Description:FIELD OF THE INVENTION
[001] Present invention relates to a power management system for a vehicle and a method thereof.

BACKGROUND OF THE INVENTION
[002] In conventional electric vehicles, generally power is supplied by a rechargeable battery for driving a powertrain of the electric vehicle. Range of the electric vehicle is a generalized parameter that depends on various factors such as weight, aerodynamics, motor/powertrain sizing, driving patterns, etc. Additionally, the type of batteries employed for driving the electric vehicle also affects the range of the electric vehicle. As such, in recent past, lithium-based batteries are preferred over lead acid batteries due to improved energy density, specific volume, high charge or discharge currents and life cycle of the battery.
[003] For light weight vehicles, availability of space and weight of the vehicle are the biggest limitations for not selecting larger battery packs. Also, the range of electric vehicles is significantly reduced, since batteries that fit in a motorcycle frame cannot store as much energy as a tank of gasoline. Hence, the biggest challenge is to provide better energy to powertrain within the available space in the vehicle.
[004] However, the energy from the battery is typically used for both driving the powertrain and for operating accessory components of the electric vehicle. Thus, significant quantity of energy is utilized for powering the accessory components of the electric vehicle, thereby affecting the range of the electric vehicle. This situation is more so in the electric vehicles of recent past, as the electric vehicles are equipped with electronic features such as anti-theft systems, on board data analytics and other smart features on the vehicle. significant energy is being utilized to power up auxiliary systems. As such, energy consumption by the accessory components is increasing in the conventional electric vehicle, which is undesirable. Additionally, the effective energy in the battery decreases during frequent accelerations and high continuous discharge current from the battery. Moreover, the Lithium-ion batteries display poor performance and a concern of safety when operated at extreme temperatures.
[005] In order to overcome the aforementioned problems pertaining to use of rechargeable batteries, auxiliary batteries may be employed. However, these auxiliary batteries are non-rechargeable lead acid batteries and are only used for low voltage systems in the conventional electric vehicles such as lamps, horn, seat etc.
[006] Thus, there is a need for a power management system for a vehicle which addresses at least the aforementioned problems.
SUMMARY OF THE INVENTION
[007] In one aspect, the present invention is directed to a power management system for a vehicle. The power management system includes a primary battery module disposed in the vehicle. The primary battery module is adapted to supply power to an electric machine. An auxiliary battery module disposed in the vehicle. The auxiliary battery module is communicably coupled to the electric machine and one or more accessory components of the vehicle. The auxiliary battery module is adapted to supply power to the one or more accessory components and to the electric machine. A control unit is disposed within the vehicle and communicably coupled to the primary battery module and the auxiliary battery module. The control unit is adapted to determine a mode of operation of the vehicle from one or more vehicle parameters, determine a State of Charge (SOC) of the primary battery module, determine a temperature of the primary battery module. Further, the control unit selectively engage at least one of the primary battery module and the auxiliary battery module to the electric machine based on at least one of the SOC of the primary battery module, the temperature of the primary battery module and a determined mode of operation of the vehicle.
[008] In an embodiment, the selective engaging of at least one of the primary battery module and the auxiliary battery module to the electric machine comprises charging of the auxiliary battery module, enabling supply of power to the electric machine from the auxiliary battery module and enabling supply of power to the electric machine from the primary battery module and the auxiliary battery module.
[009] In an embodiment, the mode of operation of the vehicle determined by the control unit comprises one of a regenerative mode, a boost mode and a limp-home mode. The regenerative mode is determined by the control unit based on a deceleration of the vehicle. The boost mode is determined by the control unit based on an abrupt actuation of an accelerator device of the vehicle. The limp-home mode is determined by the control unit when the SOC of the primary battery module is below a threshold value.
[010] In an embodiment, in the regenerative mode of the vehicle, the control unit is adapted to enable transfer of motive force from wheels of the vehicle to the electric machine for generating power. The generated power is routed to the auxiliary battery module for charging the auxiliary battery module when the SOC of the primary battery module exceeds a predetermined value.
[011] In an embodiment, in the regenerative mode of the vehicle, the control unit is adapted to enable transfer of the motive force from wheels of the vehicle to the electric machine for generating power. The generated power is routed to the auxiliary battery module for charging the auxiliary battery module when the temperature of the primary battery module is beyond a predetermined range.
[012] In an embodiment, in the boost mode of the vehicle, the control unit is adapted to enable supply of power to the electric machine from the primary battery module and the auxiliary battery module based on one of the SOC of the primary battery module when exceeding a predetermined value, the temperature of the primary battery module is within a predetermined range.
[013] In an embodiment, in the limp-home mode of the vehicle, the control unit is adapted to enable supply of power to the electric machine from the auxiliary battery module.
[014] In an embodiment, a bi-directional DC-DC convertor is communicably coupled to the auxiliary battery module and the electric machine. The bi-directional DC-DC convertor is adapted to route power from the auxiliary battery module to the electric machine.
[015] In an embodiment, the one or more accessory components comprises one or more electrical components of the vehicle.
[016] In an embodiment, the control unit is disposed in a Battery Monitoring System (BMS) of one of the primary battery module and the auxiliary battery module.
[017] In an embodiment, the one or more vehicle parameters include a speed of the vehicle determined by a vehicle speed sensor; a position of an accelerator device by an accelerator position sensor; the SOC of the primary battery module and the SOC of the auxiliary battery module.
[018] In another aspect, the present invention is directed towards a method for operation of a power management system of a vehicle. The method includes the step of determining, by a control unit disposed in the vehicle, a mode of operation of the vehicle from one or more vehicle parameters. The method includes the step of determining, by the control unit, a State of Charge (SOC) of a primary battery module. The primary battery module is disposed in the vehicle and is communicably coupled to the control unit. Further, the method includes the step of determining, by the control unit, a temperature of the primary battery module. Further, the method includes the step of engaging, by the control unit, selectively at least one of the primary battery module and an auxiliary battery module to an electric machine based on at least one of the State of Charge (SOC) of the primary battery module, the temperature of the primary battery module, and a determined mode of operation of the vehicle. The auxiliary battery module is disposed in the vehicle and is communicably coupled to the control unit.

