Field of invention:
The present invention relates to the taxi and delivery service industry
and formulates an effective mechanism to ensure sufficient energy is available in
an electric taxi/cab/any other vehicle to reach a rider’s/customer’s destination
before it matches the driver with the rider or delivery order.
Background and prior art of the invention
[0002] The prior art discloses cab hailing user applications which help a user
to identify the nearest available taxi/cab/other vehicle at his/her location and viceversa, and send a signal to the nearest driver available from the user’s location.
However, drivers of such taxis/cabs/other vehicles do not have a control over their
schedule or the next ride/destination. Additionally, with autonomous driving
vehicles, and with shared mobility vehicles, the focus of the industry is bound to
shift to increasing asset utilization.
[0003] With traditional vehicles that run on petrol/diesel refueling is a
relatively fast operation. However, with the rise in usage of non-conventional
fuels like batteries and with the expansion of application-based ride hailing
operations even to remote areas, the availability of gas/fuel/charging stations are
causing a concern to both drivers as well as users of such services. Also, when it
comes to non-conventional fuels like electric batteries, a lot of time is taken for
charging the vehicle. This forces a rider, who has to commute to longer distances
3
to wait for a long time (ranging from several minutes to hours) inside the cab
while it’s on its way to the nearest charging station or for the time taken for
charging and in the case of a delivery service, not being able to deliver the product
within the stipulated time owing to the additional time taken for charging the
vehicle. Moreover, since the driver is only notified of the destination once he
accepts the delivery/ride request, he is left with no means to ascertain if he/she
could reach the destination without refueling/recharging or not before accepting
the ride/delivery request. Many a times, the driver asks the potential
passenger/user of service by way of a telephone call to assess the destination to
ascertain whether he has enough fuel left to last his journey which leads to
delay/cancellation of rides.
[0004] Additionally, battery life of an electric vehicle depends on Depth of
Discharge (DoD) that it is subjected to. Depth of discharge is an alternative
method to indicate a battery's state of charge and is the complement of state of
charge: as one increases, the other decreases. While the state of charge is usually
expressed using percentage points (0 % = empty; 100 % = full), depth of
discharge is usually expressed using units of Ampere Hour (e.g, 0 is full and 50
A h is empty) or percentage points (100 % is empty and 0 % is full). DoD depends
on energy drawn from the battery. If the battery is subject to energy being drawn
beyond the optimal DoD levels as it may occur if the driver cannot reach a charge
station on time, it can severally impair and deteriorate the life of the battery. The
more frequently a battery is charged and discharged, the shorter its lifespan will
4
be. It’s generally not recommend to discharge a battery entirely, as that
dramatically shortens the useful life of the battery. Many battery manufacturers
specify a maximum recommended DoD for optimal performance of the battery.
[0005] Thus, there is a need for a solution/system that matches a rider/customer
with only a taxi/cab/other vehicle that works on shared mobility or commercial
mobility, that has sufficient charge to reach the rider’s/customer’s destination and
to ensure that in instances of lower fuel levels, adequate charge is present to reach
the nearest charging station after reaching the rider’s/customer’s
journey/destination.
[0006] The prior art US20100153530A1 describes an invention which
implements generic taxi cab hailing functionality. One or more of the devices
described can invoke the generic interface to hail a taxi cab. The application
gateway component can bind the device to an appropriate specific application. In
one example illustrated in the said invention, each taxi cab company can have a
distinct application for hailing a cab. Thus, the application gateway component,
as described, can retrieve aspects associated with the device or user thereof (such
as subscriber address, location obtained from GPS on the device, etc.), which can
be utilized in performing the binding.
[0007] The prior art US20160378303A1 describes a mobile device for hailing
a taxi cab which includes one or more processors, a memory, a graphical user
interface (GUI) display, and a speaker device. The mobile device downloads an
application including embedded content and code. The mobile device receives a
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first input from a user to activate the application. In response to receiving the first
input, the mobile device activates the application to (a) display a selectable
graphic on the GUI display, (b) receive a second input from a user selecting the
selectable graphic, and (c) responsive to receiving the second input, display on
the GUI display, an animation graphic configured to alert the taxi cab.
