Description:ROAD GRADIENT BASED DYNAMIC POWER MANAGEMENT SYSTEM FOR VEHICLES

Field of the Invention
[0001] The present invention relates to electric vehicles and particularly to a power management system that modulates power supply based on road gradient condition.

Background
[0002] The description in the Background section includes general information related to the field of the present application. The background is only meant to provide context to a reader in understanding the present invention. It is neither to be taken as an admission that any of the provided information relates to prior art for the presently claimed invention nor that any publication explicitly or implicitly referenced within this section relates to prior art. The background section is merely meant to be illustrative rather than exhaustive and is primarily intended to identify problems associated with the present state of the art.
[0003] Generally, detection of road gradients can be challenging for electric vehicles, such as electric two-wheelers. The utilization of inertial measurement units (IMUs) that employ accelerometer and gyroscope data is a common method. Such units determine orientation, tilt and inclination associated with the two-wheeler to estimate the road gradient. However, the accuracy of such units is frequently compromised, especially on uneven roads or during turning manoeuvres of the vehicle due to vibrations introducing noise into the sensor readings.
[0004] Alternatively, road gradient detection is also performed by employing GPS-based systems that are tasked to estimate road gradients through the calculation of elevation changes over distances. However, such a method is also susceptible to inaccuracies, particularly in urban environments having tall buildings or tunnels, thereby affecting the precision of the road gradient detection.
[0005] In light of the above discussion, it can be readily recognised that there is an urgent need for reliable road gradient detection for vehicles to enable improved power management for such vehicles.
Objectives of the Invention
[0006] The following paragraphs briefly describe the various objectives sought to be achieved by the various embodiments of the present invention.
[0007] An objective of the present invention is to provide an improved and accurate road gradient detection system for vehicles (such as electric vehicles) that minimizes errors caused by uneven roads or during turns.
[0008] Another objective of the present invention is to provide a road gradient detection system that overcomes impact of vibrations and noise on gradient detection sensors.
[0009] Yet another objective of the present invention is to enable accurate gradient detection on slippery road surfaces, such as, even when one wheel of the vehicle loses traction.
[00010] Still another objective of the present invention is to provide a road gradient detection system that is not reliant on GPS for gradient estimation, reducing errors in urban environments having tall buildings or tunnels.
[00011] Another objective of the present disclosure is to provide a power management system that facilitates an instantaneous run-time detection of gradient of driving surface, and optimizing power supply in response to the detected gradient.

Summary
[00012] The following Summary section provides only a brief introduction to the various embodiments of the present invention. It is to be understood that the following paragraphs are neither meant to constitute a complete and thorough description of the claimed subject matter nor is it intended to define the technical features or the scope of the claimed subject matter. Thus, the description in the Summary section is neither intended to identify only the essential features of the present invention nor limit the scope of the claimed subject matter in any manner.
[00013] The present invention relates to electric vehicles and particularly to power management systems for electric vehicles.
[00014] In an aspect, the present disclosure provides a power management system that modulates power supply based on road gradient condition. The system comprises a battery pack to supply an operating current to an electric motor and a sensing unit that determines a rotational speed associated with the electric motor. The rotational speed corresponds to the supplied operating current. The sensing unit further determines a rotational torque associated with the electric motor. The rotational torque corresponds to the supplied operating current. The sensing unit also determines a current ride mode, a throttle input and a current State of Charge (SoC) of the battery pack. The system further comprises a vehicle control unit. The vehicle control unit receives the throttle input, the current SoC of the battery pack, the rotational speed and the rotational torque from the sensing unit. The vehicle control unit acquires a functional current setpoint associated with the current SoC and the ride mode. The functional current setpoint is associated with a maximum functional current suppliable from the battery pack to the electric motor based on the current SoC and the current ride mode. The vehicle control unit determines a gradient condition of a driving surface, if the received rotational speed and the received rotational torque is greater than a pre-set rotational speed and pre-set rotational torque for a time duration greater than a pre-set time limit. The vehicle control unit utilizes the determined gradient condition to control supply of the operating current based on the received current ride mode, the acquired pre-set current limit corresponding to the received current ride mode and the received current SoC of the battery pack and the received rotational speed and rotational torque.
[00015] In a first embodiment, the vehicle control unit utilizes a look-up table to correlate the received rotational speed of the electric motor with a current threshold to determine an updated current limit to be supplied to the electric motor.