BRIEF DESCRIPTION OF THE DRAWINGS
[019] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 illustrates a power management system for a vehicle, in accordance with an embodiment of the invention.
Figure 2 is a flow diagram depicting method of operation of the power management system during a regenerative mode of operation of the vehicle, in accordance with an embodiment of the invention.
Figure 3 is a flow diagram depicting method of operation of the power management system during the regenerative mode of operation of the vehicle, in accordance with an embodiment of the invention.
Figure 4 is a schematic diagram of operation of the power management system during a boost mode of operation of the vehicle, in accordance with an embodiment of the invention.
Figure 5 is a flow diagram depicting a method of operation of the power management system during a limp-home mode of operation of the vehicle, in accordance with an embodiment of the invention.
Figure 6 is a flow diagram depicting a method for operating the power management system of the vehicle, in accordance with an embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION
[020] The present invention relates to a power management system for a vehicle and a method thereof. In an embodiment, the vehicle may be an electric vehicle or a hybrid-electric vehicle.
[021] Figure 1 illustrates a power management system 100 in a vehicle, in accordance with an exemplary embodiment of the present invention. The power management system 100 (hereinafter referred to as ‘system 100’) is adapted to improve range of the vehicle (not shown). In the present embodiment, the vehicle may be an electric vehicle or a hybrid-electric vehicle.
[022] The system 100 comprises a primary battery module 102 disposed in the vehicle and may be mounted on a frame member (not shown) of the vehicle. The primary battery module 102 is communicably coupled to an electric machine 104. As such, the primary battery module 102 is adapted to supply power to the electric machine 104 for driving the vehicle. In an embodiment, the primary battery module 102 may be a 52V battery mounted on the frame member of the vehicle. In an embodiment, the electric machine 104 is mounted onto the frame member of the vehicle and coupled to one or more wheels of the vehicle. The electric machine 104 is adapted to act as a traction motor or as a generator, based on a drive mode of the vehicle.
[023] Further, the power management system 100 comprises an auxiliary battery module 106 disposed in the vehicle. The auxiliary battery module 106 is communicably coupled to the electric machine 104 and one or more accessory components 108 of the vehicle. As such, the auxiliary battery module 106 is adapted to supply power to the one or more accessory components 108 and to the electric machine 104. In an embodiment, the auxiliary battery module 106 may be a 12V battery mounted onto the frame member of the vehicle. In an embodiment, the auxiliary battery module 106 may be a rechargeable battery module. In an embodiment, the one or more accessory components is one or more electrical components of the vehicle such as a headlamp assembly, an instrument cluster and the like.
[024] The power management system 100 further comprises a control unit 110 disposed within the vehicle. In an embodiment, the control unit 110 is a Battery Monitoring System (BMS) of one of the primary battery module 102 and the auxiliary battery module 106. The control unit 110 is communicably coupled to the primary battery module 102, the auxiliary battery module 106 and the electric machine 104. The control unit 110 is adapted to selectively engage at least one of the primary battery module 102 and the auxiliary battery module 106 to the electric machine 104, based on mode of operation of the vehicle. In an embodiment, the selective engagement comprises charging of the auxiliary battery module 106, enabling supply of power to the electric machine 104 from the auxiliary battery module 106 and enabling supply of power to the electric machine 104 from the primary battery module 102 and the auxiliary battery module 106. Additionally, the control unit 110 may be adapted to enable supply of power from the auxiliary battery module 106 to the electric machine 104 to drive the vehicle. Power from the auxiliary battery module 106 is supplied to the electric machine 104 through a bi-directional DC-DC convertor 112. The bi-directional DC-DC convertor 112 is adapted to modulate the power supply to the electric machine 104, as per requirement as the capacity of the auxiliary battery module 106 is lower than that of the primary battery module 102.
[025] The control unit 110 is also communicably coupled to sensors (114, 116) disposed in the vehicle. The control unit 110 is adapted to receive one or more vehicle parameters (hereinafter referred to as ‘vehicle parameters’) from each of the sensors. In an embodiment, the vehicle parameters comprise a speed of the vehicle determined based on data received from a vehicle speed sensor 114 or a position of an accelerator device based on data received from an accelerator position sensor 116. The vehicle parameters may also comprise a State of Charge (SOC) of the primary battery module 102 and the auxiliary battery module 106. Additionally, the vehicle parameters may also comprise a temperature of the primary battery module 102. The control unit 110 may be communicably coupled with a temperature sensor (not shown) disposed in the primary battery module 102, for monitoring the temperature of the primary battery module 102. The control unit 110 is adapted to determine mode of operation of the vehicle based on the vehicle parameters received from each of the sensors, such as, 114, 116. The modes of operation of the vehicle may be a regenerative mode or a boost mode or a limp-home mode. The control unit 110 selectively engages at least one of the primary battery module 102 and the auxiliary battery module 106 to the electric machine 104 based on modes of operation of the vehicle.
