Claims:CLAIMS
I/We claim:
1. A system (100A, 100B) for managing battery usage in a two-wheeler electric vehicle (400), the system comprising:
a first battery pack (102) fixedly arranged in the two-wheeler electric vehicle;
a second battery pack (104) that is portable and removably arranged with the two-wheeler electric vehicle;
a DC-to-DC converter (106) electrically coupled to the first battery pack and the second battery pack;
a plurality of switches comprising:
a first connection switch (108) arranged in an electrical path between the DC-to-DC converter and the first battery pack;
a second connection switch (110) arranged in an electrical path between the DC-to-DC converter and the second battery pack;
a first charging-discharging switch (112) associated with the first battery pack; and
a second charging-discharging switch (114) associated with the second battery pack; and
a processor (116) configured to:
obtain battery level information, wherein the battery level information comprises states of charge of the first battery pack and the second battery pack;
select a battery usage criterion to be employed for managing battery usage, from amongst a plurality of battery usage criterions, wherein the plurality of battery usage criterions comprise a default battery usage criterion and at least one user-defined battery usage criterion; and
selectively control the plurality of switches, based on the battery usage criterion and the battery level information.
2. The system (100A, 100B) as claimed in claim 1, wherein when a given battery pack (102, 104, 502) is plugged into a power source that is switched on, the processor (116) is further configured to control a given charging-discharging switch (112, 114) corresponding to the given battery pack such that the given charging-discharging switch is closed for charging.
3. The system (100A, 100B) as claimed in claim 1, wherein when the battery usage criterion is the default battery usage criterion, the processor (116) selectively controls the plurality of switches in a manner that:
the first connection switch (108) is closed, and the first charging-discharging switch (112) is closed for discharging to enable the first battery pack (102) to provide energy for operating the two-wheeler electric vehicle (400) until the first battery pack is completely discharged; and
when the first battery pack is completely discharged and the second battery pack (104) is arranged in the two-wheeler electric vehicle, the second connection switch (110) is closed, and the second charging-discharging switch (114) is also closed for discharging to enable the second battery pack to provide energy for operating the two-wheeler electric vehicle until the second battery pack is completely discharged.
4. The system (100A, 100B) as claimed in claim 1, wherein the at least one user-defined battery usage criterion comprises a first user-defined battery usage criterion specifying a first order in which the first battery pack (102) and the second battery pack (104) are to be discharged, and wherein when the battery usage criterion is the first user-defined battery usage criterion, the processor (116) selectively controls the plurality of switches in a manner that:
a given connection switch (108, 110) is closed and a given charging-discharging switch (112, 114) is closed for discharging to enable a given battery pack (102, 104) to provide energy for operating the two-wheeler electric vehicle (400) until the given battery pack is completely discharged, the given battery pack being first in the first order; and
when the given battery pack is completely discharged, a remaining connection switch is closed and a remaining charging-discharging switch is closed for discharging to enable a remaining battery pack to provide energy for operating the two-wheeler electric vehicle until the remaining battery pack is completely discharged, the remaining battery pack being second in the first order.
5. The system (100A, 100B) as claimed in claim 4, wherein the at least one user-defined battery usage criterion comprises a second user-defined battery usage criterion specifying a second order in which the first battery pack (102) and the second battery pack (104) are to be charged when both the first battery pack and the second battery pack are completely discharged, and wherein when the battery usage criterion is the second user-defined battery usage criterion, the processor (116) selectively controls the plurality of switches in a manner that:
a given connection switch (108, 110) and a given charging-discharging switch (112, 114) corresponding to a given battery pack (102, 104) are opened and closed for charging, respectively, until the given battery pack attains at least a first predetermined threshold value of a state of charge, the given battery pack being first in the second order; and
when the given battery pack attains at least the first predetermined threshold value of a state of charge, a remaining connection switch and a remaining charging-discharging switch corresponding to a remaining battery pack are opened and closed for charging, respectively, the remaining battery pack being second in the second order.
6. The system (100A, 100B) as claimed in claim 1, further comprising at least one display (118) arranged on at least one of: the two-wheeler electric vehicle (400), a user device associated with the user, wherein the processor (116) is further configured to:
render, on the at least one display, an interactive user interface; and
obtain, via the interactive user interface, an input pertaining to the at least one user-defined battery usage criterion, from a user.
7. The system (100A, 100B) as claimed in claim 1, wherein the battery usage criterion to be employed for managing battery usage is selected based on: a default selection, a criterion selection input obtained via an interactive user interface rendered on at least one display (118) coupled to the processor (116).
8. The system (100A, 100B) as claimed in claim 1, wherein the first battery pack (102) is arranged in a floorboard (402) of the two-wheeler electric vehicle (400), whereas the second battery pack (104) is detachably arranged inside a trunk (404) of the two-wheeler electric vehicle.
9. The system (100A, 100B) as claimed in claim 1, wherein the DC-to-DC converter (106) is configured to convert a first voltage level provided by a given battery pack (102, 104) to a second voltage level that is required by a plurality of electronic components of the two-wheeler electric vehicle (400), wherein the first voltage level is higher than the second voltage level.
10. A method (700) for managing battery usage in a two-wheeler electric vehicle (400), wherein the method comprises:
obtaining battery level information, wherein the battery level information comprises states of charge of a first battery pack (102) and a second battery pack (104), wherein the first battery pack is fixedly arranged in the two-wheeler electric vehicle and the second battery pack is portable and removably arranged in the two-wheeler electric vehicle;
selecting a battery usage criterion to be employed for managing battery usage, from amongst a plurality of battery usage criterions, wherein the plurality of battery usage criterions comprise a default battery usage criterion and at least one user-defined battery usage criterion; and
selectively controlling a plurality of switches, based on the battery usage criterion and the battery level information, wherein the plurality of switches comprises:
a first connection switch (108) arranged in an electrical path between a DC-to-DC converter and the first battery pack;
a second connection switch (110) arranged in an electrical path between the DC-to-DC converter and the second battery pack;
a first charging-discharging switch (112) associated with the first battery pack; and
a second charging-discharging switch (114) associated with the second battery pack.
, Description:FORM 2

THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003

COMPLETE SPECIFICATION

1. TITLE OF THE INVENTION
SYSTEM AND METHOD FOR MANAGING BATTERY USAGE IN TWO-WHEELER ELECTRIC VEHICLE

2. APPLICANT(S)
a) Name :SIMPLEENERGY PRIVATE LIMITED
b) Nationality :India
c) Address :NO. 56/S, RATHIKSHA, 3RD MAIN, 3RD CROSS, KAVERI LAYOUT, BETTAHALLI CROSS, BENGALURU (BANGALORE) URBAN, KARNATAKA, 560097

3. PREAMBLE TO DESCRIPTION

COMPLETE SPECIFICATION
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
The present disclosure relates generally to the field of two-wheeler electric vehicles and, more specifically, to a system for managing battery usage in a two-wheeler electric vehicle and a method for managing battery usage in the two-wheeler electric vehicle.
