EP4171990A1

EP4171990A1 - Energy storage device

Info

Publication number: EP4171990A1
Application number: EP21742921.6A
Authority: EP
Inventors: Balaji RAVICHANDRAN VIGNESH; Naik Ravindar; Dora KAREDLA BAPANNA
Original assignee: TVS Motor Co Ltd
Current assignee: TVS Motor Co Ltd
Priority date: 2020-06-25
Filing date: 2021-06-14
Publication date: 2023-05-03
Also published as: CN115734890A; WO2021260719A1

Abstract

The present invention relates to a vehicle (100) having plurality of pack of Energy storage Devices having different electro chemistries. The one pack A of Energy storage device (201) has cells of higher energy density and another pack B of Energy storage device (202) has cells of higher power density (202). While changing mode of vehicle from power to economy mode or vice versa, the one pack of Energy storage device is engaged before disengaging another pack of Energy storage device, hence ensures the rider's comfort and maintains the durability of the plurality of energy storage devices and vehicle at large.

Description

ENERGY STORAGE DEVICE

TECHNICAL FIELD

[0001] The present subject matter relates to a two wheeled vehicle. More particularly, the present subject matter relates to the energy storage device in the vehicle.

BACKGROUND

[0002] Basically, rechargeable energy storage devices can be charged or discharged unlike the primary energy storage devices which are not capable of getting recharged. Generally, the low capacity energy storage device where only one energy storage device is packaged into a pack shape may be used as the power source for the various compact and portable electronic devices like the mobile phones etc. In case of high capacity energy storage device, in which, several number of energy storage devices are connected in series or parallel, it may be used for powered devices e.g. power banks, laptops or driving motors such as electric scooters, hybrid vehicle etc.

[0003] A energy storage device is proposed as a clean, efficient and environmentally responsible power source for powered devices like electric vehicles and various other applications., Further, one type of energy storage device is lithium ion energy storage device which is rechargeable and can be formed into a wide variety of the shapes and sizes so that the space available in the electric vehicle is efficiently filled. A combination of plurality of energy storage device cells can be provided in an energy storage device cell module to provide or generate the amount of power sufficient to operate a powered unit & especially a portable powered device.

BRIEF DESCRIPTION OF THE DRAWINGS

[0004] The detailed description is described with reference to the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.

[0005] Fig.l is a left side view of a step through vehicle as per one embodiment of the present invention. [0006] Fig. 2 shows the power system to power a vehicle along with a circuit diagram of plurality of pack of energy storage devices with different cell chemistries as per one embodiment of the present invention.

[0007] Fig. 2a is a flowchart describing activation of the plurality of pack of the Energy storage devices corresponding to a mode selection by a customer or depends on the state of charge of the energy storage device pack in the vehicle as per one embodiment of the present invention.

[0008] Fig. 3 is a circuit diagram representing an active state of pack A of energy storage device when vehicle is in economy mode as per one embodiment of the present invention [0009] Fig. 3a is a circuit diagram representing the active state of pack B of energy storage device when vehicle is in power mode as per one embodiment of the present invention.

[00010] Fig. 4 is a flowchart explaining the synergistic working of the pack of plurality of energy storage devices during mode changing of the vehicle. [00011] Fig. 4a is a circuit diagram explaining the 1^st Step of changing vehicle mode from economy to power mode as per one embodiment of the present invention.

[00012] Fig. 4b is a circuit diagram explaining the 2^nd Step of changing vehicle mode from economy to power mode as per one embodiment of the present invention.

[00013] Fig. 4c is a circuit diagram explaining the 3^rd Step of changing vehicle mode from economy to power mode as per one embodiment of the present invention.

[00014] Fig. 4d is a circuit diagram explaining the 4^th and last Step of changing vehicle mode from economy to power mode as per one embodiment of the present invention.