[026] In an embodiment, the control unit 110 is adapted to determine operation of the vehicle in the regenerative mode, when a deceleration of the vehicle is detected through the speed sensor 114. As an example, if the speed of the vehicle is observed to be 42kmph from 45kmph, deceleration is observed by the control unit 110 based on speed detected by the speed sensor 114. Accordingly, the vehicle is operated to the regenerative mode (by a vehicle control unit (not shown) or the control unit 110) upon determining the deceleration of the vehicle. In the regenerative mode, kinetic energy from the one or more wheels (not shown) of the vehicle is transferred to the electric machine 104 through a torque transfer device (not shown). In this scenario, the electric machine 104 operates as the generator and generates power corresponding to the kinetic energy received from the one or more wheels. The power generated by the electric machine 104 may be selectively routed to one of the primary battery module 102 and the auxiliary battery module 106 as per requirement, which will be described in description with respect to Figures 2 and 3 of the present disclosure.
[027] In an embodiment, the control unit 110 is adapted to determine operation of the vehicle in the boost mode (as shown in Figure 4), when an abrupt actuation of the accelerator device (such as a throttle member) of the vehicle is detected by the accelerator position sensor 116. As an example, when the accelerator device is actuated to 70 degrees from 20 degrees within a span of 1 second, abrupt actuation of the accelerator device is detected by the accelerator position sensor 116. Accordingly, the vehicle is operated in the boost mode upon detecting the abrupt actuation of the accelerator device. In the boost mode, the electric machine 104 acts as the traction motor and provides torque to the one or more wheels for enhancing driving performance of the vehicle. The electric machine 104 receives power from both the primary battery module 102 and the auxiliary battery module 106, thereby enhancing the driving performance of the vehicle.
[028] In an embodiment, the control unit 110 is adapted to determine operation of the vehicle in the limp-home mode, when the SOC of the primary battery module 102 is below a threshold value. As an example, when the SOC is below 5% of a maximum SOC value, the control unit 110 determines that the SOC of the primary battery module 102 is below the predefined value. Accordingly, the vehicle is operated in the limp-home mode upon detecting that the SOC of the primary battery module 102 is below the predefined value. In the limp-home mode, the electric machine 104 acts as the traction motor and provides torque to the one or more wheels. The electric machine 104 receives power from the auxiliary battery module 106, when the vehicle is in the limp-home mode, which will be described in description with respect to Figure 5 of the present disclosure.
[029] In an embodiment, the control unit 110 may be embodied as a multi-core processor, a single core processor or a combination of one or more multi-core processors and one or more single core processors. For example, the control unit 110 is embodied as one or more of various processing devices or modules, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as but not limited to, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In yet another embodiment, the control unit 110 may be configured to execute hard-coded functionality. In still another embodiment, the control unit 110 may be embodied as an executor of instructions, where the instructions are specifically configured to the control unit 110 to perform steps or operations described herein for operating the power management system 100 of the vehicle.
[030] Figure 2 is a flow diagram of a method 200 depicting operation of the system 100 in the regenerative mode of the vehicle, in accordance with an exemplary embodiment of the present invention.
[031] At step 202, the control unit 110 is adapted to monitor the SOC of the primary battery module 102 for transferring power generated by the electric machine 104 to the primary battery module 102 or to the auxiliary battery module 106, upon determining operation of the vehicle in the regenerative mode. When the SOC of the primary battery module 102 exceeds a predetermined value, the control unit 110 moves to step 204. In an embodiment, the predetermined value of SOC of the primary battery module 102 is 80%. As such, the control unit 110 moves to step 204, when the SOC of the primary battery module 102 exceeds 80%.
[032] At step 204, the control unit 110 is adapted to route the kinetic energy from the one or more wheels of the vehicle to the electric machine 104. The electric machine 104 is adapted to generate power corresponding to the kinetic energy received from the one or more wheels. The power generated by the electric machine 104 is transferred to the auxiliary battery module 106 by the control unit 110. Therefore, the control unit 110 is adapted to charge the auxiliary battery module 106 instead of the primary battery module 102 whose SOC exceeds the predetermined value. As such, the control unit 110 ensures efficient regeneration of power when the SOC of the primary battery module 102 exceeds the predetermined value.