[00016] In a second embodiment, the vehicle control unit controls a current limiter to enable supply of the updated current limit to the electric motor.
[00017] In a third embodiment, the vehicle control unit leverages the current threshold, in conjunction with detected gradient conditions, to optimize the operating current supplied to the electric motor to overcome the determined gradient condition.
[00018] In a fourth embodiment, the vehicle control unit provides feedback to a user regarding the determined gradient condition, the current SoC of the battery pack and the adjusted operating current.
[00019] In a fifth embodiment, the ride mode is selected from an eco-mode, a rush mode, a heavy load mode, a sport mode, a city mode, and a normal mode.
[00020] In a sixth embodiment, the sensing unit detects a load of the vehicle. The detected load is used by the vehicle unit to adjust the operating current.
[00021] In a seventh embodiment, the sensing unit determines a voltage output of the battery pack, and the vehicle control unit adjusts the supply of operating current based on the determined voltage output.
[00022] In an eighth embodiment, the vehicle control unit determines an acceleration strategy and a deceleration strategy based on the determined gradient condition and the current SoC.
[00023] In a ninth embodiment, the vehicle control unit adjusts the operating current in discrete steps or in a continuous manner based on the determined gradient condition.
[00024] In a second aspect, the present disclosure provides a method for managing power for a vehicle. The method comprises determining a rotational speed associated with an electric motor of the vehicle. The rotational speed corresponds to an operating current supplied from a battery pack of the vehicle to the electric motor. The method further comprises determining a rotational torque associated with the electric motor. The rotational torque corresponds to the supplied operating current. The method additionally comprises determining a current ride mode, a throttle input and a current State of Charge (SoC) of the battery pack. Moreover, the method comprises acquiring the determined throttle input, the determined current SoC of the battery pack, the determined rotational speed and the determined rotational torque. Further, the method comprises acquiring a functional current setpoint associated with the SoC and the ride mode. The functional current setpoint is associated with a maximum functional current suppliable from the battery pack to the electric motor based on the current SoC and the current ride mode. The method comprises determining a gradient condition of a driving surface, if the received rotational speed and the received rotational torque is greater than a pre-set rotational speed and pre-set rotational torque for a time duration greater than a pre-set time limit. The method comprises utilizing the determined gradient condition to control supply of the operating current based on the received current ride mode, the acquired pre-set current limit corresponding to the received current ride mode and the received current SoC of the battery pack and the received rotational speed and rotational torque.
[00025] The various objects, features, and advantages of the claimed invention will become clear when reading the following Detailed Description along with the Drawings.
Brief Description of the Drawings
[00026] The following Brief Description of Drawings section will be better understood when read in conjunction with the appended drawings. Although exemplary embodiments of the present invention are illustrated in the drawings, the embodiments are not limited to the specific features shown in the drawings. The drawings illustrate simplified views of the claimed invention and are therefore, not made to scale. Identical numbers in the drawings indicate like elements in the drawings.
[00027] The embodiments of the present invention will now be briefly described by way of example only with reference to the drawings in which:
[00028] FIG. 1 shows a schematic illustration of a power management system for a vehicle as per one embodiment of the present disclosure;
[00029] FIG. 2 shows a flowchart of a method for managing power for a vehicle according to one embodiment of the present disclosure; and
[00030] FIG. 3 shows a flowchart illustrating operation of the system (such as the system of FIG. 1) according to one embodiment of the present disclosure.
[00031] FIG. 4 illustrates a vehicle-rider-process interaction diagram, in accordance with an embodiment of the present disclosure; and
[00032] FIG. 5 illustrates a gradient detection process diagram, in accordance with an embodiment of the present disclosure.
Detailed Description
[00033] The following is a detailed description of exemplary embodiments to illustrate the principles of the invention. The embodiments are provided to illustrate aspects of the invention, but the invention is not limited to any single embodiment. The scope of the invention encompasses without limitation numerous alternatives, modifications and combinations.
[00034] It shall be noted that as used within the current section as well as in the appended claims, the singular forms “a”, “an”, and “the” include plural referents unless the context clearly dictates otherwise. Further, the use of words such as “first”, “second”, “third” and the like does not represent any particular order. Such words have been merely employed to distinguish one individual component from another. Moreover, “each” refers to each member of a set or each member of a subset of a set.