[00015] Fig. 4e is a circuit diagram explaining the 1^st Step of changing vehicle mode from power mode to economy mode as per one embodiment of the present invention. [00016] Fig. 4f is a circuit diagram explaining the 2^nd Step of changing vehicle mode from power mode to economy mode as per one embodiment of the present invention.

[00017] Fig. 4g is a circuit diagram explaining the 3^rd Step of changing vehicle mode from power mode to economy mode as per one embodiment of the present invention.

[00018] Fig. 4h is a circuit diagram explaining the 4^th and last Step of changing vehicle mode from power mode to economy mode as per one embodiment of the present invention. [00019] Fig. 5 is a flow chart explaining the charging of the pack of energy storage device, when the vehicle is in regenerative mode as per one embodiment of the present invention.

[00020] Fig. 5a is a circuit diagram explaining charging of pack B of energy storage device as per one embodiment of the present invention.

[00021] Fig. 5b is a circuit diagram explaining charging of pack A of energy storage device as per one embodiment of the present invention

DETAILED DESCRIPTION

[00022] The energy storage device industry in continually expanding to meet the increasing energy needs of the portable equipment, transportation and communication markets.

[00023] Generally, energy storage devices are classified into primary and secondary energy storage devices, where the primary energy storage devices are also referred as the disposable energy storage devices and mostly intended to be used until exhausted after which the energy storage device is simply replaced by one or more energy storage devices. Secondary energy storage devices, commonly referred as rechargeable energy storage devices can be repeatedly recharged and reused, thus are economical in the long run, environmental as compared to disposable energy storage devices.

[00024] While rechargeable energy storage devices offer many advantages over primary energy storage devices but also has some drawbacks which are based on the chemistry of the energy storage device used, as these chemistries of the secondary cell is less stable as compared to the primary cell. Further, due to these relatively unstable chemistries, special handling of the secondary cell is often required during manufacture.

[00025] Although rechargeable energy storage devices provide a much longer service life than disposable energy storage devices, their service life is not unlimited. Depending upon the type of energy storage device, a rechargeable energy storage device can typically be recharged anywhere from 100 times (e.g., alkaline based) to 1000 times (e.g., lithium-ion, lithium-polymer based) to 20,000 times or more (e.g., thin film lithium based). In addition to depending upon the type of energy storage device chemistry involved, the number of cycles that a rechargeable energy storage device can be recharged depends on a variety of other factors that include; (i) the rate of charging (i.e., slow trickle charge versus fast charge), (ii) the level of charging (i.e., 75% of full charge, full charge, over-charged, etc.), (iii) the level of discharge prior to charging (i.e., completely depleted, still charged to a low level, etc.), (iv) the storage temperature of the energy storage device during non-use, and (v) the temperature of the energy storage device during use.

[00026] Due to the high initial cost of rechargeable energy storage devices, for example, expensive products such as laptop computers often incorporate relatively sophisticated power management systems, thereby extending energy storage device life and allowing the use of smaller, lower capacity energy storage devices and/or energy storage devices that utilize less expensive cell chemistries. One of the most common power management techniques is to place certain laptop components and peripherals, especially those that require relatively high levels of power to function, into either a standby mode or a low power usage mode whenever possible. Thus, for example, a laptop may provide two different video screen brightness levels; high brightness when the computer is plugged in, and low brightness when the computer is operating on energy storage device power. This is also the primary purpose behind powering down the video screen when the computer is inactive for more than a short period of time or placing wireless connectivity capabilities (e.g., Bluetooth, WiFi, WAN, etc.) or other non-essential peripherals in standby mode when they are not required.

[00027] Further, taking example of the electric vehicle or hybrid vehicle, the vehicles generate power from the stack of cells placed in the vehicle. Conventionally, lead acid energy storage devices were the first choice of the manufacturers but with passage of time and the development in the technology, it has resulted in expansion in the area of energy storage device and the now the manufacturers are having options to replace lead acid energy storage device with the Lithium ion energy storage device or any other energy storage device as such.

