Description:TECHNICAL FIELD
[0001] The present invention relates to the field of energy management systems, and more specifically, to a system and method for controlling and optimizing of battery packs and power management units.

BACKGROUND
[0002] Background description includes information that may be useful in understanding the present disclosure. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed disclosure, or that any publication specifically or implicitly referenced is prior art.
[0003] Regenerative Braking Systems in electric vehicles (EVs) convert a portion of the vehicle’s kinetic energy into electrical energy during braking, which helps recharge the vehicle’s batteries. During braking, some of the vehicle’s kinetic energy is lost as heat due to friction in the brakes, while the remaining energy is captured as regenerative energy for battery charging. If the regenerative current surpasses the battery’s maximum threshold, the excess energy is diverted to a resistor circuit where it is dissipated as heat. This process is referred to as dynamic braking.
[0004] Existing technologies in the field of regenerative braking involve various control strategies aimed at effectively distributing power between regenerative current and mechanical braking systems. These strategies primarily focus on protection and optimizing the battery charge profile during regeneration.
[0005] A common approach involves controlling regenerative braking in electric vehicles through a control system that separately manages braking force and energy recovery. This system adjusts the braking force and recharging current based on the battery charge and motor speed to achieve optimal performance. Specifically, it establishes an optimal braking force and adjusts the recharging current to increase when the battery voltage is low and decrease when the battery voltage is high.
[0006] Another regenerative braking system for electric vehicles includes a four-wheeled vehicle equipped with an electric propulsion motor, a regenerative brake control system, and an anti-lock braking system (ABS). In this setup, regenerative braking can be combined with friction braking when ABS is not active. However, regenerative braking is reduced or disengaged when anti-lock braking is activated.
[0007] A key limitation of current systems is their reliance on the battery’s state of charge and state of health, which can significantly affect the mechanical braking performance. The variability impacts driver control, as the mechanical braking profile is inconsistent. The proposed innovation addresses these issues with a power distribution control strategy implemented through a device designed to maintain a uniform mechanical braking profile throughout the vehicle’s usage.

OBJECTS OF THE PRESENT DISCLOSURE
[0008] Some of the objects of the present disclosure, which at least one embodiment herein satisfies are as listed herein below.
[0009] It is an object of the present disclosure to provide a solution that ensures a uniform mechanical braking profile regardless of variations in the battery’s state of charge and state of health.
[0010] It is an object of the present disclosure to implement a control strategy for effective distribution of power between regenerative and mechanical braking systems, optimizing energy recovery while maintaining consistent braking performance.
[0011] It is an object of the present disclosure to reduce the impact of battery-related variability on the mechanical braking system, thereby improving driver confidence and control by providing a stable and predictable braking experience.
[0012] It is an object of the present disclosure to mitigate the limitations associated with mechanical braking systems that are dependent on battery parameters, ensuring that braking performance remains consistent regardless of battery condition.
[0013] It is an object of the present disclosure to develop a system that seamlessly integrates regenerative braking with mechanical braking, maximizing energy recovery without compromising braking efficiency or safety.
[0014] It is an object of the present disclosure to enhance overall vehicle safety by providing a reliable braking system that adapts to varying conditions while ensuring consistent performance and reducing the risk of braking failures.

SUMMARY
[0015] Various aspects of present disclosure relate to the field of energy management systems, and more specifically, to a system and method for controlling and optimizing of battery packs and power management units.
[0016] According to an aspect of the present disclosure a regenerative braking system for an electric three-wheeler vehicle may be configured to including a battery management system (BMS) for a battery pack, includes a communication unit integrated within the battery management system, configured to transmit one or more battery parameters through the battery management system (BMS); and a power management unit connected to the battery pack, configured to manage the regenerative energy through discharge resistors, inductive loads, and capacitive loads.
[0017] Furthermore, the regenerative braking system may be configured to include a control unit configured to manage a battery pack and the power management unit, where the control unit includes a processor coupled with a memory, configured to execute one or more control techniques based on the inputs received from the battery management system (BMS); where the memory stores instructions which, when executed by the processor, regulate the system; and an output unit configured to transmit control signals to the power management unit to regulate the regenerative current supplied to the battery pack.