[00035] An arrangement of two or more components, unless stated specifically, can be done without limitation in any manner relative to a three-dimensional coordinate system. Thus, a second component arranged underneath a first component may also be taken to mean that the first component is arranged underneath the second component.
[00036] The phrase “configured to” as used through the Detailed Description as well as the appended Claims is to be taken to mean that the particular component that is configured to perform a specific action is specially conceived, designed and subsequently manufactured to enable the particular component to be employed for conveniently performing the specific action. However, this should not be taken to mean that the particular component is only capable of performing one specific action that the particular component is configured to do. It may perform a variety of different actions in addition to the specific action that the particular component has been configured to do.
[00037] The phrase “operably coupled” as used throughout the Detailed Description as well as the appended Claims is to be understood to refer to a coupling between two or more components that such an action performed by or on a first of the components is transferrable as an equivalent action of or on a second of the component that is operably coupled to the first component. It will be appreciated that more than two components may be operably coupled to each other.
[00038] It will be appreciated that various components of the system may be permanently or temporarily (such as, detachably) coupled to each other using various permanent or temporary means, including but not limited to, welding the components together, using screws, nuts, bolts and the like to join the components together, attaching the components using magnets and the like. Such details are commonly available in the art and have therefore been omitted throughout the Detailed Description and the appended Claims for the sake of conciseness.
[00039] It will also be appreciated that modifications, additions, or omissions may be made to the systems and apparatuses described hereinafter without departing from the scope of the Claims. The components of the systems and apparatuses may be integrated or separated. Moreover, the operations of the systems and apparatuses may be performed by more, fewer, or other components.
[00040] The present invention relates to electric vehicles and particularly to power management that modulates power supply based on gradient of driving surface
[00041] Referring to FIG. 1, there is shown a schematic illustration of a power management system 100 for a vehicle 102 as per one embodiment of the present disclosure. The system 100 comprises a battery pack 104 to supply an operating current to an electric motor 106. The battery pack 104 ensures a consistent and efficient power supply to the electric motor 106, enabling optimal performance of the electric motor 106. The system 100 dynamically adjusts supply of operating current to an electric motor 106 based on the gradient condition of driving surface.
[00042] The system 100 further comprises a sensing unit 108 that determines a rotational speed associated with the electric motor 106. The sensing unit 108 refers to an electrical, mechanical or electromechanical component of the system 100 that enables determination of various operating parameters associated with the vehicle 102. The rotational speed corresponds to the supplied operating current. The sensing unit 108 also determines a rotational torque associated with the electric motor 106. The rotational torque corresponds to the supplied operating current. The sensing unit 108 further determines a current ride mode, a throttle input and a current State of Charge (SoC) of the battery pack 104. Such determination of the rotational torque, the current ride mode, the throttle input and the current SoC enables to enhance adaptability and responsiveness associated with the system 100 by enabling determination of accurate and real-time data, thereby, enabling precise functioning and control of the vehicle 102.
[00043] Moreover, the system 100 comprises a vehicle control unit 110. The VCU 110 receives the throttle input, the current SoC of the battery pack, the rotational speed and the rotational torque from the sensing unit 108. The vehicle control unit (VCU) 110 acquires a functional current setpoint associated with the SoC and the ride mode. The functional current setpoint is associated with a maximum functional current suppliable from the battery pack 104 to the electric motor 106 based on the current SoC and the current ride mode. Consequently, the VCU 110 enables convenient and reliable processing of the data acquired by the sensing unit 108, thereby enhancing the overall efficiency, safety, and performance optimization of the vehicle 102. Based on the received data, the VCU 110 can intelligently modulate the power drawn from the battery pack 104. The modulation enables supply of maximum functional current from the battery pack 104 to the electric motor 106 in line with the current SoC and ride mode to avoid unnecessary power drain and maximizes the efficiency of

the battery pack. The efficient power utilization results in longer battery life and increased range per charge, making the vehicle 102 more economical and eco-friendlier. By monitoring and controlling the power supplied to the electric motor based on received data, the VCU 110 contributes to the vehicle's safety. For instance, in conditions where the SoC is low, the VCU 110 can limit the power supply to prevent sudden battery depletion, which might leave the vehicle 102 stranded. Similarly, in different ride modes (like sport or eco modes), the VCU 110 can regulate the power to ensure that the performance of vehicle 102 aligns with the expected safety standards of that mode.