[033] However, when the SOC of the primary battery module 102 is below the predetermined value, the control unit 110 moves to step 206. As an example, when the SOC of the primary battery module 102 is 75%, the control unit 110 determines that the primary battery module is below the predetermined value. At step 206, the control unit 110 is adapted to transfer the power generated by the electric machine 104 to the primary battery module 102, for charging the primary battery module 102, since the SOC is below the predetermined value. As such, the control unit 110 ensures efficient regeneration of power, consequently improving range of the vehicle as the auxiliary battery module 106 is being charged and the auxiliary battery module 106 can be used to increase the range of the vehicle using the DC-DC converter 112.
[034] Figure 3 is a flow diagram of a method 300 depicting operation of the system 100 in the regenerative mode, in accordance with an exemplary embodiment of the present invention.
[035] At step 302, the control unit 110 is adapted to monitor temperature of the primary battery module 102 for transferring power generated by the electric machine 104 to the primary battery module 102 or to the auxiliary battery module 106, upon determining operation of the vehicle in the regenerative mode. When the temperature of the primary battery module 102 is within a predetermined range, the control unit 110 moves to step 304. In an embodiment, the predetermined range of temperature of the primary battery module 102 is between 10 oC and 50 oC. As such, the control unit 110 moves to step 304, when the temperature of the primary battery module 102 is between 10 oC and 50 oC. In an embodiment, the predetermined range is considered based on the materials of the primary battery module 102.
[036] At step 304, the control unit 110 is adapted to route the kinetic energy from the one or more wheels of the vehicle to the electric machine 104. The electric machine 104 is adapted to generate power corresponding to the kinetic energy received from the one or more wheels. The power generated by the electric machine 104 is transferred to the primary battery module 102 by the control unit 110. Therefore, the control unit 110 is adapted to charge the primary battery module 102 since the temperature is within the predetermined range.
[037] However, when the temperature of the primary battery module 102 is beyond the predetermined range, the control unit 110 moves to step 306. As an example, when the temperature of the primary battery module 102 is 9 oC or 51 oC, the control unit 110 determines that the primary battery module is beyond the predetermined range. In other words, the control unit 110 determines that the primary battery module 102 is at an extreme temperature condition, when the temperature of the primary battery module 102 is beyond the predetermined range. At step 306, the control unit 110 is adapted to transfer the power generated by the electric machine 104 to the auxiliary battery module 106 instead of the primary battery module 102. As such, the control unit 110 prevents overheating of the primary battery module 102 and consequently improving battery life of the primary battery module 102.In an embodiment, the available power of the primary battery module 102 is a function of State of Charge (SOC), a temperature, and a state of health of the primary battery module 102. Also, the net power or energy deliverable from the primary battery module 102 to the electric machine 104 depends on average discharge currents. As such, with multiple accelerations, range and performance of the vehicle is affected. Thus, the auxiliary battery module 106 along with the primary battery module 102 share the acceleration currents required to be supplied to the electric machine 104 and therefore improve overall range and performance of the vehicle as shown in Figure 4.
[038] Further, the boost mode requires continuous high discharge currents from the primary battery module 102 and the auxiliary battery module 106, during acceleration means pulse currents (currents for short time). The auxiliary battery module 106 supplements the primary battery module 102 for providing the acceleration and boost mode currents. In embodiments, the temperature and SOC conditions of the primary battery module 102 depicted in Figures 2, 3, and 5 can be used for acceleration and boost mode supplements by the auxiliary battery module 106.
[039] Figure 5 is a flow diagram of a method 500 depicting operation of the system 100 in the limp-home mode of the vehicle, in accordance with an exemplary embodiment of the present invention.
[040] At step 502, the control unit 110 is adapted to determine SOC of the primary battery module 102 for transferring power from either the primary battery module 102 or to the auxiliary battery module 106 to the electric machine 104, upon determining operation of the vehicle in the limp-home mode. When the SOC of the primary battery module 102 is below the threshold value, the control unit 110 moves to step 504. In an embodiment, the threshold value is 5% of the maximum SOC of the primary battery module 102. As such, the control unit 110 moves to step 504, when the SOC of the primary battery module 102 is below 5%.