BACKGROUND
Nowadays, with an increase in technological innovations in electric vehicle sector, there is an increased demand for two-wheeler electric vehicles for mobility purposes. Currently, there exists many open technical challenges related to battery management systems, especially for two-wheeler electric vehicles, where an internal space for housing a given battery is limited. One of the major technical problem is how to manage battery usage in a two-wheeler electric vehicle in order to extend a driving range of the two-wheeler electric vehicle without any increase in existing resources and cost in terms of additional battery capacity, while still maintaining or even enhancing user's driving experience.
Existing equipment and techniques for managing battery usage in electric vehicles, especially two-wheeler electric vehicles, are associated with many limitations. In one example, there is a limited space in the two-wheeler electric vehicles to fit a battery and increasing a size of the battery to increase a battery capacity and range may not always be a feasible option. For example, increasing the size of battery also adds an extra weight to the two-wheeler electric vehicles, which means more power requirement by such vehicles. Certain attempts have been made to solve battery usage in the two-wheeler electric vehicles using an auxiliary battery and a main battery, in some electric vehicles, but still manifest suboptimal usage and a poor management of existing battery resources. For example, in certain scenarios, a user of the two-wheeler electric vehicle mostly knows whether or not any charging stations exists in their travel route, or if the user will be able to reach to its destination with existing charge levels of battery, and in a given situation which battery (e.g., whether the auxiliary battery and the main battery (if at all that exist), may be more beneficially employed. However, existing two-wheeler electric vehicles do not provide any technical means or a way to handle any given situation which may be pre-known or unknown to the user or may arise before, during or after completion of a journey. The existing two-wheeler electric vehicles have non-flexible systems that simply make use of a fixed battery, and in some cases where an auxiliary battery is provided, the auxiliary battery is used only after the main battery is exhausted (i.e., when no charge is left in the main battery). This non-flexible way of managing battery usage in the existing two-wheeler vehicles often leads to a very suboptimal and poor management of existing battery resources, which may not be well-suited for different situations. Thus, a user's driving experience is adversely affected in terms of reliability, driving mileage, battery-life, battery charging time, and the like, which is not desirable.
Therefore, in light of the foregoing discussion, there exists a need to overcome the aforementioned drawbacks associated with the existing equipment and techniques for managing battery usage in two-wheeler electric vehicles.
SUMMARY
The present disclosure provides a system for managing battery usage in a two-wheeler electric vehicle. The present disclosure provides a solution to the existing problem of how to manage and optimize battery usage in the two-wheeler electric vehicle, for example, to extend a driving range of the two-wheeler electric vehicle, without any increase in existing battery resources and cost while enhancing user's driving experience. An object of the present disclosure is to provide a solution that overcomes at least partially the problems encountered in the prior art and provides an improved and a flexible system for managing battery usage in a two-wheeler electric vehicle, and an improved method for managing battery usage in a two-wheeler electric vehicle.
One or more objectives of the present disclosure are achieved by the solutions provided in the enclosed independent claims. Advantageous implementations of the present disclosure are further defined in the dependent claims.
In one aspect, the present disclosure provides a system for managing battery usage in a two-wheeler electric vehicle, the system comprising a first battery pack fixedly arranged in the two-wheeler electric vehicle. The system further comprises a second battery pack that is portable and removably arranged with the two-wheeler electric vehicle. The system further comprises a DC-to-DC converter electrically coupled to the first battery pack and the second battery pack. The system further comprises a plurality of switches comprising a first connection switch arranged in an electrical path between the DC-to-DC converter and the first battery pack, a second connection switch arranged in an electrical path between the DC-to-DC converter and the second battery pack, a first charging-discharging switch associated with the first battery pack and a second charging-discharging switch associated with the second battery pack. The system further comprises a processor configured to obtain battery level information, wherein the battery level information comprises states of charge of the first battery pack and the second battery pack. The processor is further configured to select a battery usage criterion to be employed for managing battery usage, from amongst a plurality of battery usage criterions, wherein the plurality of battery usage criterions comprise a default battery usage criterion and at least one user-defined battery usage criterion. The processor is further configured to selectively control the plurality of switches, based on the battery usage criterion and the battery level information.
The present disclosure provides the aforementioned system for managing battery usage in a two-wheeler electric vehicle in an improved and a flexible manner. Herein, the processor selectively (i.e., customisably) controls the plurality of switches in a manner that management of battery usage in the two-wheeler electric vehicle is optimized, and a user's driving experience of operating the two-wheeler electric vehicle is improved in terms of reliability, driving mileage, battery-life, battery charging time, and the like. Depending on the battery usage criterion that is selected and the battery level information, the plurality of switches are dynamically controlled (i.e., closed or opened) to provide a battery usage that is most suited for a given situation. Advantageously, the processor could select a default battery usage criterion when no input is provided by a user of the two-wheeler electric vehicle, or could select at least one user-defined battery usage criterion according to the input provided by the user. When the at least one user-defined battery usage criterion is employed, the user's preferences and needs are considered, thereby ensuring that the battery usage is managed in a way that is preferred by the user and is beneficial for the user. This considerably improves a user's experience of using the two-wheeler electric vehicle, extends a drive range and user convenience even without increasing the existing battery capacity.
In another aspect, the present disclosure provides a method for managing battery usage in a two-wheeler electric vehicle. The method comprises obtaining battery level information, wherein the battery level information comprises states of charge of a first battery pack and a second battery pack, wherein the first battery pack is fixedly arranged in the two-wheeler electric vehicle and the second battery pack is portable and removably arranged in the two-wheeler electric vehicle. The method further comprises selecting a battery usage criterion to be employed for managing battery usage, from amongst a plurality of battery usage criterions, wherein the plurality of battery usage criterions comprise a default battery usage criterion and at least one user-defined battery usage criterion. The method further comprises selectively controlling a plurality of switches, based on the battery usage criterion and the battery level information, wherein the plurality of switches comprises: a first connection switch arranged in an electrical path between a DC-to-DC converter and the first battery pack, a second connection switch arranged in an electrical path between the DC-to-DC converter and the second battery pack, a first charging-discharging switch associated with the first battery pack, and a second charging-discharging switch associated with the second battery pack.
The present disclosure provides the aforementioned method for managing battery usage in a two-wheeler electric vehicle. The method is fast, effective, reliable and can be implemented and used easily. All other advantages of the disclosed system are also applicable for the disclosed method in the present disclosure.