[00044] The VCU 110 determines a gradient condition of a driving surface, if the received rotational speed and the received rotational torque is greater than a pre-set rotational speed and pre-set rotational torque for a time duration greater than a pre-set time limit. The VCU 110 utilizes the determined gradient condition to control supply of the operating current based on the received current ride mode, the acquired pre-set current limit corresponding to the received current ride mode and the received current SoC of the battery pack 104 and the received rotational speed and rotational torque. The determination of the gradient condition of the driving surface enables to ensure optimal power management and adaptability of the vehicle 102 to varying driving conditions, thereby contributing to the stability, energy efficiency, and safety associated with the vehicle 102. The VCU 110 determines the gradient condition of the driving surface by monitoring the rotational speed and torque. When the aforesaid parameters exceed preset thresholds for a certain duration, it recognizes that the vehicle 102 is likely on an inclined surface and accordingly the detected gradient allows the VCU 110 to adjust the supply of operating current from the battery pack 104 to the electric motor 106. By tailoring the power output based on the gradient, the vehicle 102 can maintain a steady climb without unnecessary strain on the battery pack 104 and/or motor 106. As gradients can significantly affect energy consumption of vehicle 102, the VCU 110 can detect such conditions and adjust power output accordingly to conserve energy. Sudden changes in incline can destabilize a vehicle, especially if the power output isn't adjusted accordingly. The VCU's proactive adjustment of power based on the detected gradient condition helps in maintaining vehicle stability. By managing the torque and speed, the VCU 110 ensures that the vehicle 102 has enough power to climb incline safely without risking wheel slippage or stalling to improvise safety, especially in steep or variable gradient conditions. Further, VCU 110 ensures that only the necessary amount of power is used to overcome gradient, preventing wastage of energy and also improvising mileage and overall energy efficiency, which is particularly crucial for electric vehicles. The integration of detected gradient condition with the current ride mode (e.g., eco, sport, comfort) and the State of Charge (SoC) of the battery pack 104 ensures that response of vehicle 102 to gradients aligns with the driver's selected ride mode, providing a consistent driving experience. For instance, in sport mode, the vehicle might receive more power for a more responsive climb, while in eco mode, the focus would be on conserving energy even if it means a slower ascent.
[00045] In an embodiment of the disclosure, a mechanism to regulate and control the supply of an operating current to the electric motor 106 is provided, in response to various input parameters, which includes the received current ride mode, the acquired pre-set current limit that is correlated to the received current ride mode, and the received current SoC of the battery pack 102, furthermore, accounting for the required demand of motor speed and the actual motor torque.
OPERATING CURRENT CONTROL
Received Current Ride Mode Acquired Pre-set Current Limit (based on mode and SoC) Actual Demand for Motor Speed and Motor Torque Operating Current Supply
Economy Mode 20A (70% SoC) Low speed, low torque 18A
15A (40% SoC) Low speed, medium torque 14A
Sport Mode 40A (70% SoC) High speed, high torque 38A
30A (40% SoC) Medium speed, high torque 28A
Touring Mode 30A (70% SoC) Medium speed, medium torque 25A
25A (40% SoC) Low speed, high torque 23A
Table 1

[00046] In a tabular exemplification (Table. 1), which encompasses discrete current ride modes, namely Economy, Sport, and Touring modes, each mode interfaces with the pre-set current limit based on the SoC of the battery pack 102, thereby establishing a concordant relationship. Two different SoCs, notably 70% and 40%, were implemented to create divergent scenarios under which the pre-set current limits could be evaluated and compared. For instance, under the 'Economy' mode, when interfaced with a 70% SoC, may execute a pre-set current limit of, exemplarily, 20A. The system 100 ensures that the provided operating current adheres to the aforesaid limit while concurrently adapting to variations in the required motor speed and the actual motor torque, thereby ensuring optimal, efficient, and sustainable energy utilization. Similarly, divergent values for the pre-set current limit are incorporated for alternative ride modes and SoC percentages, thereby substantiating a multivariable adaptive mechanism which unambiguously modulates the operating current in response to variable input parameters and operating conditions, affirming an adaptive, and efficient energy management system.