[0008] However, both the above stated inventions do not present a solution to
the current problems being faced by the consumers. The instant invention of the
applicant envisages a system wherein a novel method of matching a user with
only those vehicles that have sufficient fuel/charge to reach the user’s destination
has been conceived. The instant invention thus obviates a situation wherein the
user has to wait for long hours to refill/recharge the vehicle.
Objective of the invention
[0009] Accordingly, it is an objective of the present invention to formulate an
effective mechanism to ensure sufficient energy is available in an electric
taxi/cab/any other vehicle to reach a rider’s/customer’s destination before it
matches the driver with the rider or delivery order. Another objective of the
invention is to ensure that adequate fuel is present in the vehicle to reach the
nearest fuel station after the user’s journey, before matching with the user. Yet
another objective of the invention is to ensure that optimal Depth of Discharge
(DoD) of the battery is always maintained in case of a vehicle where primary or
secondary form of energy is a battery.
6
Statement of the invention
[0010] The present invention has its relevance in the taxi and the delivery
service industry especially in the context of the recently popular internet-based
ride hailing and food/utility delivery applications. The embodiments of the
invention formulate an effective mechanism to ensure sufficient energy is
available in an electric taxi/cab/any other vehicle to reach a rider’s/customer’s
destination before it matches the driver with the rider or delivery order. In other
words, it would match with a driver/vehicle only if he/it has adequate energy to
cover the required distance. As per another embodiment, in case of lower energy
levels, the invention can also ensure that adequate fuel is present in the vehicle to
reach the nearest fuel station after the user’s journey, before matching with the
user. Moreover, through this mechanism, the system attempts to improve the
battery life of an electric vehicle by ensuring that the optimal Depth of Discharge
(DoD) of the battery is always maintained in case of a vehicle where primary or
secondary form of energy is a battery. Additionally, by matching the range of the
vehicle with a real time prediction of range required & DoD required to achieve
that, life of the battery is improved. The system disclosed in the present invention
helps in reducing time costs, running fuel costs and promises better efficiency.
[0011] The solution is an effective mechanism to check if sufficient charge is
available in an electric vehicle to reach the rider’s/customer’s destination before
it matches the driver with the rider/customer and to ensure that it can reach the
destination within the prescribed time. Additionally, the invention can also ensure
7
that adequate energy is present in the vehicle to reach the nearest charging station
after the rider’s journey/customer destination before matching with the rider.
[0012] Moreover, through this system of ensuring that adequate charge is
present in a vehicle before it sets off for a destination, the overall battery life is
also enhanced as it prevents excess energy from being drawn beyond the DoD
limit of the battery.
Description of Figures
[0013] The accompanying drawings illustrate the various embodiments of
systems, methods, and other aspects of the invention. It will be apparent to a
person skilled in the art that the illustrated element boundaries (e.g., boxes,
groups of boxes, or other shapes) in the figures represent one example of the
boundaries. In some examples, one element may be designed as multiple
elements, or multiple elements may be designed as one element. In some
examples, an element shown as an internal component of one element may be
implemented as an external component in another, and vice-versa.
The foregoing summary, as well as the following detailed description of preferred
embodiments, is better understood when read in conjunction with the appended
figures, however, the invention is not limited to the specific assembly and
methods disclosed in the said figures. The invention is illustrated through the
accompanying figures, throughout which like reference numerals indicate
corresponding parts in various figures:
8
[0014] Fig 1 illustrates a schematic diagram showing a battery pack configured
with a BMS and data logger.
[0015] Fig 2 illustrates a flow chart depicting the vehicle assignment logic.
The aforesaid figures describe an embodiment of the present invention. The said
figures in no way restrict the scope of the present invention as described in the
specification and accompanying drawings.
Detailed Description of the invention:
[0016] The embodiments herein and the various features and details thereof are
explained more fully with reference to the non-limiting embodiments that are
illustrated in the accompanying drawings and detailed in the following
description. It is to be understood that the terminology used herein is for the
purpose of describing particular embodiments only, and is not intended to limit
the scope of the present invention which will be limited only by the appended
claims. Descriptions of well-known components and processing techniques are
omitted so as to not unnecessarily obscure the embodiments herein. The
illustrations and examples used herein are intended merely to facilitate an
understanding of ways in which the embodiments herein may be practiced and to
further enable those of skill in the art to practice the embodiments herein.