All steps which are performed by the various entities described in the present application, as well as the functionalities described to be performed by the various entities, are intended to mean that the respective entity is adapted to or configured to perform the respective steps and functionalities. 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.
Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative implementations construed in conjunction with the appended claims that follow.
BRIEF DESCRIPTION OF THE 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:
FIGs. 1A and 1B are block diagrams of architectures of systems for managing battery usage in a two-wheeler electric vehicle, in accordance with different embodiments of the present disclosure;
FIG. 2 is a diagram illustrating an interconnection of various elements of a system for managing battery usage in a two-wheeler electric vehicle, in accordance with an embodiment of the present disclosure;
FIG. 3 is a diagram illustrating an exemplary implementation of a charging-discharging switch, in accordance with an embodiment of the present disclosure;
FIG. 4 is a diagram illustrating a perspective view of a two-wheeler electric vehicle, in accordance with an embodiment of the present disclosure;
FIG. 5 is a diagram illustrating an exemplary battery management system for a given battery pack, in accordance with an embodiment of the present disclosure;
FIG. 6 is diagram illustrating an exemplary relay architecture, in accordance with an embodiment of the present disclosure; and
FIG. 7 is a diagram illustrating steps of a method for managing battery usage in a two-wheeler electric vehicle, 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 OF EMBODIMENTS
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 recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
Referring to FIGs. 1A and 1B, there are shown different block diagrams of architectures of systems 100A and 100B for managing battery usage in a two-wheeler electric vehicle (not shown), in accordance with different embodiments of the present disclosure. The systems 100A and 100B comprise a first battery pack 102, a second battery pack 104, a DC-to-DC converter 106, a plurality of switches comprising a first connection switch 108, a second connection switch 110, a first charging-discharging switch 112, and a second charging-discharging switch 114, and a processor 116. In FIG. 1B, the system 100B is shown to further comprise at least one display (depicted as a display 118). In an embodiment, the two-wheeler electric vehicle is an electric scooter, an electric motor bike, an electric bicycle, or similar.
It may be understood by a person skilled in the art that the FIGs. 1A and 1B are simplified block diagrams of architectures of the systems 100A and 100B, respectively, for sake of brevity, which should not unduly limit the scope of the claims herein. The person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure.
The term "battery pack" refers to an element that is capable of delivering electrical energy (for example, in form of a direct current (DC)). Optionally, a given battery pack comprises a set of battery cells that are configured in a series configuration, a parallel configuration, or a combination of both. It will be appreciated that the term "given battery pack" refers to the first battery pack 102, or the second battery pack 104, or both the first battery pack 102 and the second battery pack 104. The "DC-to-DC converter" is a component capable of regulating (namely, converting) voltage levels provided by the given battery pack. In an implementation, the DC-to-DC converter 106 is configured to convert a first voltage level provided by the given battery pack to a second voltage level that is required by a plurality of electronic components (not shown) of the two-wheeler electric vehicle, wherein the first voltage level is higher than the second voltage level. Optionally, in this regard, the DC-to-DC converter 106 is a DC-to-DC step-down converter. Optionally, the first voltage level lies in a range of 42 volts to 60 volts, whereas the second voltage level lies in a range of 10 volts to 15 volts. As an example, the first voltage level may be from 42, 43, 45, 47, 50 or 54 volts up to 45, 47, 51, 55 or 60 volts, whereas the second voltage level may be from 10, 10.2, 10.5, 11, 11.5, 12, 12.8 volts up to 12.5, 13, 13.8, 14.7 or 15 volts. Beneficially, the DC-to-DC converter 106 regulates voltage levels required by the plurality of electronic components for their required functionalities. Examples of the plurality of electronic components of the two-wheeler electric vehicle may include, but are not limited to, a light, a horn, an indicator, a digital dashboard. The "switch" is an element that is capable of disconnecting or connecting an electrical path of an electrical circuit in which said element is arranged. The term "processor" refers to hardware, software, firmware or a combination of these configured to control the operation of a system (such as the systems 100A and 100B). The processor 116 may be implemented as a microcontroller, a microprocessor, or similar.
Referring to FIG. 2, there is shown an interconnection of various elements of a system (such as the systems 100A and 100B) for managing battery usage in a two-wheeler electric vehicle (not shown), in accordance with an embodiment of the present disclosure. FIG. 2 is explained in conjunction with elements from FIGs. 1A and 1B. With reference to FIG. 2, the first battery pack 102 is fixedly arranged in a two-wheeler electric vehicle, whereas the second battery pack 104 is portable and is removably arranged with the two-wheeler electric vehicle. An example of the arrangement of the first battery pack 102 (i.e., a fixed battery pack) and the second battery pack 104 (i.e., a portable battery pack) is shown and described, for example, in FIG. 4. The DC-to-DC converter 106 is electrically coupled to the first battery pack 102 and the second battery pack 104. The first connection switch 108 is arranged in an electrical path between the DC-to-DC converter 106 and the first battery pack 102. The first connection switch 108 enables in disconnecting or connecting the electrical path between the DC-to-DC converter 106 and the first battery pack 102. The second connection switch 110 is arranged in an electrical path between the DC-to-DC converter 106 and the second battery pack 104. The second connection switch 110 enables in disconnecting or connecting the electrical path between the DC-to-DC converter 106 and the second battery pack 104. The first charging-discharging switch 112 is associated with the first battery pack 102, and the second charging-discharging switch 114 is associated with the second battery pack 104.
It may be understood by a person skilled in the art that the FIG. 2 is merely an example for sake of clarity, which should not unduly limit the scope of the claims herein. The person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure.
A positive terminal of the first battery pack 102, a positive terminal of the second battery pack 104, and a positive terminal of the DC-to-DC converter 106 are coupled with a positive bus 202. A negative terminal of the first battery pack 102 and a negative terminal of the second battery pack 104 are coupled with a negative bus 204, via the first charging-discharging switch 112 and the second charging-discharging switch 114, respectively. A negative terminal of the DC-to-DC converter 106 is coupled to a given battery pack, and an output terminal of the DC-to-DC converter 106 is coupled to both a positive DC-to-DC bus 206 and a negative DC-to-DC bus 208. The positive DC-to-DC bus 206 and the negative DC-to-DC bus 208 are further coupled with the plurality of electronic components of the two-wheeler electric vehicle. Ends of the positive bus 202 and the negative bus 204 are coupled with a load (not shown) or a power source (not shown) for charging the first battery pack 102 and the second battery pack 104. In an embodiment, the load is a motor controller (not shown) for driving a motor (not shown) of the two-wheeler electric vehicle.