[00047] In a first embodiment, the VCU 110 utilizes a look-up table to correlate the received rotational speed of the electric motor 106 with a current threshold to determine an updated current limit to be supplied to the electric motor 106. Such a correlation enables to determine an updated current limit to be supplied to the electric motor 106. Consequently, the VCU 110 enables increased precision in managing the power supplied to the electric motor 106, resulting in improved efficiency and performance of the vehicle 102. The look-up table allows for a more granular and precise matching of the rotational speed to the appropriate current limit to ensure that the electric motor 106 receives exactly the amount of current needed for given speed, avoiding both underpowering and overpowering. The precision in power management translates to smoother acceleration and deceleration, enhancing the driving experience. The precise control over the current supplied to the electric motor 106 ensures that the motor operates within optimal efficiency range for better overall vehicle performance, including improved torque delivery, better throttle response, and smoother power delivery across different speeds and driving conditions. The precise control prevents unnecessary current draw from the battery pack 106, the VCU 110 reduces the likelihood of strain and degradation over time, thereby extending the lifespan of the battery pack 104, and decreased wear and tear on the motor 106, contributing to longevity thereof.
[00048] In a second embodiment, the VCU 110 controls a current limiter (not shown) to enable supply of the updated current limit to the electric motor 106. The current limiter provides a refined control mechanism that ensures that the electric motor 106 receives the exact amount of current necessary for optimal operation, thus preventing overloading and enhancing longevity.
[00049] In a third embodiment, the VCU 110 leverages the current threshold, in conjunction with detected gradient conditions, to optimize the operating current supplied to the electric motor 106 to overcome the determined gradient condition. The VCU 110 thereby enables to intelligently adapt the power supply based on external driving conditions, ensuring energy efficiency and improved handling in varying terrains.
[00050] In a fourth embodiment, the VCU 110 provides feedback to a user regarding the determined gradient condition, the current SoC of the battery pack 104 and the adjusted operating current. Such feedback provided to the user enables enhancement of user awareness and vehicle interaction, thereby allowing for informed decision-making and a better driving experience.
[00051] In a fifth embodiment, the ride mode is selected from an eco-mode, a rush mode, a heavy load mode, a sport mode, a city mode, and a normal mode. The different drive modes enable customization of driving experiences for various needs and conditions, thereby enhancing versatility and user satisfaction. For example, when a load carried on the vehicle 102 is more than a specific threshold, the user can select the heavy load mode to enable smooth carriage of the heavy load. In another example, when the vehicle 102 is being driven along city roads with heavy traffic, the vehicle 102 can be driven in city mode to improve battery pack performance.
[00052] In a sixth embodiment, the sensing unit 108 detects a load of the vehicle 102. The detected load is used by the VCU 110 to adjust the operating current. For example, when the detected load is comparatively less such that only one person is seated in the vehicle 102, the operating current is opened up at a relatively higher gradient (such as, 15°). Alternatively, when the detected load is comparatively more such that two or more persons are seated in the vehicle 102, the operating current is opened up at a relatively lesser gradient (such as, 10°) as more power would be required to overcome the detected gradient at a relatively higher value of load.
[00053] Such operation of the VCU 110 enables automatic calibration of power supply in response to varying vehicle loads, ensuring consistent performance and efficiency of the vehicle 102.
[00054] In a seventh embodiment, the sensing unit 108 determines a voltage output of the battery pack 104 and the VCU 110 adjusts the supply of operating current based on the determined voltage output. Such an operation of the VCU 110 enables maintenance of optimal power supply levels, safeguarding the system 100 against potential voltage fluctuations and enhancing system reliability.
[00055] In an eighth embodiment, the VCU 110 determines an acceleration strategy and a deceleration strategy based on the determined gradient condition and the current SoC. The VCU 110 thereby enables strategic management of power during acceleration and deceleration phases, optimizing energy usage and enhancing the driving experience.
[00056] In a ninth embodiment, the VCU 110 adjusts the operating current in discrete steps or in a continuous manner based on the determined gradient condition. The VCU 110 consequently enables fine-tuning of the power supply, allowing for a smoother and more responsive adjustment to varying conditions, ultimately leading to improved vehicle control and efficiency.