[00028] Lead-acid electrochemical cells have been commercially successful as power cells for over one hundred years. For example, lead-acid energy storage devices are widely used for starting, lighting, and ignition (SLI) applications in the automotive industry.

[00029] As an alternative to lead-acid energy storage devices, nickel-metal hydride (“Ni MH”) and lithium-ion (“Li-ion”) energy storage devices have been used for electric and hybrid electric vehicle applications. Despite their higher cost, Ni-MH electrochemistry and Li-ion electro-chemistry have been favored over lead-acid electrochemistry for hybrid and electric vehicle applications due to their higher specific energy and energy density compared to lead-acid energy storage devices.

[00030] Lead-acid energy storage device technology is low-cost, reliable, and relatively safe. Certain applications, such as complete or partial electrification of vehicles and back up power applications require higher specific energy than traditional lead-acid energy storage devices deliver. Conventional lead-acid energy storage devices suffer from low specific energy due to the weight of the components.

[00031] Lead-acid energy storage devices also suffer from certain disadvantages. They have relatively low cycle-life, particularly in deep-discharge applications. Due to the weight of the lead components and other structural components needed to reinforce the plates, lead-acid energy storage devices typically have limited energy density. If lead- acid energy storage devices are stored for prolonged periods in a discharged condition, sulfation of the electrodes can occur, damaging the energy storage device and impairing its performance.

[00032] In contrast to lead-acid energy storage devices, Ni-MH energy storage devices use a metal hydride as the active negative material along with a conventional positive electrode such as nickel hydroxide. Ni-MH energy storage devices feature relatively long cycle life, especially at a relatively low depth of discharge. The specific energy and energy density of Ni-MH energy storage devices are higher than for lead-acid energy storage devices. In addition, Ni-MH energy storage devices are manufactured in small prismatic and cylindrical cells for a variety of applications and have been employed extensively in hybrid electric vehicles. Larger size Ni-MH cells have found limited use in the vehicles.

[00033] The primary disadvantage of Ni-MH electrochemical cells is their high cost. Li- ion energy storage devices share this disadvantage. Yet, improvements in energy density and specific energy of Li-ion designs have outpaced comparable advances in Ni-MH designs in recent years. Thus, although Ni-MH energy storage devices currently deliver substantially more power than designs of a decade ago, the progress of Li-ion energy storage devices, in addition to their inherently higher operating voltage, has made them technically more competitive for many hybrid applications that would otherwise have employed Ni-MH energy storage devices.

[00034] Li-ion energy storage devices have captured a substantial share, not only of the secondary consumer energy storage device market but, a major share of OEM hybrid energy storage device, vehicle, and electric vehicle applications as well. Li-ion energy storage devices provide high-energy density and high specific energy, as well as long cycle life. For example, Li-ion energy storage devices can deliver greater than 1,000 cycles at 80% depth of discharge.

[00035] In addition to the differing advantages and disadvantages of lead-acid, Ni-MH and Li-ion energy storage devices, the energy density and power density of these three electro-chemistries vary substantially, where the Li ion energy storage devices are most preferred in the automobile sector. The Li ion energy storage devices have different electro-chemistries which are being used in the automotive vehicle. Each electro chemistries as formed with different material have their own advantages and disadvantages.

[00036] Elaborating further, for example, Lithium Cobalt Oxide has high energy density and less power density, Lithium Dioxomanganese has less energy density and power density as compared to the Lithium Cobalt Oxide. Lithium Iron Phosphate has more power density and less energy density as compared to the Lithium Cobalt Oxide and Lithium Nickel Cobalt Aluminum Oxide has high energy density and equal power density as compared to the Lithium Cobalt Oxide.