[0018] In another aspect, the one or more battery parameters comprises any or a combination of, current, cell voltages, pack voltage, cell temperatures, state of charge, state of health, threshold values of current, voltage and temperatures.
[0019] In another aspect, the communication protocol, control unit, and the power management unit are configured to work in conjunction to ensure that the braking profile of the electric three-wheeler vehicle remains constant, providing a stable and predictable braking response.
[0020] In another aspect, the control unit further configured to maintain a consistent braking performance and profile, thereby enhancing drivability during braking, irrespective of the battery pack’s parameters.
[0021] In another aspect, the communication unit is configured to support bidirectional communication with the BMS and the system components, allowing for real-time updates and adjustments based on changing conditions.
[0022] In another aspect, the memory for storing control algorithms, system configurations, and historical data related to the battery performance and the system operations.
[0023] In another aspect, the regenerative braking system is capable to convert kinetic energy during any of braking and deceleration into electrical energy, wherein the generated kinetic energy is stored in the battery pack.
[0024] According to an another aspect of the present disclosure a method for controlling a battery pack and a power management unit, including the sequential steps of: transmitting, via a battery management system, one or more battery parameters comprising: any or a combination of, current, cell voltages, pack voltage, cell temperatures, state of charge, and state of health, along with threshold values for current, voltage, and temperatures to a control unit; receiving, via the control unit, the one or more transmitted battery parameters from the battery management system, and executing one or more control algorithms based on the received inputs; determining, via the control unit, appropriate control actions for managing the regenerative current supplied to the battery pack.
[0025] Furthermore, the method for controlling a battery pack and a power management unit, regulating, the regenerative current supplied to the battery pack in real-time based on the one or more battery parameters; configuring, the power management unit to manage regenerative energy through discharge resistors, inductive loads, and capacitive loads; ensuring, via the control unit, that the cumulative regenerative current is managed independent of state of charge, state of health, and operational drive profile of the battery pack; and maintaining, a braking performance and profile, thereby enhancing the electric three-wheeler vehicle drivability during braking, irrespective of the one or more battery pack’s parameters.
[0026] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.

BRIEF DESCRIPTION OF DRAWINGS
[0027] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in, and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure, and together with the description, serve to explain the principles of the present disclosure.
[0028] FIG. 1 illustrates an exemplary block diagram of the proposed system for dynamic regenerative braking for an electric three-wheeler vehicle, in accordance with embodiments of the present disclosure.
[0029] FIG. 2 illustrates exemplary architecture of a module diagram of dynamic regenerative braking for an electric three-wheeler vehicle, in accordance with an embodiment of the present disclosure.
[0030] FIG. 3 illustrates an exemplary method for dynamic regenerative braking for an electric three-wheeler vehicle, in accordance with embodiments of the present disclosure.

DETAILED DESCRIPTION
[0031] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments. On the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit, and scope of the present disclosure as defined by the appended claims.
[0032] In the following description, numerous specific details are set forth in order to provide a thorough understanding of embodiments of the present invention. It will be apparent to one skilled in the art that embodiments of the present invention may be practiced without some of these specific details. Embodiments of the disclosure relate to the field of energy management systems, and more specifically, to a system and method for controlling and optimizing of battery packs and power management units.
[0033] If the specification states a component or feature “may”, “can”, “could”, or “might” be included or have a characteristic, that particular component or feature is not required to be included or have the characteristic.
[0034] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
[0035] According to an embodiment, the proposed disclosure introduces an advanced control algorithm and system for regenerative braking that optimizes the management of regenerative power between the battery pack and the mechanical brakes. The system ensures that the mechanical braking provides a consistent and uniform braking profile regardless of fluctuations in the battery’s state of charge, state of health, or varying driving conditions, including gradient descents. By maintaining a steady braking performance, the present disclosure significantly enhances the drivability of the vehicle, leading to increased driving comfort. Importantly, the improvement is achieved without requiring drivers to alter their driving patterns or behaviors, making it easier for those accustomed to conventional internal combustion engine (ICE) vehicles to transition to and operate electric vehicles seamlessly.
[0036] The manner in which the proposed system works is described in further details in conjunction with FIGs. 1 to 3. It may be noted that these figures are only illustrative, and should not be construed to limit the scope of the subject matter in any manner.