Accordingly, they should not be construed as limiting the scope of the
embodiments herein.
9
[0017] Before describing the present invention in detail, it should be observed
that the present invention utilizes a combination of system components, which
constitutes systems and methods for optimizing allocations of different categories
of vehicles to customers in a vehicle transit system.
[0018] Accordingly, the components and the method steps have been
represented, showing only specific details that are pertinent for an understanding
of the present invention so as not to obscure the disclosure with details that will
be readily apparent to those with ordinary skill in the art having the benefit of the
description herein. As required, detailed embodiments of the present invention
are disclosed herein; however, it is to be understood that the disclosed
embodiments are merely exemplary of the invention, which can be embodied in
various forms. Therefore, specific structural and functional details disclosed
herein are not to be interpreted as limiting, but merely as a basis for the claims
and as a representative basis for teaching one skilled in the art to employ the
present invention in virtually any appropriately detailed structure. Further, the
terms and phrases used herein are not intended to be limiting but rather to provide
an understandable description of the invention. For instance, the term ‘battery’,
battery pack, or batteries shall include any energy storage device or system
capable of powering a vehicle. Similarly, the term ‘ Charging Station’ or
‘Swapping station’ shall included any process wherein the energy levels of a
battery operated vehicle is rejuvenated.
10
[0019] References to “one embodiment”, “an embodiment”, “another
embodiment”, “yet another embodiment”, “one example”, “an example”,
“another example”, “yet another example”, and so on, indicate that the
embodiment(s) or example(s) so described may include a particular feature,
structure, characteristic, property, element, or limitation, but that not every
embodiment or example necessarily includes that particular feature, structure,
characteristic, property, element or limitation.
[0020] As used in the specification and claims, the singular forms “a”, “an”
and “the” include plural references unless the context clearly dictates otherwise.
For example, the term “an article” may include a plurality of articles unless the
context clearly dictates otherwise. Those with ordinary skill in the art will
appreciate that the elements in the figures are illustrated for simplicity and clarity
and are not necessarily drawn to scale.
[0021] The following steps describe the communication operation. State of
Charge (SOC) and Depth of Discharge (DoD) of the battery are continuously
monitored either by drawing information from the Battery Management System
(BMS) of the battery or a specially designed device which can measure it.
[0022] The location of the vehicle is tracked continuously using a GPS tracking
or any other location tracking device and further a transmitting device.
[0023] Range left for the vehicle is calculated in a way by using information
from the Battery Management System or any substitute electronic system,
Battery, the vehicle parameters and the terrain of operations, and this information
11
is continuously updated in the system. The characteristics of the Battery
Management System and the Location tracking devices shall be elaborately
specified in the further descriptions.
[0024] Whenever a new ride request is communicated to the driver’s end, the
system instantly checks for the remaining charge in the battery, DoD, with
corresponding destination and the nearest charging/swapping station to it, the
respective driving route parameters and analyses as to whether the destination can
be reached taking into consideration the above factors. Driving route parameters
shall include traffic density and road terrain and this shall be determined with the
assistance of existing third party location service applications such as Google
Maps.
[0025] The solution also determines how much energy will be drawn from the
battery even if it does not run out of energy for the next ride. This will correspond
to the DoD model of the battery, and solution can determine how much
degradation battery will have because of the next ride. The solution will then
determine if the next ride should be accepted by the driver/ app.
[0026] If the solution determines that the destination cannot be reached taking
into consideration the above parameters by the present driver, the solution
immediately redirects the user/customer to another driver that satisfies the
required criteria. This can be done by integration with the already existent
criteria and technology used in cab hailing applications and also with additional
criteria such as distance proximity between the driver and the user.
12
[0027] The characteristics of the Battery Management System, the Location
tracking devices and the process of utilization of these resources shall be
elaborately specified in the further descriptions.