[00057] Referring to FIG. 2, there is shown a flowchart 300 of a method for managing power for a vehicle according to one embodiment of the present disclosure. At step 202, a rotational speed associated with an electric motor of the vehicle, a rotational torque associated with the electric motor, a current ride mode, a throttle input and a current State of Charge (SoC) of the battery pack are determined. The rotational speed corresponds to an operating current supplied from a battery pack of the vehicle to the electric motor and the rotational torque corresponds to the supplied operating current. At step 204A, the determined throttle input, the determined current SoC of the battery pack, the determined rotational speed and the determined rotational torque are acquired. At step 204B, a functional current setpoint associated with the SoC and the ride mode are acquired. The functional current setpoint is associated with a maximum functional current suppliable from the battery pack to the electric motor based on the current SoC and the current ride mode. At step 206, a gradient condition of a driving surface is determined, if the received rotational speed and the received rotational torque is greater than a pre-set rotational speed and pre-set rotational torque for a time duration greater than a pre-set time limit. At step 208, the determined gradient condition is utilized to control supply of the operating current based on the received current ride mode, the acquired pre-set current limit corresponding to the received current ride mode and the received current SoC of the battery pack and the received rotational speed and rotational torque.
[00058] Referring to FIG. 3, there is shown a flowchart 300 illustrating operation of the system (such as the system 100 of FIG. 1) according to one embodiment of the present disclosure. As shown, A lookup table is generated between Rotational Speed 302 and Pre-set Rotational Speed 304 for selecting new limit of current that needs to be set. The Current Limit 306 corresponds to the current limit for a particular gradient that has been pre-set. Further, Functional Current Setpoint Associated with SoC 308 corresponds to the current setpoint at a specific SoC based on selected ride mode. Subsequently, particular current value is added or subtracted from the Functional Current Setpoint Associated with SoC 308 by employing Current Limit 310 (associated with current control saturation for a particular gradient) and Updated Current Limit 312 (associated with current control rate limiter for a particular gradient) to determine the Operating Current Supply 314 to be provided to the motor for the particular gradient. Further, a value of the Operating Current Supply 314 can be between values associated with Current Limit 306 and Functional Current Setpoint Associated with SoC 308.
[00059] FIG. 4 illustrates a vehicle-rider-process interaction diagram, in accordance with an embodiment of the present disclosure. As illustrated, an entry condition to the process is designed based on the actual motor speed, actual motor torque, throttle and the duration for which the motor speed and motor torque is demanded more than the predefined threshold limit. Prolonged power demand exceeding a predefined duration suggests insufficient power for stable climbing at a certain gradient and motor speed. Data related to motor speed and motor torque are received from the motor control unit to trigger the entry condition. Once the entry is detected, the process reads the current set point specific to the SOC and the current ride mode from the vehicle control unit 110. A maximum current set point linked to the pre-set current limit for gradient-related current is defined in the process. A modified current set point is transmitted to the vehicle control unit 110, empowering the user to access more power for overcoming the gradient and to climb the uphill. Upon reaching a predetermined motor speed threshold, the process initiates a gradual reduction in the current set point. The process iteratively decreases the current set point until the operating current equals with the value determined by the vehicle control unit 106 based on SOC and chosen mode.
[00060] FIG. 5 illustrates a gradient detection process diagram, in accordance with an embodiment of the present disclosure. Utilizing the sensing unit 108, the system 100 continuously captures data pertaining to the orientation and inclination of vehicle relative to the gravitational pull of Earth. The algorithms then process the raw data, differentiating between inclines, declines, and flat terrains. By accurately identifying the gradient, the system 100 can make informed decisions about power distribution and torque requirements. Such gradient detection becomes crucial in electric vehicle 102, where energy efficiency and battery conservation are paramount. By understanding the gradient of the terrain, the power management system 100 can optimize energy consumption, ensuring that uphill terrains get adequate power while allowing for energy recuperation during downhill drives.
Advantages of the Invention
[00061] The following paragraphs briefly describe the different advantages that are possible to be achieved through implementation of the present invention, including but not limited to, overcoming various drawbacks associated with conventional systems and methods known in the art.
[00062] An advantage of the present invention is that the proposed system enables improved navigation and safety for riders of vehicles (such as electric vehicles) through more accurate detection of road gradients, thereby, minimizing errors caused by uneven roads or during turns.
[00063] Another advantage of the present invention is that the road gradient detection system employs speed and torque demand on the electric motor, thereby, overcoming impact of vibrations and noise associated with gradient detection sensors.
[00064] Yet another advantage of the present invention is that the proposed system enables road gradient detection on various road conditions, including slippery surfaces as well as when one wheel (such as a rear wheel) of the vehicle loses traction.