In an implementation, the processor 116 obtains the battery level information from a battery management system (such as a battery management system 500 of FIG. 5) that controls the given battery pack. When a single battery management system is used to control both the first battery pack 102 and the second battery pack 104, the battery level information of a given battery pack is obtained from a battery control unit associated with the given battery pack. The "state of charge" of the given battery pack refers to a level of electric charge of the given battery pack with respect to a capacity of the given battery pack. Typically, a value of the state of charge of the given battery pack lies in a range of 0 percent to 100 percent. As an example, a value of the state of charge may be from 0, 5, 10, 15, 20, 30, 40, 55 or 70 percent up to 25, 35, 45, 60, 75, 85, 90, 95 or 100 percent. In this regard, when the value of the state of charge is 0 percent or nearly 0 percent (for example, lying in a range of 0 percent to 5 percent, a range of 0 percent to 10 percent, or similar), the given battery pack is said to be completely discharged, whereas when the value of the state of charge is 100 percent, the given battery pack is said to be completely charged. When the given battery pack is to be identified as completely discharged, nearly 0 percent state of charge is considered from a perspective of prolonging a battery-life of the given battery pack, because when the given battery pack having the nearly 0 percent state of charge is charged, the battery-life of the given battery pack is typically longer as compared to when the given battery pack having 0 percent state of charge is charged. In an example, the value of the state of charge of the first battery pack 102 may be 95 percent, whereas the value of the state of charge of the second battery pack 104 may be 80 percent.
In an implementation, a capacity of the first battery pack 102 is higher than a capacity of the second battery pack 104. Optionally, in this regard, the capacity of the first battery pack 102 lies in a range of 3.5 kilowatt-hour to 4.5 kilowatt-hour, whereas the capacity of the second battery pack 104 lies in a range of 1 kilowatt-hour to 2 kilowatt-hour. As an example, the capacity of the first battery pack 102 may be from 3.5, 3.6, 3.8 or 4 kilowatt-hour up to 3.7, 3.9, 4.2 or 4.5 kilowatt-hour, whereas the capacity of the second battery pack 104 may be from 1, 1.1, 1.3 or 1.5 kilowatt-hour up to 1.2, 1. 4, 1.7 or 2 kilowatt-hour. In an example, the capacity of the first battery pack 102 may be 3.916 kilowatt-hour, whereas the capacity of the second battery pack 104 may be 1.3 kilowatt-hour. It will be appreciated that a charging time required by the first battery pack 102 per 1 percent increase in state of charge is greater than a charging time required by the second battery pack 104 per 1 percent increase in state of charge, for a given power source used for charging both the first battery pack 102 and the second battery pack 104.
The term "battery usage criterion" refers to a condition according to which an order of using the first battery pack 102 and the second battery pack 104 is defined, when the two-wheeler electric vehicle is being operated by the user or when the two-wheeler electric vehicle is to be operated by the user. In an embodiment, the battery usage criterion to be employed for managing battery usage is selected based on: a default selection, a criterion selection input obtained via an interactive user interface rendered on the at least one display 118 coupled to the processor 116. Optionally, when the criterion selection input is not obtained by the processor 116, the battery usage criterion is selected based on the default selection wherein the processor 116 is configured to select the default battery usage criterion as the battery usage criterion to be employed for managing battery usage. Such a default selection is an automatic selection by the processor 116, for example, to provide convenience to a user of the two-wheeler electric vehicle. Alternatively, when the criterion selection input is obtained by the processor 116, the processor 116 is configured to select one of the at least one user-defined battery usage criterion as the battery usage criterion to be employed for managing battery usage. In an implementation, the processor 116 is configured to display the battery level information of the given battery pack via the interactive user interface rendered on the at least one display 118. Optionally, the user can view the battery level information on the at least one display 118 and accordingly provide the criterion selection input, via the interactive user interface, to the processor 116. In an embodiment, the battery usage criterion to be employed for managing battery usage is selected also based on the battery level information, wherein the processor 116 is configured to automatically select one of the at least one user-defined battery usage criterion according to the battery level information. Beneficially, this saves time and provides convenience to the user of the two-wheeler electric vehicle.
It will be appreciated that the processor 116 selectively (i.e. customisably) controls the plurality of switches in a manner that management of battery usage in the two-wheeler electric vehicle is optimized, and a user's driving experience of operating the two-wheeler electric vehicle is improved in terms of reliability, driving mileage, battery-life, battery charging time, and the like. Depending on the battery usage criterion and the battery level information, the plurality of switches are accordingly controlled (i.e., closed or opened) to optimally manage charging and discharging (i.e., discharging is during usage) of the first battery pack 102 and the second battery pack 104.
In an implementation, when a given battery pack is plugged into a power source (not shown) that is switched on, the processor 116 is further configured to control a given charging-discharging switch corresponding to the given battery pack such that the given charging-discharging switch is closed for charging. It will be appreciated that the term "given charging-discharging switch" refers to the first charging-discharging switch 112, or the second charging-discharging switch 114, or both the first charging-discharging switch 112 and the second charging-discharging switch 114. When the given charging-discharging switch is closed for charging, the given charging-discharging switch is opened for discharging. This means that an energy from the power source is provided for charging the given battery pack 104 since the given charging-discharging switch completes an electrical path between the power source and the given battery pack 104, and simultaneously an energy from the given battery pack 104 is prevented from being used for operating the two-wheeler electric vehicle. Optionally, the power source is one of: an alternating current (AC) power source, a DC power source. Optionally, the first battery pack 102 requires a high current power source for charging as compared to the second battery pack 104. For example, the first battery pack 102 requires approximately 15 amperes power source for charging, while the second battery pack 104 requires approximately 5 amperes power source for charging.
In an embodiment, when the battery usage criterion is the default battery usage criterion, the processor 116 selectively controls the plurality of switches in a manner that:
- the first connection switch 108 is closed, and the first charging-discharging switch 112 is closed for discharging to enable the first battery pack 102 to provide energy for operating the two-wheeler electric vehicle until the first battery pack 102 is completely discharged; and
- when the first battery pack 102 is completely discharged and the second battery pack 104 is arranged in the two-wheeler electric vehicle, the second connection switch 110 is closed and the second charging-discharging switch 114 is also closed for discharging to enable the second battery pack 104 to provide energy for operating the two-wheeler electric vehicle until the second battery pack 104 is completely discharged.