[0028] The components to be used in the instant invention are described
hereinunder:
1) Smart Battery Management System (BMS) (1) : A battery management
system (1) or any electronic system that manages a rechargeable battery
(2) , such as by protecting the battery (2) from operating outside its safe
operating area, monitoring its state, calculating secondary data, reporting
that data, controlling its environment, authenticating it and / or balancing
it shall be used in the invention. Further, the Battery Management System
(1) or the substitute electronic system is capable of the following
functionalities:
•SOC Determination: State of charge (SoC) is the level of charge of an
electric battery (2) relative to its capacity. In a battery electric vehicle
(BEV), hybrid vehicle (HV), or plug-in hybrid electric vehicle (PHEV),
SoC for the battery pack (2) is the equivalent of a fuel gauge. In the
present system, the BMS (1) or the relevant electronic system substitute
used or built for the battery pack (2) should be capable of SOC
determination.
•SOH Determination: The State of Health (SOH) is a measure of a
battery's (2) capability to deliver its specified output.
13
2) Data Logger (Communication module) (3): The battery pack (2) of the
vehicle shall be integrated with a data logger or any communication
module (3) capable of receiving, storing and transmitting the data detected
or analyzed by the BMS (1) or a relevant substitute electronic system,
through a communication network (4). Examples of the communication
network (4) include, but are not limited to, a wireless fidelity (Wi-Fi)
network, a light fidelity (Li-Fi) network, a satellite network, the Internet, a
mobile network such as a cellular data network, a high-speed packet access
(HSPA) network, or any combination thereof. In a particular embodiment,
a GSM chip with a sim card shall be integrated with the communication
module (3) to transmit data stored to a server system (5) through a cellular
data network. The communication module (3) shall further consist of a
location tracking system capable of analyzing and tracking the real time
geolocation and time information. In an embodiment, the communication
module (3) can be a module capable of receiving feeds from Global
Positioning System (GPS) or any navigation system. The data such as the
SOC, SOH, GPS co-ordinates with time periods shall be sent to the server
(5) via the communication module (5). In a particular embodiment, the
communication module (3) will be based on Microcontroller that can
accept and transmit information from any energy storage device via a
wireless and wired method.
14
3) Server system (5): For real time storing, analyzing and calculating data
derived from the communication module (3), a server system (5) shall be
set up at a location or locations which may or may not include a cloud. A
server (5) can be a device capable of computing, a software framework
capable of executing algorithms, logics, scripts of routines stored in one or
more memories for supporting its applied applications. The server (5) can
also further act as a database to store and manage data received from the
communication module (3), such as vehicle details, battery pack (2) stats,
travel data and user information that may include historical data as well. In
a particular embodiment these may include vehicle model or unique ID,
vehicle travel, average mileage, battery (2) stats such as voltage
consumption. In an embodiment, the database server (5) receives a query
from the application server over the communication network to obtain the
historical travel data, the customer information, or the vehicle information.
[0029] In a general embodiment, the first step would be to configure the battery
pack (2) of the vehicle that is to be on boarded to the system with the Battery
Management System (1) and the communication module as (3) as illustrated in
Figure 1.
[0030] The credentials and the related information of the vehicle shall be
entered onto the server (5) and appropriate matching and identification factors
such as Vehicle ID shall be generated for effective communication and
identification between the vehicle and the server (5) system. In an embodiment,
15
the real time communication and identification shall be facilitated by the GSM
modules embedded in the communication module (3) installed in the battery pack
of the vehicle.
[0031] Once the configuration and the vehicle authentication are setup, the
communication module (3) begins constantly sending in information to the server
(5) on the various battery pack (2) vitals such as SOC, SOH and GPS coordinates.
Estimating the energy required for reaching the target destination.
1) Analyse the present battery charge levels of the vehicle
[0032] Remaining charge/energy will be estimated from SOC levels and the
SOH of the battery pack (2) received from the Data transmitted by the
communication module (3) to the storage system (5).
2) Computing average Mileage of the vehicle.
[0033] The charge/energy consumed per kilometer(km) or any other unit to
measure the distance of vehicle varies with respect to the condition and model of
the vehicle, the battery pack (2) and the driving behavior. Thus, it is necessary to
understand the average mileage of each vehicle for ascertaining the energy
required for reaching a target destination.