[00065] Still another advantage of the present invention is that system is not reliant on GPS, thereby leading to accurate gradient detection in urban environments including infrastructural obstructions like tall buildings and tunnels.
[00066] Yet another advantage of the present disclosure is that the proposed power management system enables instantaneous and rapid gradient detection and optimization of power supply in response to the detected gradient.

Claims
1. A power management system for a vehicle, the system comprising:
a battery pack to supply an operating current to an electric motor;
a sensing unit determines:
a rotational speed associated with the electric motor, wherein the rotational speed corresponds to the supplied operating current;
a rotational torque associated with the electric motor, wherein the rotational torque corresponds to the supplied operating current;
a current ride mode;
a throttle input; and
a current State of Charge (SoC) of the battery pack;
a vehicle control unit:
receives the throttle input, the current SoC of the battery pack, the rotational speed and the rotational torque from the sensing unit;
acquires a functional current setpoint associated with the SoC and the ride mode, wherein the functional current setpoint is associated with a maximum functional current suppliable from the battery pack to the electric motor based on the current SoC and the current ride mode;
determines a gradient condition of a driving surface, if the received rotational speed and the received rotational torque is greater than a pre-set rotational speed and pre-set rotational torque for a time duration greater than a pre-set time limit;
utilizes the determined gradient condition to control supply of the operating current based on:
the received current ride mode;
the acquired pre-set current limit corresponding to the received current ride mode and the received current SoC of the battery pack; and
the received rotational speed and rotational torque.
2. The power management system as claimed in claim 1, wherein the vehicle control unit utilizes a look-up table to correlate the received rotational speed of the electric motor with a current threshold to determine an updated current limit to be supplied to the electric motor.
3. The power management system as claimed in claim 2, wherein the vehicle control unit controls a current limiter to enable supply of the updated current limit to the electric motor.
4. The power management system as claimed in claim 1, wherein the vehicle control unit leverages the current threshold, in conjunction with detected gradient conditions, to optimize the operating current supplied to the electric motor to overcome the determined gradient condition.
5. The power management system as claimed in claim 1, wherein the vehicle control unit provides feedback to a user regarding the determined gradient condition, the current SoC of the battery pack, and the adjusted operating current.
6. The power management system as claimed in claim 1, wherein the ride mode is selected from: an eco-mode, a rush mode, a heavy load mode, a sport mode, a city mode, and a normal mode.
7. The power management system of claim 1, wherein the sensing unit detects a load of the vehicle, wherein the detected load is used by the vehicle control unit to adjust the operating current.
8. The power management system as claimed in claim 1, wherein the sensing unit determines a voltage output of the battery pack, and the vehicle control unit adjusts the supply of operating current based on the determined voltage output.
9. The power management system as claimed in claim 1, wherein the vehicle control unit determines an acceleration strategy and a deceleration strategy based on the determined gradient condition and the current SoC.
10. The power management system of claim 1, wherein the vehicle control unit adjusts the operating current in discrete steps or in a continuous manner based on the determined gradient condition.
11. A method for managing power for a vehicle, the method comprising:
determining:
a rotational speed associated with an electric motor of the vehicle, wherein the rotational speed corresponds to an operating current supplied from a battery pack of the vehicle to the electric motor;
a rotational torque associated with the electric motor, wherein the rotational torque corresponds to the supplied operating current;
a current ride mode;
a throttle input; and
a current State of Charge (SoC) of the battery pack;
acquiring:
the determined throttle input, the determined current SoC of the battery pack, the determined rotational speed and the determined rotational torque;
a functional current setpoint associated with the SoC and the ride mode, wherein the functional current setpoint is associated with a maximum functional current suppliable from the battery pack to the electric motor based on the current SoC and the current ride mode;
determining a gradient condition of a driving surface, if the received rotational speed and the received rotational torque is greater than a pre-set rotational speed and pre-set rotational torque for a time duration greater than a pre-set time limit;
utilizing the determined gradient condition to control supply of the operating current based on:
the received current ride mode;
the acquired pre-set current limit corresponding to the received current ride mode and the received current SoC of the battery pack; and
the received rotational speed and rotational torque.