[041] At step 504, the control unit 110 is adapted to route power from the auxiliary battery module 106 to the electric machine 104. As such, during the limp-home mode, the power is transferred from the auxiliary battery module 106 instead of the primary battery module 102, thereby preventing draining of the primary battery module 102. Consequently, the battery life of the primary battery module 102 is enhanced. Additionally, the control unit 110 may be adapted to enable supply of power from the auxiliary battery module 106 to the electric machine 104 until the vehicle reaches a nearest charging station. In an embodiment, power from the auxiliary battery module 106 is supplied to the electric machine 104 through the bi-directional DC-DC convertor 112. The bi-directional DC-DC convertor 112 is adapted to modulate the power supply to the electric machine 104, as per requirement.
[042] However, when the SOC of the primary battery module 102 exceeds the threshold value, the control unit 110 moves to step 506. As an example, when the SOC of the primary battery module 102 is 10%, the control unit 110 determines that the primary battery module exceeds the threshold value. At step 506, the control unit 110 is adapted to transfer power from the primary battery module 102 to the electric machine 104. As such, the control unit 110 ensures that the draining of the primary battery module 102 is prevented and consequently improving battery life of the primary battery module 102.
[043] Figure 6 is a flow diagram of a method 600 of operating the power management system 100 in accordance with an exemplary embodiment of the present invention.
[044] At step 602, the control unit 110 is adapted to determine the mode of operation of the vehicle. As already mentioned in description pertaining to Figure 2, the control unit 110 is adapted to determine the mode of operation of the vehicle based on the vehicle parameters determined by the sensors disposed in the vehicle.
[045] At step 604, the control unit 110 determines the SOC of the primary battery module 102. Thereafter, at step 606 the control unit 110 determines the temperature of the primary battery module 102. Upon determining the SOC and the temperature of the primary battery module 102, the control unit 110 at step 608, is adapted to selectively engage at least one of the primary battery module 102 and the auxiliary battery module 106 with the electric machine 104. The selective engagement of at least one of the primary battery module 102 and the auxiliary battery module 106 to the electric machine 104 is based on the mode of operation of the vehicle as already described in description pertaining to Figures 2-5.
[046] The claimed invention as disclosed above is not routine, conventional or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the system in the present invention is adapted to selectively engage one of the primary battery module and the auxiliary battery module with the electrical machine based on mode of operation of the vehicle to improve the range of the vehicle. Consequently, reducing the range anxiety to a rider of the vehicle. The power management system of the present invention also ensures that selective selection is made based on the temperature and SOC of the primary battery module, thereby enhancing battery life of the primary battery module. Moreover, in the present invention, the selective use of the primary battery module and the auxiliary battery module in different modes of operation of the vehicle ensure an efficient power management system explained above.
[047] In light of the abovementioned advantages and the technical advancements provided by the disclosed method and system, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the following solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the system itself as the claimed steps provide a technical solution to a technical problem.
[048] Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., be non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.
[049] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals
100 – System
102 – Primary Battery Module
104 – Traction Motor
106 – Auxiliary Battery Module
108 – Accessory components
110 – Control unit
112 – DC-DC Converter
114 – Vehicle speed sensor
116 – Acceleration position sensor
600 – Method
, Claims:WE CLAIM:
1. A power management system (100) for a vehicle, the power management system (100) comprising:
a primary battery module (102) disposed in the vehicle, the primary battery module (102) being adapted to supply power to an electric machine (104);
an auxiliary battery module (106) disposed in the vehicle, the auxiliary battery module (106) being communicably coupled to the electric machine (104) and one or more accessory components (108) of the vehicle, wherein the auxiliary battery module (106) being adapted to supply power to the one or more accessory components (108) and to the electric machine (104); and
a control unit (110) disposed within the vehicle and communicably coupled to the primary battery module (102) and the auxiliary battery module (106), the control unit (110) being configured to:
determine a mode of operation of the vehicle from one or more vehicle parameters;
determine, a State of Charge (SOC) of the primary battery module (102);
determine, a temperature of the primary battery module (102); and
selectively engaging at least one of the primary battery module (102) and the auxiliary battery module (106) to the electric machine (104), based on at least one of the State of Charge (SOC) of the primary battery module (102), the temperature of the primary battery module (102), and a determined mode of operation of the vehicle for operating the vehicle.