In this regard, when the battery usage criterion is the default battery usage criterion, the processor 116 employs a specific order (namely, a by-default sequence) in which the first battery pack 102 and the second battery pack 104 are to be discharged, wherein the first battery pack 102 is first in the specific order and the second battery pack 104 is second in the specific order. Beneficially, as a result, the first battery pack 102 is initially (by-default) enabled to provide the energy for operating the two-wheeler electric vehicle until the first battery pack 102 is completely discharged, and when the first battery pack 102 is completely discharged, the second battery pack 104 would be enabled to provide the energy for operating the two-wheeler electric vehicle (provided that the second battery pack 104 is arranged in the two-wheeler electric vehicle). This saves time and provides convenience to the user of the two-wheeler electric vehicle when no input is provided by the user to the processor 116. When the second battery pack 104 is not arranged in the two-wheeler electric vehicle, only the first battery pack 102 is enabled (by default) to provide the energy for operating the two-wheeler electric vehicle. It will be appreciated that a presence of the second battery pack 104 in the two-wheeler electric vehicle could be determined by inter-talk communication between both the first battery pack 102 and the second battery pack 104. Optionally, when the value of the state of charge of the first battery pack 102 is reduced to 5 percent state of charge, the first battery pack 102 is said to be completely discharged. In such a case, the plurality of switches are selectively controlled, by the processor 116, to enable switching from the first battery pack 102 to the second battery pack 104, when the second battery pack 104 is arranged in the two-wheeler electric vehicle.
In an implementation, when a given connection switch is closed, the DC-to-DC converter 106 receives energy from the given battery pack. Such an energy is used to power the plurality of electronic components of the two-wheeler electric vehicle, thereby discharging the given battery pack (i.e., reduces state of charge of the given battery pack with time). It will be appreciated that the term "given connection switch" refers to the first connection switch 108, or the second connection switch 110, or both the first connection switch 108 and the second connection switch 110. In an implementation, at a given time, the given charging-discharging switch is closed for only one of charging or discharging but is open for the other of charging or discharging. Thus, when the given charging-discharging switch is closed for discharging, the given charging-discharging switch is opened for charging. Beneficially, as a result, the given battery pack corresponding to the given charging-discharging switch provides the energy for operating the two-wheeler electric vehicle, and simultaneously (a flow of) energy from a power source is prevented from charging the given battery pack.
In an embodiment, wherein the at least one user-defined battery usage criterion comprises a first user-defined battery usage criterion specifying a first order in which the first battery pack 102 and the second battery pack 104 are to be discharged, and wherein when the battery usage criterion is the first user-defined battery usage criterion, the processor 116 selectively controls the plurality of switches in a manner that:
- a given connection switch is closed and a given charging-discharging switch is closed for discharging to enable a given battery pack to provide energy for operating the two-wheeler electric vehicle until the given battery pack is completely discharged, the given battery pack being first in the first order; and
- when the given battery pack is completely discharged, a remaining connection switch is closed and a remaining charging-discharging switch is closed for discharging to enable a remaining battery pack to provide energy for operating the two-wheeler electric vehicle until the remaining battery pack is completely discharged, the remaining battery pack being second in the first order.
In this regard, when both the first battery pack 102 and the second battery pack 104 are arranged in the two-wheeler electric vehicle, the first order in which the first battery pack 102 and the second battery pack 104 are to be discharged is defined by a user based on the user's preference with regard to usage of the first battery pack 102 and the second battery pack 104. The user defines, via the interactive user interface, whether the first battery pack 102 is to be initially discharged or the second battery pack 104 is to be initially discharged (i.e., whether the first battery pack 102 is initially enabled for operating the two-wheeler electric vehicle or the second battery pack 104 is to be initially enabled for operating the two-wheeler electric vehicle based on the user's preference). Beneficially, in such a case, the user can easily customize an order in which the first battery pack 102 and the second battery pack 104 are to be discharged (namely, used) according to his/her preferences. Thus, the user is not bound to always utilize a specific order in which the first battery pack 102 and the second battery pack 104 are to be discharged. In an example, the second battery pack 104 is first in the first order and the first battery pack 102 is second in the first order, the second connection switch 110 may be closed and the second charging-discharging switch 114 may be closed for discharging to enable the second battery pack 104 to provide the energy for operating the two-wheeler electric vehicle until the second battery pack 104 is completely discharged. When the second battery pack 104 is completely discharged, the first connection switch 108 may be closed and the first charging-discharging switch 112 may be closed for discharging to enable the first battery pack 102 to provide the energy for operating the two-wheeler electric vehicle until the first battery pack 102 is completely discharged.
In an implementation, the user can view the battery level information via the interactive user interface and defines a given user-defined battery usage criterion based on the battery level information. In an implementation, when a value of the state of charge of the first battery pack 102 is greater than a value of the state of charge of the second battery pack 104, the first battery pack 102 is defined by the user to be first in the first order and the second battery pack 104 to be second in the first order. Alternatively, in an implementation, when a value of the state of charge of the second battery pack 104 is greater than a value of the state of charge of the first battery pack 102, the second battery pack 104 is defined by the user to be first in the first order and the first battery pack 102 to be second in the first order. Yet alternatively, in an implementation, when a value of the state of charge of the first battery pack 102 is greater than a value of the state of charge of the second battery pack 104, but still the second battery pack 104 is defined by the user to be first in the first order and the first battery pack 102 to be second in the first order.
In another embodiment, wherein the at least one user-defined battery usage criterion comprises a second user-defined battery usage criterion specifying a second order in which the first battery pack 102 and the second battery pack 104 are to be charged when both the first battery pack 102 and the second battery pack 104 are completely discharged, and wherein when the battery usage criterion is the second user-defined battery usage criterion, the processor 116 selectively controls the plurality of switches in a manner that:
- a given connection switch and a given charging-discharging switch corresponding to a given battery pack are opened and closed for charging, respectively, until the given battery pack attains at least a first predetermined threshold value of state of charge, the given battery pack being first in the second order; and
- when the given battery pack attains at least the first predetermined threshold value of state of charge, a remaining connection switch and a remaining charging-discharging switch corresponding to a remaining battery pack are opened and closed for charging, respectively, the remaining battery pack being second in the second order.