[00037] Hence, it is apparent from the above mentioned paragraphs that each energy storage device having different electro chemistries have their own advantages and disadvantages. Each of the vehicles includes plurality of pack of energy storage device with cell chemistries. However, cell chemistries in the energy storage device with high energy density have better durability when compared to the cell chemistries with higher power density. The high energy density cells are able to supply lower rated current for a longer period of time whereas high power density cells are able to supply higher rated current for a comparatively shorter duration. For example, Energy storage device 1 may be able to store only enough charge to power a light bulb for 1 minute, while still being able to deliver 100 Ampere if needed (more power density and less energy density). Energy storage device 2 may be able to store enough energy to power the exact same bulb for an hour, while only being able to deliver 1 Ampere if needed (more energy density and less power density). Also, when a plurality of pack of energy storage device are at different voltage levels and connected in parallel, then one energy storage device will try to charge another, leading to simultaneous drainage of the plurality of pack of energy storage device.

[00038] Conventionally, whenever there is a power requirement from a power unit for vehicle propulsion, the power is drawn by a controller from the first pack of energy storage device and when first pack of energy storage device is drained out, it shifts to another pack of energy storage device, leading to drainage of both the packs of energy storage device and also, affects the durability of the plurality of energy storage devices, hence adversely affecting the durability and utility of the vehicle at large. Further, a rider may feel a jerk while riding which raises the safety concern while shifting a driving mode from economy to power mode or vice versa because of the disengagement of the pack of one energy storage device and then engaging a pack of another storage device for propulsion of the vehicle. This phenomenon leads to compromise on the rider’s comfort while riding the vehicle.

[00039] Thus, it is apparent from the above mentioned paragraph that state of art utilizes the energy storage devices with different cell chemistries individually and hence, the synergy of the combination of the energy storage devices having different cell chemistries remains unutilized or is configured at suboptimal performance cum durability.

[00040] Thus, there remains a need for synergistic configuration and layout of the energy storage device which can enable optimally selective loading of the reliable and relatively safe electrochemical cells having a plural combination of high energy density and power density, so as to provide comfort to the rider while maintaining the durability of the energy storage device.

[00041] Hence, there exists a challenge of having an efficient layout of energy storage devices or packs having different cells chemistries for being synergistically engaged while maintaining the durability of the energy storage device and maintaining the continuous and consistent flow of current to a controller in a vehicle without compromising the comfort of the rider.

[00042] Therefore, there is a need to have improved pack of electric storage device having high energy density and power density, synergistically working which overcomes all of the above problems and other problems known in the art.

[00043] The present invention provides a solution to the above problems while meeting the requirements of minimum modifications in the energy storage device at low cost with ease of mode shifting.

[00044] With the above objectives in view, the present invention relates to the energy storage device and more particularly to a plurality of pack of energy storage device unit having different cell chemistries working synergistically, achieving high durability of the plurality of energy storage device pack while maintaining the comfort of the rider/user.

[00045] As per one aspect of the present invention, a power system for a vehicle having a plurality of power sources like plurality of packs of energy storage devices (Pack A of Energy storage device and Pack B of Energy storage device) having different cell chemistries, a plurality of battery management system (BMS) having BMS controller, a main controller also termed as motor controller and a motor coupled to a rear wheel for traction. The plurality of said energy storage device consisting of energy storage pack plays an important role while deciding or shifting the mode from economy mode to power mode or vice versa. As per one aspect of the present invention, the plurality of BMS includes plurality of switches having diodes connected to each pack of energy storage device. The diodes are explained as a two terminal electronic component that conducts current primarily in one direction. After the vehicle started and when the user/rider has manually selected at least a mode i.e. economy mode or power mode, in that case one pack of energy storage device be in active state to transfer the current generated by the energy storage device to the main controller and finally to the motor for traction. The pack A of Energy storage device includes cells better in energy density but having less power density that is to store enough energy to power the main controller for extended time period, hence to be used in economy mode. The pack B Energy storage device includes cells better in power density but comparatively less energy density that is, having enough charge to power the main controller for short duration of time. Further, the modes of the vehicle, that is economy mode and the power mode can be decided by the main controller also based on the state of charge of the packs of the energy storage devices.