2. The power management system (100) as claimed in claim 1, wherein selectively engaging at least one of the primary battery module (102) and the auxiliary battery module (106) to the electric machine (104) comprises:
charging of the auxiliary battery module (106);
enabling supply of power to the electric machine (104) from the auxiliary battery module (106); and
enabling supply of power to the electric machine (104) from the primary battery module (102) and the auxiliary battery module (106).

3. The power management system (100) as claimed in claim 1, wherein the mode of operation of the vehicle determined by the control unit (110) comprises one of a regenerative mode, a boost mode and a limp-home mode, wherein:
the regenerative mode being determined by the control unit (110) based on a deceleration of the vehicle;
the boost mode being determined by the control unit (110) based on an abrupt actuation of an accelerator device of the vehicle; and
the limp-home mode being determined by the control unit (110), when the SOC of the primary battery module (102) is below a threshold value.

4. The power management system (100) as claimed in claim 3, wherein in the regenerative mode of the vehicle, the control unit (110) being adapted to enable transfer of motive force from wheels of the vehicle to the electric machine (104) for generating power, the generated power being routed to the auxiliary battery module (106) for charging the auxiliary battery module (106), when the SOC of the primary battery module (102) exceeds a predetermined value.

5. The power management system (100) as claimed in claim 3, wherein in the regenerative mode of the vehicle, the control unit (110) being adapted to enable transfer of the motive force from wheels of the vehicle to the electric machine (104) for generating power, the generated power being routed to the auxiliary battery module (106) for charging the auxiliary battery module (106), when the temperature of the primary battery module (102) is beyond a predetermined range.

6. The power management system (100) as claimed in claim 3, wherein in the boost mode of the vehicle, the control unit (110) is adapted to enable supply of power to the electric machine (104) from the primary battery module (102) and the auxiliary battery module (106), based on one of the SOC of the primary battery module (102) exceeding a predetermined value, the temperature of the primary battery module (102) being within a predetermined range.

7. The power management system (100) as claimed in claim 3, wherein in the limp-home mode of the vehicle, the control unit (110) is adapted to enable supply of power to the electric machine (104) from the auxiliary battery module (106).