In this regard, when both the first battery pack 102 and the second battery pack 104 are completely discharged, both the first battery pack 102 and the second battery pack 104 are required to be plugged into the power source that is switched on for charging the first battery pack 102 and the second battery pack 104. At a given time, only one battery pack may be charged using the power source, and thus the second order is utilized to charge the aforesaid battery packs one after the other. The second user-defined battery usage criterion defining the second order in which the first battery pack 102 and the second battery pack 104 are to be charged is defined by a user, based on the user's preference. The user defines, via an interactive user interface, whether the first battery pack 102 is to be initially charged or the second battery pack 104 is to be initially charged. Beneficially, in such a case, the user can easily customize an order (i.e., a sequence) in which the first battery pack 102 and the second battery pack 104 are to be charged according to their preferences. Thus, the user is not bound to always utilize a specific order in which the first battery pack 102 and the second battery pack 104 are to be charged. This flexibility helps the user to plan battery usage as per a given situation and user choice, thereby further optimizing battery usage as per the given situation. In an implementation, as a rate of charging of the second battery pack 104 is higher than a rate of charging of the first battery pack 102, the second order is: the second battery pack 104, the first battery pack 102. This means that when the first battery pack 102 and the second battery pack 104 are to be charged, the second battery pack 104 is charged prior to the first battery pack 102. Such a second order is preferred because the second battery pack 104 is faster to charge as compared to the first battery pack 102. As an example, when the first battery pack 102 and the second battery pack 104 are both discharged in a middle of a journey, it would be faster to charge the second battery pack 104 to the first predetermined threshold value of state of charge and complete the journey by utilizing the second battery pack 104, rather than charging the first battery pack 102 to the first predetermined threshold value of state of charge and complete the journey by utilizing the first battery pack 102. The term "rate of charging" refers to a state of charge acquired by the given battery pack per unit time.
In an implementation, when the given connection switch is opened, the DC-to-DC converter 106 does not receive energy from the given battery pack. In an implementation, when the given charging-discharging switch is closed for charging, the given charging-discharging switch is opened for discharging. This means that energy from the power source is provided for charging the given battery pack, and simultaneously the given battery pack corresponding to the given charging-discharging switch does not provide the energy for operating the two-wheeler electric vehicle.
In an implementation, the first predetermined threshold value of the state of charge lies in a range of 15 percent to 50 percent. The first predetermined threshold value of the state of charge is a minimum value of the state of charge that is required to perform basic operations of the two-wheeler electric vehicle (and additionally in an implementation, to allow the two-wheeler electric vehicle to travel a certain distance (for example, 50 kilometers)). As an example, the first predetermined threshold value of the state of charge may be from 15, 17, 20, 25 or 35 percent up to 25, 30, 40, 45, 48 or 50 percent. In an example, when the first battery pack 102 is first in the second order and the second battery pack 104 is second in the second order, the first connection switch 108 and the first charging-discharging switch 112 (corresponding to the first battery pack 102) may be opened and closed for charging, respectively, until the first battery pack 102 attains 20 percent state of charge. When the first battery pack 102 attains 20 percent state of charge, the second connection switch 110 and the second charging-discharging switch 114 (corresponding to the second battery pack 104) may be opened and closed for charging, respectively. As another example, when the first predetermined threshold value of the state of charge is 20 percent, the user may continue to charge the second battery pack 104 until the second battery pack 104 attains 70 percent state of charge, and when the second battery pack 104 attains 70 percent state of charge, the user may choose to charge the first battery pack 102.
In an embodiment, wherein the at least one user-defined battery usage criterion comprises a third user-defined battery usage criterion specifying a third order in which the first battery pack 102 and the second battery pack 104 are to be discharged, and wherein when the battery usage criterion is the third user-defined battery usage criterion, the processor 116 selectively controls the plurality of switches in a manner that:
- the first connection switch 108 is closed and the first charging-discharging switch 112 is closed for discharging to enable the first battery pack 102 to provide energy for operating the two-wheeler electric vehicle until a state of charge of the first battery pack 102 is equal to at least a second predetermined threshold value of state of charge, the first battery pack 102 being first in the third order; and
- when the state of charge of the first battery pack 102 is equal to at least the second predetermined threshold value of state of charge, the second connection switch 110 is closed and the second charging-discharging switch 114 is closed for discharging to enable the second battery pack 104 to provide energy for operating the two-wheeler electric vehicle, the second battery pack 104 being second in the third order.
In an implementation, the second predetermined threshold value of the state of charge lies in a range of 40 percent to 60 percent. It will be appreciated that when the battery usage criterion is the third user-defined battery usage criterion, the first battery pack 102 would always have a state of charge equivalent to at least the second predetermined threshold value after being used for discharging. In such a case, even when the user forgets (for example, in case of an emergency) to charge the first battery pack 102 before using the two-wheeler electric vehicle, or forgets to arrange the portable battery pack 104 within the two-wheeler electric vehicle, the user could still operate the two-wheeler electric vehicle using the first battery pack 102.
In another embodiment, wherein the at least one user-defined battery usage criterion comprises a fourth user-defined battery usage criterion specifying a fourth order in which the first battery pack 102 and the second battery pack 104 are to be discharged, and wherein when the battery usage criterion is the fourth user-defined battery usage criterion, the processor 116 is configured to:
- obtain, via an interactive user interface, an input pertaining to a destination of a user, from the user;
- determine a distance between the destination of the user and a current location of the two-wheeler electric vehicle;
- identify, based on the distance and the battery level information, a given battery pack having a required state of charge to reach the destination;
- when it is identified that the given battery pack has the required state of charge to reach the destination, selectively control the plurality of switches in a manner that:
- a given connection switch is closed and a given charging-discharging switch is closed for discharging to enable the given battery pack to provide energy for operating the two-wheeler electric vehicle until the given battery pack is completely discharged, the given battery pack being first in the fourth order; and
- when the given battery pack is completely discharged, a remaining connection switch is closed and a remaining charging-discharging switch is closed for discharging (i.e., during usage) to enable a remaining battery pack to provide energy for operating the two-wheeler electric vehicle until the remaining battery pack is completely discharged, the remaining battery pack being second in the fourth order.
In an implementation, the distance between the destination of the user and the current location of the two-wheeler electric vehicle is determined by a navigation assistance module of the processor 116. In an implementation, the second battery pack 104 has the required state of charge to reach the destination. In such a case, the second battery pack 104 is initially discharged to provide the energy for operating the two-wheeler electric vehicle. Beneficially, in such a case, discharging of the first battery pack 102 is prevented, and thus the first battery pack 102 is reserved for later use. In this manner, the two-wheeler electric vehicle would always have a buffer of energy required for its operation. Moreover, since a charging time required by the second battery pack 104 is low, the second battery pack 104 can be easily charged when the user reaches his/her destination.
In yet another embodiment, wherein the at least one user-defined battery usage criterion comprises a fifth user-defined battery usage criterion specifying a fifth order in which the first battery pack 102 and the second battery pack 104 are to be charged when both the first battery pack 102 and the second battery pack 104 are partially discharged, and wherein when the battery usage criterion is the fifth user-defined battery usage criterion, the processor 116 is configured to:
- identify, using the battery level information, a given battery pack that has been discharged to a greater extent as compared to a remaining battery pack;
- when it is identified that the given battery pack has been discharged to the greater extent as compared to the remaining battery pack, selectively control the plurality of switches in a manner that:
- a given connection switch and a given charging-discharging switch corresponding to the given battery pack are opened and closed for charging, respectively, until the given battery pack attains at least the first predetermined threshold value of state of charge, the given battery pack being first in the fifth order; and
- when the given battery pack attains at least the first predetermined threshold value of state of charge, the remaining connection switch and a remaining charging-discharging switch corresponding to the remaining battery pack are opened and closed for charging, respectively, the remaining battery pack being second in the fifth order.