[0037] FIG. 1 illustrates an exemplary block diagram of the proposed system for dynamic regenerative braking for an electric three-wheeler vehicle, in accordance with embodiments of the present disclosure.
[0038] Referring to FIG. 1, a regenerative braking system 100 (interchangeably referred to as a system 100, hereinafter) in electric three wheeler vehicles (interchangeably referred to as a vehicle, hereinafter) can be used to transform kinetic energy of the vehicle back into electrical energy to help recharge the vehicle batteries during the braking mode. During braking, the kinetic energy of the vehicle is partly converted into heat energy due to friction in the brakes, while the remaining portion is captured as regenerative energy to recharge the vehicle’s batteries.
[0039] However, if the amount of regenerative current generated exceeds the battery’s maximum allowable threshold, the surplus energy cannot be stored and is instead redirected to a resistor circuit. The circuit dissipates the excess energy as heat, a process known as dynamic braking. The mechanism ensures that the regenerative braking system operates within safe limits, preventing potential damage to the battery and maintaining effective energy management.
[0040] In an exemplary embodiment, the system 100 may be configured to include a control unit 102 which executes control algorithms based on one or more inputs communicated by a battery management system 108. The control unit 102 may be configured to act as the central brain of the system 100, executing control algorithms that process data from one or more sensors and components. The control unit 102 regulates the power distribution between the motor, regenerative braking system, and mechanical brakes, ensuring efficient energy use and consistent vehicle performance. The control unit 102 also coordinates with other unit, such as a power management unit 114, to maintain optimal vehicle operation under varying conditions.
[0041] The system 100 may be configured to include the battery management unit (BMU) 108 is specifically focused on monitoring and maintaining the health of a battery pack 112. The BMU 108 continuously tracks key parameters such as state of charge (SoC), state of health (SoH), cell voltages, and temperatures etc. The BMU 108 can protect the battery pack 112 by ensuring that it operates within safe limits, preventing overcharging, over-discharging, and overheating, also balances the charge across all cells in the battery pack 112, which helps extend the battery’s lifespan and ensures reliable performance. Together, the control unit 102 and BMU 108 play a crucial role in optimizing the efficiency, safety, and longevity of the EV’s power and energy systems.
[0042] In an exemplary embodiment, The system 100 may be configured to include a communication unit 110 in electric vehicles (EVs) for exchanging information between one or more components, any or a combination of, but not limited to, the battery management system (BMS) 108, control unit 102, and power management unit 114. The communication unit 110 can ensure that all parts of the system 100 can share real-time data, including critical parameters like battery state of charge (SoC), state of health (SoH), cell voltages, temperatures, and current thresholds.
[0043] Furthermore, by facilitating the data exchange, the communication unit 110 enables the control unit 102 to make informed decisions on power distribution, regenerative braking, and system safety. The communication unit 110 can ensure that the system 100 responds dynamically to changes in battery pack 112 status and operational conditions, optimizing performance and protecting the components. The communication unit 110 also supports the implementation of safety measures by communicating fault conditions or deviations from normal operation, allowing for immediate corrective actions.
[0044] In an exemplary embodiment, the power management unit 114 can take the form of one or more load types, including any or a combination of, but not limited to, discharge resistors, inductive loads, and capacitive loads. The discharge resistor can convert excess electrical energy into heat, safely dissipating it to prevent overloading the battery system. The inductive loads utilize coils to temporarily store energy as a magnetic field, which can be released when needed. The capacitive loads store electrical energy in an electric field, allowing for quick release or redistribution of energy as required. The different types of loads enable the power management unit 114 to effectively manage the regenerative energy, ensuring that the battery is charged safely without exceeding its maximum capacity, and preventing energy waste.
[0045] In an exemplary embodiment, the system 100 may be configured to include a processor 104 and a memory 106 storing a set of instructions, which upon being executed cause the processor 104. The processor 104 includes any or a combination of suitable logic, circuitry, and/or interfaces that are operable to execute one or more instructions stored in the memory 106 to perform pre-determined operations.