8. The power management system (100) as claimed in claim 7 comprises a bi-directional DC-DC convertor (112) communicably coupled to the auxiliary battery module (106) and the electric machine (104), the bi-directional DC-DC convertor (112) being adapted to route power from the auxiliary battery module (106) to the electric machine (104).
9. The power management system (100) as claimed in claim 1, wherein the one or more accessory components comprises one or more electrical components of the vehicle.

10. The power management system (100) as claimed in claim 1, wherein the control unit (110) being a Battery Monitoring System (BMS) of one of the primary battery module (102) and the auxiliary battery module (106).

11. The power management system (100) as claimed in claim 1, wherein the one or more vehicle parameters comprises:
a speed of the vehicle determined by a vehicle speed sensor (114);
a position of an accelerator device by an accelerator position sensor;
the SOC of the primary battery module (102); and
the SOC of the auxiliary battery module (106).

12. A method (600) for operation of a power management system (100) of a vehicle, the method (600) comprising:
determining (602), by a control unit (110) disposed in the vehicle, a mode of operation of the vehicle from one or more vehicle parameters;
determining (604), by the control unit (110), a State of Charge (SOC) of a primary battery module (102), the primary battery module (102) being disposed in the vehicle and being communicably coupled to the control unit (110);
determining (606), by the control unit (110), a temperature of the primary battery module (102); and
engaging (608), by the control unit (110), selectively at least one of the primary battery module (102) and an auxiliary battery module (106) to an electric machine (104) based on at least one of the State of Charge (SOC) of the primary battery module (102), the temperature of the primary battery module (102), and a determined mode of operation of the vehicle, for operating the vehicle, wherein the auxiliary battery module (106) being disposed in the vehicle and being communicably coupled to the control unit (110).

13. The method (600) as claimed in claim 12 wherein selectively engaging at least one of the primary battery module (102) and the auxiliary battery module (106) to the electric machine (104) comprises:
charging of the auxiliary battery module (106);
enabling supply of power to the electric machine (104) from the auxiliary battery module (106); and
enabling supply of power to the electric machine (104) from the primary battery module (102) and the auxiliary battery module (106).

14. The method (600) as claimed in claim 12, wherein the mode of operation of the vehicle determined by the control unit (110) comprises one of a regenerative mode, a boost mode and a limp-home mode, wherein
the regenerative mode being determined by the control unit (110) based on a deceleration of the vehicle;
the boost mode being determined by the control unit (110) based on an abrupt actuation of an accelerator device of the vehicle; and
the limp-home mode being determined by the control unit (110), when the SOC of the primary battery module (102) is below a threshold value.

15. The method (600) as claimed in claim 14 comprising enabling, by the control unit (110), transfer of motive force from wheels of the vehicle to the electric machine (104) for generating power during the regenerative mode of the vehicle, the generated power being routed to the auxiliary battery module (106) for charging the auxiliary battery module (106), when the SOC of the primary battery module (102) exceeds a predetermined value.

16. The method (600) as claimed in claim 14 comprising enabling, by the control unit (110), transfer of motive force from wheels of the vehicle to the electric machine (104) for generating power during the regenerative mode of the vehicle, the generated power being routed to the auxiliary battery module (106) for charging the auxiliary battery module (106), when the temperature of the primary battery module (102) is beyond a predetermined range.

17. The method (600) as claimed in claim 14 enabling, by the control unit (110), supply of power to the electric machine (104) from the primary battery module (102) and the auxiliary battery module (106) during the boost mode of the vehicle,
the power from the primary battery module (102) and the auxiliary battery module (106) being supplied to the electric machine (104) based on one of the SOC of the primary battery module (102) exceeding a predetermined value, the temperature of the primary battery module (102) being within a predetermined range.

18. The method (600) as claimed in claim 14 comprising enabling, by the control unit (110), supply of power from the auxiliary battery module (106) to the electric machine (104), during the limp-home mode of the vehicle.

19. The method (600) as claimed in claim 18 comprising operating, by the control unit (110), a bi-directional DC-DC convertor (112) communicably coupled to the auxiliary battery module (106) and the electric machine (104) to route power from the auxiliary battery module (106) to the electric machine (104).

Dated this 05th day of January 2023

TVS MOTOR COMPANY LIMITED
By their Agent & Attorney

(Nikhil Ranjan)
of Khaitan & Co
Reg No IN/PA-1471