16
[0034] Via recording the location co-ordinates and SOC levels at various time
intervals with the assistance of Battery management systems (1), communication
module (3) and the server (5), the system analyses the average mileage of the
vehicle. The following can be a logic used by the system to ascertain this:
[0035] The system initially snips various routes travelled by the vehicle and
selects the origin location co-ordinates and the destination location co-ordinates
of the selected route. It then maps the specific SOC levels of the battery pack (2)
attributed to it at the time it was present at those location co-ordinates. Assuming
that the SOC level associated with the origin location co-ordinate be (x) and the
associated SOC level at the destination location co-ordinate be (y), and the
distance of the route between the origin and destination location co-ordinate be
(d), then, the average mileage of the vehicle shall be the mean of (y) – (x) / (d) of
various selected routes by the system. In an embodiment, the distance of the route
between the origin location co-ordinates and the destination location co-ordinates
shall be ascertained with the help of third-party map applications such as Google
Maps.
[0036] Further, the Distance to Empty (DTE) of the vehicle can be computed
by multiplication of the remaining SOC level of the battery pack (2) with the
average mileage of the vehicle. The Distance to Empty (DTE) shall mean the
distance the vehicle is capable of reaching with the energy levels of the vehicle
at that time.
17
[0037] Considering a vehicle’s condition, associated mileage may vary with
passing of time with the inevitable wear and tear of the vehicle, and also
considering that the driving behavior is also subject to change over time, the
system constantly checks for the average mileage of the vehicle at fixed intervals.
3) Analysing the target destination
[0038] In an embodiment, when a user enters the target destination on the
system user interface or a third party ride-hailing application supported by the
system, it first analyses the distance to reach the target destination, the time on
average to reach the destination, and further traffic and terrain conditions
associated with the route with the help of third party applications such as Google
maps. It further checks for any Charging/Swapping Station that is available
nearest to the target destination. Once the nearest charging station/swapping
station is detected, it checks of the optimum route and distance to reach the
particular charging/ swapping station. Again, the aforesaid can be achieved with
the support or integration of third party applications like google map. The sum of
the route distance to the target location and the route distance to reach nearest
charging/swapping station from the target location will computed as the Target
Distance by the system. Thus,
Target Distance = Distance to the target location + distance to reach the nearest
charging/swapping station from the target location.
18
4) Cross linking the target destination with the mileage of the vehicle.
[0039] Once the system understands the Target Distance, the system cross
checks the same with the Distance to Empty (DTE) of the vehicle. It is pertinent
to understand that here, the DTE will be calculated based on the average mileage
that was recorded in in a similar traffic and route terrain conditions. This is
achieved by mapping the average mileage of the vehicle while it was in a similar
traffic and route terrain condition by analyzing and studying the historic data
present in the system. The system studies the route and traffic conditions of the
Target Destination with the help or integration of third party applications such as
Google Maps. Once, it understands the route and traffic conditions, the server is
programmed to check the historical data in the server, for any similar travel
history where the vehicle was subject to such traffic and terrain route or the most
closest similar traffic and terrain. The system takes into consideration the average
mileage that was recorded in such route. Further changes are subjected to such
average mileage taking into consideration the standard average mileage of the
vehicle that has changed over time due to the normal wear and tear, from the time
the vehicle was in such a similar route and terrain, to the time, the average mileage
is presently determined. Pursuant, to such calculations, based on the updated
average mileage, the DTE is determined. If the DTE is more than the Target
Distance, the vehicle is matched to the user. If the DTE is lower than the Target
Distance, the system immediately redirects the user to a vehicle that fulfils the
19
criteria. The matching algorithms and logic can be obtained with the integration
of interned based third party ride hailing or logistic/food deliver applications. In
a particular embodiment, the DTE can be programmed in such a way taking into
consideration the DOD of the battery pack and to ensure that the DOD is not
beyond the prescribed limits to maintain the sufficient health of the battery pack.

We claim:
1) A method for predicting energy level present in a battery operated vehicle
to reach a destination before matching with a passenger/user, the method
comprising the following steps:
(a) Estimating the average mileage of the battery operated vehicle;
(b)Estimating the real time distance to empty the battery operated vehicle;
(c) Consideration of the distance and the route parameters for the battery
operated vehicle to reach the desired destination and to further reach the
nearest charging station/swapping station from the desired destination.