[0046] Furthermore, the memory 106 that is configured to store one or more data types essential for the operation and optimization of the system 100. The memory 106 that dictate the operational protocols for energy distribution, regenerative braking, and one or more system functions. Additionally, the memory 106 retains system configurations, which are preset parameters and settings tailored to the specific operational requirements and characteristics of the vehicle’s powertrain and energy storage system.
[0047] Additionally, the memory 106 can archive one or more historical data including any or a combination of, but not limited to, battery performance, such as state of charge (SoC), state of health (SoH), cell voltages, temperatures, and usage patterns. The historical data enables the system 100 to perform adaptive control by analyzing past performance and conditions, allowing for real-time adjustments and optimizations to improve efficiency, safety, and battery longevity.
[0048] In an exemplary embodiment, an output unit 116 may be configured to transmit control signals to the power management unit 114, which plays a crucial role in regulating the regenerative current supplied to the battery pack 112. The output unit 116 may be act as a communication channel, sending precise instructions from the control unit 102 to the power management unit 114. The control signals determine how much regenerative energy should be directed to the battery pack for recharging and how excess energy should be managed, such as diverting it to resistive, inductive, or capacitive loads if the battery’s capacity limits are reached. By finely adjusting the flow of regenerative current, the output interface can ensure that the battery pack 112 may be charged efficiently and safely, preventing overcharging and optimizing energy recovery during braking events.
[0049] FIG. 2 illustrates exemplary architecture of a module diagram of dynamic regenerative braking for an electric three-wheeler vehicle, in accordance with an embodiment of the present disclosure.
[0050] In an exemplary embodiment, referring to FIG. 2, a system 100 may comprise one or more processor(s) 104 (interchangeably referred to as a processor 104, hereinafter). The processor 104 may be implemented as one or more microprocessors, microcomputers, microcontrollers, edge or fog microcontrollers, digital signal processors, central processing units, logic circuitries, and/or any devices that process data based on operational instructions. Among other capabilities, the processor 104 may be configured to fetch and execute computer-readable instructions stored in a memory 106 of the system 100. The memory 106 may be configured to store one or more computer-readable instructions or routines in a non-transitory computer readable storage medium, which may be fetched and executed to create or share data packets over a network service. The memory 106 may comprise any non-transitory storage device including, for example, volatile memory such as Random Access Memory (RAM), or non-volatile memory such as Erasable Programmable Read-Only Memory (EPROM), flash memory, and the like.
[0051] The system 100 may include an interface(s) 208. The interface(s) 208 may comprise a variety of interfaces, for example, interfaces for data input and output devices, referred to as I/O devices, storage devices, and the like. The interface(s) 208 may facilitate communication to/from the system 100. The interface(s) 208 may also provide a communication pathway for one or more components of the system 100. Examples of such components include but are not limited to, processing unit/engine(s) 210 and a database 202.
[0052] In an embodiment, the processing unit/engine(s) 210 may be implemented as a combination of hardware and programming (for example, programmable instructions) to implement one or more functionalities of the processing engine(s) 210. In examples described herein, such combinations of hardware and programming may be implemented in several different ways. For example, the programming for the processing engine(s) 210 may be processor-executable instructions stored on a non-transitory machine-readable storage medium and the hardware for the processing engine(s) 210 may comprise a processing resource (for example, one or more processors), to execute such instructions.
[0053] In the present examples, the machine-readable storage medium may store instructions that, when executed by the processing resource, implement the processing engine(s) 210. In such examples, the system 100 may include the machine-readable storage medium storing the instructions and the processing resource to execute the instructions, or the machine-readable storage medium may be separate but accessible to the system 100 and the processing resource. In other examples, the processing engine(s) 210 may be implemented by electronic circuitry.
[0054] In an embodiment, the database 202 may include data that may be either stored or generated as a result of functionalities implemented by any of the components of the processor 102 or the processing engine 210. In an embodiment, the database 202 may be separate from the system 100.
[0055] In an exemplary embodiment, the processing engine 210 may include one or more engines selected from any of a data analysis engine 212, an control interface 214, a safety monitoring engine 216, a coordination with vehicle engine 218, an user interface engine 220, and machine learning engine 222.