Beneficially, in this regard, the user can define the fifth user-defined battery usage criterion that has a high preference for charging to that battery pack (from amongst the first battery pack 102 and the second battery pack 104) which has been discharged more as compared to the remaining battery pack. Thus the processor 116 can automatically selects the fifth user-defined battery usage criterion when the given battery pack is discharged to the greater extent as compared to the remaining battery pack. This saves time and provides convenience to the user of the two-wheeler electric vehicle. In an example, a state of charge of the first battery pack 102 may be 40 percent and a state of charge of the second battery pack 104 may be 60 percent. In such a case, the first battery pack 102 is first in the fifth order and the second battery pack 104 is second in the fifth order because the first battery pack 102 that has been discharged to a greater extent as compared to the second battery pack 104.
In an implementation, the system 100B further comprises the at least one display 118 arranged on at least one of: the two-wheeler electric vehicle, a user device (not shown) associated with the user, wherein the processor 116 is further configured to:
- render, on the at least one display 118, an interactive user interface; and
- obtain, via the interactive user interface, an input pertaining to the at least one user-defined battery usage criterion, from a user (not shown).
In this regard, the interactive user interface is a graphical user interface, and the user provides the input pertaining to the at least one user-defined battery usage criterion using the interactive user interface. It will be appreciated that the interactive user interface enables interaction between the user input and the processor 116. In an embodiment, the input pertaining to the at least one user-defined battery usage criterion is at least one of: a creation of a new user-defined battery usage criterion, a modification of an existing user-defined battery usage criterion, a deletion of an existing user-defined battery usage criterion. In an implementation, the at least one display 118 is arranged in a portion of the two-wheeler electric vehicle which would be visible to the user, when the user is using the two-wheeler electric vehicle. Such a portion could be an operating panel arranged between handlebars of the two-wheeler electric vehicle, a windscreen of the two-wheeler electric vehicle, a portion of a seat of the two-wheeler electric vehicle, a portion of a fuel tank of the two-wheeler electric vehicle, or similar. In one case, the processor 116 obtains the input at a time when the user is operating (namely, driving) the two-wheeler electric vehicle, or when the user is about to operate (i.e., drive) the two-wheeler electric vehicle. In another case, the processor 116 obtains the input at a time earlier than when the user plans to use the two-wheeler electric vehicle. In such a case, said input is obtained by the processor 116 in advance, from the user. In an implementation, the user device associated with the user is at least one of: a smartphone, a tablet, a laptop, a desktop-computer. Examples of the at least one display 118 include, but are not limited to, a Liquid Crystal Display (LCD), a Light-Emitting Diode (LED)-based display, and a Liquid Crystal on Silicon (LCoS)-based display. Such displays are well-known in the art.
It will also be appreciated that the interactive user interface also displays a speed of the two-wheeler electric vehicle, a total distance travelled by the two-wheeler electric vehicle, information pertaining to how much distance can be covered with a remaining state of charge of the given battery pack, a pressure of a tire of the two-wheeler electric vehicle, a status of a headlight and taillight of the two-wheeler electric vehicle, a temperature of a motor of the two-wheeler electric vehicle and the like. Beneficially, the user could select one of the at least one user-defined battery usage criterion, based on the information pertaining to how much distance can be covered with the remaining state of charge of the given battery pack, wherein said information is provided to/viewed by the user via the interactive user interface.
Referring to FIG. 3, there is shown an exemplary implementation of a given charging-discharging switch (such as the first charging-discharging switch 112 and/or the second charging-discharging switch 114), in accordance with an embodiment of the present disclosure. FIG. 3 is explained in conjunction with elements from FIGs. 1A and 1B. With reference to FIG. 3, the given charging-discharging switch is implemented as two metal-oxide semiconductor field-effect transistors (MOSFETs) 302 and 304 whose body diodes are arranged differently with respect to each other. Typically, as shown, a given MOSFET has a drain terminal (depicted as a letter 'D'), a source terminal (depicted as a letter 'S'), and a gate terminal (depicted as a letter 'G'). When the given charging-discharging switch is implemented as the two MOSFETs 302 and 304, the drain terminals of the two MOSFETs 302 and 304 are electrically coupled to each other such that the body diodes of the two MOSFETs 302 and 304 are oppositely arranged (namely, arranged face-to-face) with respect to each other. Such an arrangement of the two MOSFETs 302 and 304 may be referred to as a common drain arrangement, and thus enables in allowing and/or preventing a flow of unwanted residual charge in either direction of the given charging-discharging switch, during charging/discharging of the given battery pack. If the given charging-discharging switch was implemented as a single MOSFET, and the single MOSFET would be closed (for example, during charging), a residual charge flows through the given charging-discharging switch, which is undesirable. When a voltage of the given battery pack is higher than a designated safe range or when an overcurrent surge is detected (by the processor 116) during the charging/discharging, the aforesaid implementation of the given charging-discharging switch beneficially facilitates in isolating an electrical connection between the given battery pack and a rest of electronic circuitry of the two-wheeler electric vehicle, to avoid any hazards.
It may be understood by a person skilled in the art that the FIG. 3 is merely an example for sake of clarity, which should not unduly limit the scope of the claims herein. The person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure.
Referring to FIG. 4, there is shown a perspective view of a two-wheeler electric vehicle 400, in accordance with an embodiment of the present disclosure. FIG. 4 is explained in conjunction with elements from FIGs. 1A and 1B. With reference to FIG. 4, the two-wheeler electric vehicle 400 is an electric scooter. The perspective view also depicts an arrangement of the first battery pack 102 and the second battery pack 104 within the two-wheeler electric vehicle 400. In an embodiment, the first battery pack 102 is arranged in a floorboard 402 of the two-wheeler electric vehicle 400, whereas the second battery pack 104 is detachably arranged inside a trunk 404 of the two-wheeler electric vehicle 400. Beneficially, such an arrangement enables in saving space in the two-wheeler electric vehicle 400 and does not make the two-wheeler electric vehicle 400 bulky. In an implementation, the trunk 404 is arranged under a seat of the two-wheeler electric vehicle 400 or is arranged behind a seat of the two-wheeler electric vehicle 400 or is arranged at front end of the two-wheeler electric vehicle 400 that lies above the floorboard 402 of the two-wheeler electric vehicle 400. For example, the trunk 404 is located as a rear storage behind the seat of the two-wheeler electric vehicle 400. In an implementation, the second battery pack 104 is arranged within and is removable from the two-wheeler electric vehicle 400, by the user of the two-wheeler electric vehicle 400.