Abstract
POWER MANAGEMENT SYSTEM FOR VEHICLES
The present invention relates to a power management system for a vehicle. The system comprises a battery pack that supplies current to an electric motor of the vehicle. The system comprises a sensing unit to determine rotational speed and torque of the electric motor, a current ride mode of the vehicle, throttle input, and the State of Charge (SoC) associated with the battery pack. The system comprises a vehicle control unit that receives the determinations by the sensing unit and subsequently, determines a functional current setpoint based on the SoC and ride mode. The setpoint is associated with a maximum current that can be supplied from the battery pack to the electric motor. The system detects operation of the vehicle on a gradient and employs the detection with the setpoint, ride mode, and measurements of speed and torque to control the supply of current to the electric motor.
Fig. 1 , Claims:Claims
1. A power management system for a vehicle, the system comprising:
a battery pack to supply an operating current to an electric motor;
a sensing unit determines:
a rotational speed associated with the electric motor, wherein the rotational speed corresponds to the supplied operating current;
a rotational torque associated with the electric motor, wherein the rotational torque corresponds to the supplied operating current;
a current ride mode;
a throttle input; and
a current State of Charge (SoC) of the battery pack;
a vehicle control unit:
receives the throttle input, the current SoC of the battery pack, the rotational speed and the rotational torque from the sensing unit;
acquires a functional current setpoint associated with the SoC and the ride mode, wherein the functional current setpoint is associated with a maximum functional current suppliable from the battery pack to the electric motor based on the current SoC and the current ride mode;
determines a gradient condition of a driving surface, if the received rotational speed and the received rotational torque is greater than a pre-set rotational speed and pre-set rotational torque for a time duration greater than a pre-set time limit;
utilizes the determined gradient condition to control supply of the operating current based on:
the received current ride mode;
the acquired pre-set current limit corresponding to the received current ride mode and the received current SoC of the battery pack; and
the received rotational speed and rotational torque.
2. The power management system as claimed in claim 1, wherein the vehicle control unit utilizes a look-up table to correlate the received rotational speed of the electric motor with a current threshold to determine an updated current limit to be supplied to the electric motor.
3. The power management system as claimed in claim 2, wherein the vehicle control unit controls a current limiter to enable supply of the updated current limit to the electric motor.
4. The power management system as claimed in claim 1, wherein the vehicle control unit leverages the current threshold, in conjunction with detected gradient conditions, to optimize the operating current supplied to the electric motor to overcome the determined gradient condition.
5. The power management system as claimed in claim 1, wherein the vehicle control unit provides feedback to a user regarding the determined gradient condition, the current SoC of the battery pack, and the adjusted operating current.
6. The power management system as claimed in claim 1, wherein the ride mode is selected from: an eco-mode, a rush mode, a heavy load mode, a sport mode, a city mode, and a normal mode.
7. The power management system of claim 1, wherein the sensing unit detects a load of the vehicle, wherein the detected load is used by the vehicle control unit to adjust the operating current.
8. The power management system as claimed in claim 1, wherein the sensing unit determines a voltage output of the battery pack, and the vehicle control unit adjusts the supply of operating current based on the determined voltage output.
9. The power management system as claimed in claim 1, wherein the vehicle control unit determines an acceleration strategy and a deceleration strategy based on the determined gradient condition and the current SoC.
10. The power management system of claim 1, wherein the vehicle control unit adjusts the operating current in discrete steps or in a continuous manner based on the determined gradient condition.
11. A method for managing power for a vehicle, the method comprising:
determining:
a rotational speed associated with an electric motor of the vehicle, wherein the rotational speed corresponds to an operating current supplied from a battery pack of the vehicle to the electric motor;
a rotational torque associated with the electric motor, wherein the rotational torque corresponds to the supplied operating current;
a current ride mode;
a throttle input; and
a current State of Charge (SoC) of the battery pack;
acquiring:
the determined throttle input, the determined current SoC of the battery pack, the determined rotational speed and the determined rotational torque;
a functional current setpoint associated with the SoC and the ride mode, wherein the functional current setpoint is associated with a maximum functional current suppliable from the battery pack to the electric motor based on the current SoC and the current ride mode;
determining a gradient condition of a driving surface, if the received rotational speed and the received rotational torque is greater than a pre-set rotational speed and pre-set rotational torque for a time duration greater than a pre-set time limit;
utilizing the determined gradient condition to control supply of the operating current based on:
the received current ride mode;
the acquired pre-set current limit corresponding to the received current ride mode and the received current SoC of the battery pack; and
the received rotational speed and rotational torque.