[0056] In an exemplary embodiment, the data analysis engine 212 within the processing engine 210 is responsible for analyzing the received battery parameters. It evaluates the current status and predicts future performance based on historical data and real-time observations. The data analysis engine 212 can ensure that the control strategies are optimized for performance, efficiency, and longevity of the battery pack.
[0057] In an exemplary embodiment, the control interface 214 of the processing engine 210, enabling communication between the processor 104 and the power management unit. It transmits control signals to regulate the regenerative current supplied to the battery pack. The control interface 214 ensures that the regenerative energy is managed effectively, adjusting the current flow as needed to maintain optimal battery operation and performance.
[0058] In an exemplary embodiment, the safety monitoring engine 216 designed to detect and respond to potential hazards. The safety monitoring engine 216 can monitor one or more parameters any or a combination of, but not limited to, overcharging, over-discharging, and thermal conditions to prevent unsafe situations. If the one or more parameters exceed predefined thresholds, the safety monitoring engine 216 triggers protective measures to safeguard the battery pack and associated components.
[0059] In an exemplary embodiment, the coordination with vehicle engine 218 can control interface coordinates with other vehicle systems, such as braking and thermal management systems. This coordination ensures that the overall vehicle stability and safety are maintained, particularly during regenerative braking and energy recovery phases. The processing engine 210 facilitates seamless integration and synchronization between these systems to enhance vehicle performance.
[0060] In an exemplary embodiment, the user interface 220 can provide real-time feedback on battery status, system health, and operational recommendations. The user interface 220 may allow the users or system operators to monitor the performance and health of the battery pack 112 and make informed decisions regarding maintenance and usage. The user interface 220 can enhance the overall usability and transparency of the energy management system.
[0061] In an exemplary embodiment, the processing engine 210 can incorporate the machine learning engine 222 to continually improve control strategies based on accumulated data and performance feedback. The algorithms enable the processing engine 210 to adapt and refine its decision-making processes over time, optimizing the efficiency and effectiveness of the battery management system 108.
[0062] FIG. 3 illustrates an exemplary method for dynamic regenerative braking for an electric three-wheeler vehicle, in accordance with embodiments of the present disclosure.
[0063] As illustrated a method 300 for incorporating advanced energy management techniques which can handle high impulse of peak currents during regeneration is disclosed. At block 302, the method 300 involves the use of a battery management system (BMS) 108 to transmit one or more battery parameters to a control unit 102. These one or more parameters include one or more metrics includes any or a combination of, but not limited to, the current flowing through the battery, individual cell voltages, the overall voltage of the battery pack, and the temperatures of the battery cells.
[0064] Additionally, the method 300 can encompass the transmission of information regarding the battery’s state of charge (SoC), which indicates how much energy remains available, and the state of health (SoH), which provides insights into the battery’s condition and longevity. Alongside these data points, the BMS 108 also communicates predefined threshold values for current, voltage, and temperature. The thresholds are crucial for the control unit 102 to establish operational boundaries, ensuring that the battery operates within safe limits. The transmission of the data enables the control unit 102 to monitor battery performance in real-time, make informed decisions regarding energy management, and implement protective measures when necessary, thus optimizing battery life and system efficiency.
[0065] Continuing further, at block 304, the method 300 may be configured to include the control unit 102 receiving the transmitted one or more battery parameters from the battery management system (BMS) 108. The one or more parameters can include crucial data any or a combination of, but not limited to, current levels, individual cell voltages, overall pack voltage, cell temperatures, state of charge (SoC), and state of health (SoH).
[0066] Furthermore, once the control unit 102 receives the inputs, it initiates the next step: executing one or more control algorithms. The algorithms are pre-programmed sets of instructions designed to process the incoming data and make real-time decisions regarding the management of the battery and associated systems. The control algorithms analyze the battery parameters to determine optimal operational strategies, such as adjusting the charging rate, managing regenerative braking energy, or activating protective measures if any parameters exceed their safe thresholds. This process ensures that the system operates efficiently and safely, optimizing the performance and longevity of the battery pack while maintaining overall vehicle stability and safety.