It may be understood by a person skilled in the art that the FIG. 4 is merely an example for sake of clarity, which should not unduly limit the scope of the claims herein. The person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure.
Referring to FIG. 5, there is shown an exemplary battery management system 500 for a given battery pack 502, in accordance with an embodiment of the present disclosure. The battery management system 500 for the given battery pack 502 comprises an analog front-end (AFE) controller 504, a shunt resistance 506, a gas gauge 508, a precision current sensor 510, a microcontroller 512, a Bluetooth transceiver (BT) 514, a Controller Area Network (CAN) module 516, a general-purpose input/output (GPIO) port 518, a MOSFET switch 520, an integrated circuit (IC) relay 522 (for example, CPC1907B), a diode 524.
The MOSFET switch 520 comprises a charging-discharging MOSFET switch coupled with a pre-charge MOSFET switch. A positive terminal of the given battery pack 502 is coupled to a positive bus 526, whereas a negative terminal of the given battery pack 502, a first terminal of the shunt resistance 506, and a second terminal of the MOSFET switch 520 are coupled to a negative bus 528. A second terminal of the shunt resistance 506 is coupled to the negative terminal of the given battery pack 502. A first terminal of the IC relay 522 is coupled to the precision current sensor 510, while a second terminal of the IC relay 522 is coupled to a first terminal of the diode 524. A second terminal of the diode 524 is coupled to a positive DC-to-DC bus 530. The AFE controller 504 and the gas gauge 508 are coupled using an Inter-Integrated Circuit (I2C) bus (not shown). The AFE controller 504 is coupled to a charging-discharging MOSFET switch (not shown). The precision current sensor 510 and the microcontroller 512 are coupled using an I2C bus (not shown). The gas gauge 508 and the microcontroller 512 are coupled using a System Management (SM) bus (not shown). The microcontroller 512 and the BT 514 are coupled using a universal asynchronous receiver-transmitter (UART) bus (not shown). The microcontroller 512 and CAN module 516 are coupled using a CAN receiver-transmitter bus (not shown).
It may be understood by a person skilled in the art that the FIG. 5 is merely an example for sake of clarity, which should not unduly limit the scope of the claims herein. The person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure.
The "battery management system" is an electronic system that is capable of managing the given battery pack, for example, in terms of protecting the given battery pack, monitoring and regulating a temperature, a voltage, a current, during charging/discharging of the given battery pack, maintaining safety conditions by tripping relay circuits when fault conditions occur, and the like. With reference to FIGs. 1A, 1B and 5, in an embodiment, a first battery management system controls the first battery pack 102 and a second battery management system controls the second battery pack 104, wherein the first battery management system is communicably coupled with the second battery management system to enable the inter-talk communication between both the first battery pack 102 and the second battery pack 104. In another embodiment, a single battery management system (for example, the battery management system 500) controls both the first battery pack 102 and the second battery pack 104, wherein the single battery management system comprises a first battery control unit associated with the first battery pack 102 and a second battery control unit associated with the second battery pack 104, the first battery control unit being communicably coupled with the second battery control unit to enable the inter-talk communication between both the first battery pack 102 and the second battery pack 104. For sake of simplicity, the battery management system 500 in FIG. 5 is shown only for a single battery pack. In an implementation, a given battery management system is communicably coupled to the processor 116.
Referring to FIG. 6, there is shown an exemplary relay architecture 600, in accordance with an embodiment of the present disclosure. FIG. 6 is explained in conjunction with elements from FIGs. 1A and 1B. With reference to FIG. 6, the first battery pack 102, the second battery pack 104, and a load 602 are shown to be connected in parallel. The first charging-discharging switch 112 is arranged in between the first battery pack 102 and the load 602. The second charging-discharging switch 114 is arranged in between the second battery pack 102 and the load 602. A relay control logic circuit 604 is shown to be coupled with the first charging-discharging switch 112 and the second charging-discharging switch 114. An operation of the load 604 depends on switching actions of the first charging-discharging switch 112 and the second charging-discharging switch 114.
It may be understood by a person skilled in the art that the FIG. 6 is merely an example for sake of clarity, which should not unduly limit the scope of the claims herein. The person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure.
Referring to FIG. 7, there is shown steps of a method 700 for managing battery usage in a two-wheeler electric vehicle (such as the two-wheeler electric vehicle 400 of FIG. 4), in accordance with an embodiment of the present disclosure. At step 702, battery level information is obtained, wherein the battery level information comprises states of charge of a first battery pack (such as the first battery pack 102) and a second battery pack (such as the second battery pack 104), wherein the first battery pack is fixedly arranged in the two-wheeler electric vehicle and the second battery pack is portable and is removably arranged in the two-wheeler electric vehicle. At step 704, a battery usage criterion to be employed for managing battery usage is selected from amongst a plurality of battery usage criterions, wherein the plurality of battery usage criterions comprise a default battery usage criterion and at least one user-defined battery usage criterion. At step 706, a plurality of switches are selectively controlled, based on the battery usage criterion and the battery level information, wherein the plurality of switches comprise: a first connection switch (such as the first connection switch 108) arranged in an electrical path between a DC-to-DC converter (such as the DC-to-DC converter 106) and the first battery pack; a second connection switch (such as the second connection switch 110) arranged in an electrical path between the DC-to-DC converter and the second battery pack; a first charging-discharging switch (such as the first charging-discharging switch 112) associated with the first battery pack; and a second charging-discharging switch (such as the second charging-discharging switch 114) associated with the second battery pack.
The steps 702, 704, and 706 are only illustrative and other alternatives can also be provided where one or more steps are added, one or more steps are removed, or one or more steps are provided in a different sequence without departing from the scope of the claims herein. Various embodiments and variants disclosed with the aforementioned system (such as the systems 100A and 100B) apply mutatis mutandis to the aforementioned method 700.
Modifications to 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. The word "exemplary" is used herein to mean "serving as an example, instance or illustration". Any embodiment described as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments or to exclude the incorporation of features from other embodiments. The word "optionally" or "in an implementation" is used herein to mean "is provided in some embodiments and not provided in other embodiments". It is appreciated that certain features of the present disclosure, which are, for clarity, described in the context of separate embodiments and implementations, may also be provided in combination in a single embodiment. Conversely, various features of the invention, which are, for brevity, described in the context of a single embodiment or implementation, may also be provided separately or in any suitable combination or as suitable in any other described embodiment of the disclosure.