2) A method for predicting energy level present in a battery operated vehicle
to reach a destination before matching with a passenger/user as claimed in
claim 1, wherein estimating the average mileage further comprises of the
method of recording the location co-ordinates and SOC levels of the
battery pack of the vehicle at various time intervals with the assistance of
Battery management systems (1), communication module(3) and the
server (5).
3) A method for predicting energy level present in a battery operated vehicle
to reach a destination before matching with a passenger/user as claimed in
claim 1 and 2, further comprising of the following steps:
21
(a) Sniping and selecting various routes travelled by the vehicle and
selecting the origin location co-ordinates and the destination location
co-ordinates of the selected routes.
(b)Mapping the specific SOC levels of the battery pack (2) attributed to it
at the time it was present at the origin location co-ordinates and the
destination location co-ordinates of the selected route.
(c) Estimating the distance of the route between the two location coordinates with the help of third-party map applications such as Google
maps.
(d)Subtracting the SOC level mapped with the destination location coordinates from the SOC level mapped with the origin location coordinate.
(e) Dividing the value reached through step 3(d) with the distance of the
route between the two location co-ordinates.
(f) Taking the average mean of the values resulted by assigning the
parameters involved with the selected routes into step 3(e)
4) A method for predicting energy level present in a battery operated vehicle
to reach a destination before matching with a passenger/user as claimed in
claim 1, comprising the multiplication of the remaining SOC level of the
battery pack with the average mileage of the vehicle.
22
5) A method for predicting energy level present in a battery operated vehicle
to reach a destination before matching with a passenger/user as claimed in
claim 3, the said method further computed at regular intervals to give
constant updated average mileage of the vehicle.
6) A method for predicting energy level present in a battery operated vehicle
to reach a destination before matching with a passenger/user as claimed in
claim 1, wherein step (c) in claim 1 further comprises of the following
steps:
(a) Estimating the distance of the optimum route to reach the destination
and the nearest charging station/swapping station from the destination,
with the help of third-party map applications such as Google maps;
(b)Analyzing the route parameters such as traffic and terrain with the help
of third-party map applications such as Google maps;
(c) Estimating the average mileage of the vehicle for such route and terrain
parameters by analyzing the historic data of the vehicle mileage
recorded during similar route and terrain parameters;
(d)Calculating the Distance to Empty of the vehicle by multiplying the
average mileage recorded in similar terrain and route parameters, with
remaining SOC of the battery pack (2);
(e) Computing whether the Distance to Empty (DTE) calculated is greater
than the route distance to reach the destination and further the nearest
charging station/swapping station to the destination.
23
7) A method for predicting energy level present in a battery operated vehicle
to reach a destination before matching with a passenger/user as claimed in
claim 1, the said method further comprising configuring the battery pack
of the vehicle with a Battery Management System (1) and a communication
module (3).
8) The Battery Management system (1) as claimed in claim 2, wherein the
said system shall be capable of SOC Determination and SOH
Determination.
9) The communication module (3) as claimed in claim 2, wherein the said
module shall be capable of receiving, storing and transmitting the data
detected or analyzed by the Battery Management system (1) or a relevant
substitute electronic system, through a communication network (4).
10) The communication module (3) as claimed in claim 2, wherein the said
module shall further consist of a location tracking system capable of
analyzing and tracking the real time geolocation and time information and
further sending the real time geolocation and time information.
24
11) The server (5) as claimed in claim 2, wherein the said server comprises of
a device capable of constantly storing, analyzing and calculating data
derived from the communication module (3).
12) A method for predicting energy level present in a vehicle to reach a
destination before matching with a passenger/user as claimed in claim 1,
the said claim further comprising entering the credentials and the related
information of the vehicle onto the server (5) and creating appropriate
matching and identification factors such as Vehicle ID for effective
communication and identification between the vehicle and the storage
server (5).
13) A method for predicting energy level present in a vehicle to reach a
destination before matching with a passenger/user as claimed in claim 1,
the said system further capable of integration with an internet-based ride
hailing third party application and an internet based logistics or food
delivery third party application.
14) A method for ensuring that a battery pack is not discharged beyond it’s
recommended Depth of Discharge (DOD) levels by ensuring the vehicle is
always re-fueled and is never subject to a destination that can discharge
25
energy levels of the battery pack in such a way that it may go beyond the
recommended Depth of Discharge (DOD) levels of the battery pack.