[0067] Continuing further, at block 306, the method 300 managing the regenerative current supplied to battery pack 112. Upon receiving real-time data from the BMS 108, the control unit 102 analyzes the information using sophisticated control algorithms. The analysis includes assessing parameters any or a combination of, but not limited to, current flow, cell voltages, battery pack voltage, cell temperatures, state of charge (SoC), and state of health (SoH). Based on these inputs, the control unit 102 determines appropriate control actions to manage the regenerative current effectively. These actions might include adjusting the amount of current directed to the battery pack 112 for charging, ensuring that it remains within safe and optimal levels to prevent overcharging or overheating. If the regenerative current exceeds the battery’s capacity, the control unit 102 may also direct excess energy to be dissipated through auxiliary systems, such as resistive loads, to maintain system balance. The process ensures that the system 100 operates efficiently, safely, and in harmony with the battery’s capabilities, enhancing both the performance and lifespan of the battery pack.
[0068] Continuing further, at block 308, the method 300 regulating the regenerative current supplied to a battery pack 112 involves real-time adjustments based on the one or more battery parameters. The control unit 102 monitors data such as current flow, cell voltages, pack voltage, and battery temperature, as well as the state of charge and state of health. Using the information, the control unit 102 dynamically adjusts the amount of regenerative current directed to the battery pack 112, ensuring it stays within safe and optimal levels. This real-time regulation prevents overcharging, manages heat buildup, and optimizes the energy recovery process, thereby protecting the battery and enhancing its efficiency and lifespan.
[0069] Continuing further, at block 310, the method 300 configuring a power management unit 114 involves setting it up to effectively handle excess regenerative energy generated during braking. This is achieved by directing the surplus energy through one or more components any or a combination of, but not limited to, discharge resistors, inductive loads, and capacitive loads. The discharge resistors convert excess electrical energy into heat, safely dissipating it to prevent battery overload. The inductive loads store energy temporarily as a magnetic field, while the capacitive loads store it in an electric field, both allowing for controlled release and management of the energy.
[0070] Continuing further, at block 312, the method 300 ensuring that the cumulative regenerative current is managed independently of the battery’s state of charge (SoC), state of health (SoH), and the vehicle’s operational drive profile. This means that, regardless of how much charge is left in the battery, the battery’s overall condition, or the current driving conditions (such as acceleration, deceleration, or cruising), the control unit 102 consistently regulates the amount of regenerative current flowing into the battery pack 112.
[0071] Continuing further, at block 314, the method 300 designing to maintain consistent braking performance and profile in an electric three-wheeler vehicle, regardless of the battery pack’s one or more parameters such as state of charge or state of health. The method 300 ensuring that the vehicle’s braking response remains stable and predictable, enhancing overall drivability and safety during braking events. By keeping the braking performance uniform, drivers can experience a reliable braking feel, improving their confidence and control over the vehicle, irrespective of changes in the battery’s condition or other factors.
[0072] The disclosed methods and systems, as illustrated in the ongoing description or any of its components, may be embodied in the form of a computer system. Typical examples of a computer system include a general-purpose computer, a programmed microprocessor, a micro-controller, a peripheral integrated circuit element, and other devices, or arrangements of devices that are capable of implementing the steps that constitute the method of the disclosure.
[0073] Those skilled in the art will appreciate that the systems, modules, and sub-modules have been illustrated and explained to serve as examples and should not be considered limiting in any manner. It will be further appreciated that the variants of the above disclosed system elements, modules, and other features and functions, or alternatives thereof, may be combined to create other different systems or applications.
[0074] Those skilled in the art will appreciate that any of the aforementioned steps and/or system modules may be suitably replaced, reordered, or removed, and additional steps and/or system modules may be inserted, depending on the needs of a particular application. In addition, the systems of the aforementioned embodiments may be implemented using a wide variety of suitable processes and system modules, and are not limited to any particular computer hardware, software, middleware, firmware, microcode, and the like.
[0075] The claims can encompass embodiments for hardware and software, or a combination thereof.
[0076] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions, or examples, which are comprised to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to those having ordinary skill in the art.

ADVANTAGES OF THE INVENTION
[0077] The present disclosure provides a system and method ensures a uniform braking response, providing predictable and reliable braking performance regardless of the battery's state of charge or state of health.
[0078] The present disclosure provides a system and method improves the overall drivability of the electric three-wheeler vehicle, offering a smoother and more comfortable driving experience, especially during braking events.
