4B in accordance with an embodiment of the present disclosure, demonstrates a graphical comparison between the of remaining drivable range, for the second reference cycle, determined using the method disclosed in the present disclosure and a conventional method. The solid line in the figure 4B, represent values of remaining drivable range determined using the method disclosed in the present disclosure. The values of remaining drivable range are plotted against Y1-axis vs time on X-axis. The dotted line in the figure 4B, represents values of remaining drivable range for second reference cycle, determined using a conventional method, plotted against Y2-axis vs time on X-axis. By comparing the plot of remaining drivable range, we conclude that there are no spikes observed in RDR values calculated using the method (solid line) disclosed in the present disclosure, against the abrupt changes in speed present in the middle of the second reference cycle. Whereas the values of RDR calculated using conventional method (dotted line) changes rapidly and thus may mislead the driver of the vehicle about the actual remaining range of the vehicle. During the event of abrupt change in speed (for time period 1485sec-1800sec), there is observed a sudden drop in remaining drivable range (for time period 1485sec-1800sec) when calculated using the conventional method, since conventional method considers instantaneous value of drive efficiency. Whereas, during the event of abrupt change in speed (for time period 1485sec-1800sec), there are no abrupt fluctuations in remaining drivable range (for time period 1485sec-1800sec) when calculated using the method as disclosed in the present disclosure.
The method and system, as disclosed in the present disclosure, is advantages in terms of accurately determining the dynamic value of the remaining drivable range, with no fluctuations in the calculated value in the event of sudden changes in the speed of the vehicle. The calculation method considers multiple vehicle and battery related factors and determines drive efficiency, acceleration factor, and user’s driving factor to accurately compute the remaining drivable range. The driving factor as calculated in the method as disclosed in this embodiment, helps in minimizing the fluctuations in remaining drivable range value. The acceleration factor measures the impact of sudden changes in speed, on the value of remaining drivable rang. Further, the acceleration factor measures impact of the driving pattern on the remaining drivable range. The accurate determination of remaining driveable range allows driver to plan the journey accordingly and further allows the user to adjust the driving pattern in order to obtain the maximum range from the available battery capacity.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A system (100) for determining a remaining drivable range of a battery powered vehicle, the system comprising:
- a sensing module (102) configured to detect at least one vehicle parameter and at least one battery parameter;
- a control module (104) communicably coupled with the sensing module (102) and configured to
- determine a drive efficiency of the battery powered vehicle for a plurality of distance intervals;
- determine an acceleration factor for each of the distance interval;
- determine a user’s driving factor; and
- determine remaining drivable range based on the at least one sensed battery parameter, and the determined drive efficiency, acceleration factor and user’s driving factor.

2. The system (100) as claimed in claim 1, wherein the at least one vehicle parameter comprises at least one of a vehicle speed, a vehicle acceleration, a distance travelled and a vehicle mode.

3. The system (100) as claimed in claim 1, wherein the at least one battery parameter comprises at least one of a battery current, a battery voltage, a battery SOC, and a battery SOH.

4. The system (100) as claimed in claim 1, wherein the control module (104) is configured to determine the drive efficiency based on the sensed at least one vehicle parameter and the at least one battery parameter, for the plurality of distance intervals.

5. The system as claimed in claim 1, wherein the plurality of distance intervals comprises two or more distance intervals.
6. The system as claimed in claim 5, wherein a first distance interval is smaller than a second distance interval and second distance travelled is smaller than a third distance interval.

7. The system as claimed in claim 1, wherein the control module (104) is configured to determine the acceleration factor for each of the distance interval, based on the sensed at least one vehicle parameter.

8. The system as claimed in claim 1, wherein the control module (104) is configured to determine the user’s driving factor is determined based on the sensed at least one vehicle parameter.

9. A method (200) of determining a remaining drivable range of a battery powered vehicle, the method comprising:
- detecting at least one vehicle parameter and at least one battery parameter, using a sensing module (102);
- determining a drive efficiency of the battery powered vehicle for a plurality of distance intervals, using a control module (104);
- determining an acceleration factor for each of the distance interval, using a control module (104);
- determining a user’s driving factor, using a control module (104); and
- determining the remaining drivable range based on the at least one sensed battery parameter, and the determined drive efficiency, acceleration factor and user’s driving factor, using a control module (104).