[0079] The present disclosure provides a system and method manages regenerative energy, optimizing the amount of current supplied to the battery pack. This enhances energy recovery, reduces energy waste, and extends battery life.
[0080] The present disclosure provides a system and method provides real-time monitoring and control, ensuring safe operation under diverse conditions and preventing potential issues related to excessive regenerative currents or battery overload.
[0081] The present disclosure provides a system and method allows for easy integration into existing vehicle architectures, making it a versatile solution for enhancing the performance and safety of electric three-wheeler vehicles.
, Claims:1. A regenerative braking system (100) for an electric three-wheeler vehicle, comprising:
a battery management system (BMS) (108) for a battery pack (112) comprises:
a communication unit (110) integrated within the battery management system (108), configured to transmit one or more battery parameters through the battery management system (BMS) (108).
a power management unit (114) connected to the battery pack (112), configured to manage the regenerative energy through discharge resistors, inductive loads, and capacitive loads;
a control unit (102) configured to manage a battery pack (112) and the power management unit (114), wherein the control unit (102) comprises:
a processor (104) coupled with a memory (106), configured to execute one or more control techniques based on the inputs received from the battery management system (BMS) (108); wherein the memory (106) stores instructions which, when executed by the processor (104), regulate the regenerative braking system (100); and
an output unit (102) configured to transmit control signals to the power management unit (114) to regulate the regenerative current supplied to the battery pack (112).
2. The regenerative braking system (100) as claimed in claim 1, wherein the one or more battery parameters comprises any or a combination of, current, cell voltages, pack voltage, cell temperatures, state of charge, state of health, threshold values of current, voltage and temperatures.
3. The regenerative braking system (100) as claimed in claim 1, wherein the communication protocol (110), control unit (102), and the power management unit (114) are configured to work in conjunction to ensure that the braking profile of the electric three-wheeler vehicle remains constant, provides a stable and predictable braking response.
4. The regenerative braking system (100) as claimed in claim 1, wherein the control unit (102) further configured to maintain a consistent braking performance and profile, thereby enhancing drivability during braking, irrespective of the battery pack’s parameters.
5. The regenerative braking system (100) as claimed in claim 1, wherein the communication unit (110) is configured to support bidirectional communication with the BMS (108) and the regenerative braking system (100) components, allowing for real-time updates and adjustments based on changing conditions.
6. The regenerative braking system (100) as claimed in claim 1, wherein the memory (106) for storing control algorithms, system configurations, and historical data related to the battery performance and the regenerative braking system (100) operations.
7. The regenerative braking system (100) as claimed in claim 1, wherein the regenerative braking system (100) is capable to convert kinetic energy during any of braking and deceleration into electrical energy, wherein the generated kinetic energy is stored in the battery pack (112).
8. A method (300) for controlling a battery pack (112) and a power management unit (114), comprising the sequential steps of:
transmitting (302), via a battery management system (BMS) (108), one or more battery parameters comprising: any or a combination of, current, cell voltages, pack voltage, cell temperatures, state of charge, and state of health, along with threshold values for current, voltage, and temperatures to a control unit;
receiving (304), via the control unit (102), the one or more transmitted battery parameters from the battery management system (BMS) (108), and executing one or more control algorithms based on the received inputs;
determining (306), via the control unit (102), appropriate control actions for managing the regenerative current supplied to the battery pack (112);
regulating (308), the regenerative current supplied to the battery pack in real-time based on the one or more battery parameters;
configuring (310), the power management unit (114) to manage regenerative energy through discharge resistors, inductive loads, and capacitive loads;
ensuring (312), via the control unit (102), that the cumulative regenerative current is managed independent of state of charge, state of health, and operational drive profile of the battery pack (112); and
maintaining (314), a braking performance and profile, thereby enhancing the electric three-wheeler vehicle drivability during braking, irrespective of the one or more battery pack’s parameters.
9. The method (300) as claimed in claim 8, further providing feedback to the system operator regarding the state of charge, state of health, and the system performance, thereby enabling informed operational and maintenance decisions.
10. The method (300) as claimed in claim 8, further comprising real-time monitoring and updating of the one or more battery parameters using the communication protocol, enabling immediate adjustments to control strategies based on the latest data.