[00046] Further, as per one aspect of the present invention, when the vehicle is in economy mode, the main controller sends an input to the battery management system (BMS) through BMS controller to activate the desired pack of energy storage device for economy mode since in economy mode normal speed for long duration of time is required, which can be fulfilled by the energy storage device having high energy density. Therefore, the BMS makes pack A of Energy storage device in active/Wake up state. The BMS of pack A of Energy storage device has pair of switches, where a switch land switch 2 is in ON state and the pack B of Energy storage device is not in active state. The current generated is transferred by the switches to the main controller and finally to the motor coupled with the rear wheel for traction.

[00047] As per one embodiment of the present invention, when the vehicle is in power mode, the main controller sends an input to a battery management system (BMS) through BMS controller to activate the desired energy storage device pack for power mode since in power mode; energy storage device having high power density is required. Hence, the BMS (203) makes pack B of the Energy storage device in active/Wake up state and the pack A of the Energy storage device is inactive state. The BMS of the pack B of Energy storage device has pair of switches, switch 3 and switch 4, where both the switches are in ON state for transferring current to the main controller through the switches and finally to the motor, which is coupled with the rear wheel for traction. The configuration explained above ensures the durability of the pack of the energy storage device, which increases the life of the energy storage device pack in the vehicle.

[00048] As per one aspect of the present invention, when the mode of the vehicle changes from economy to power mode, the active energy source in the economy mode includes high energy density pack A of energy storage device and in the power mode includes high power density pack B of energy storage device. As there is a need to activate pack of the energy storage device having high power density when vehicle changes it mode from economy mode to power mode, the main controller sends the input to the battery management system through the BMS controller of the respective pack of the energy storage device and subsequently, the battery management system decides the activation of the energy storage device while controlling the ON/OFF state of switches depending on the mode transition. Further, as per one aspect of the present invention, the battery management system deactivates the switch 2 connected to the pack A of energy storage device and turns it in OFF state and activates switch 1 connected to the pack A of energy storage device in ON state. The pair of switches connected to the pack B of energy storage device are in OFF state. Hence, the current generated by the pack A of energy storage device is transferred to the main controller through the switch 1 and then to the diode of the switch 2 and finally to the motor for the traction.

[00049] Further, to maintain the constant connection of the energy storage device with the main controller, the Switch 3 connected to the pack B of energy storage device is turned ON and then the switch 1 connected to the pack A of Energy storage device is turned OFF by the BMS of the respective packs of energy storage device. As a result, the power generated by the pack of energy storage device pack B is transferred to the main controller through the switch 3 and the diode of the Switch 4 and main controller transfers this power to the motor for traction. Further, Switch 4 connected to the pack B of energy storage device is turned ON; thereby the vehicle is now in the power mode and the current will flow from both the switches connected to the pack B of energy storage device. During the shifting of the pack from pack A of Energy storage device to pack B of Energy storage device, switch 1 and switch 3 are in ON state and hence the controller will take current from both the packs for only delta seconds, which restricts the drainage of the packs of energy storage device. The steps explained above involve an important aspect that while switching from pack of one energy storage device to another, pack of another energy storage device is first engaged before disengaging the pack one energy storage device. This thereby enables ensuring that no jerk is felt by the rider during the mode shifting while riding the vehicle and also, ensures that there is no draining of the energy storage device pack. Also, switch 2 and switch 4 connected to the plurality of packs of energy storage devices, restrict the interchanging of the power among the energy storage devices or restrict the charging of the one energy storage device pack from another. The configuration as discussed above ensure the user comfort and reduce the jerk feel as felt by the rider’s during shifting of the mode in the vehicle. This also ensures that the controller is getting power supply from at least one of the pack energy storage device constantly, thereby, not undesirably affecting the riding of the vehicle and also, not draining the pack of energy storage device.

[00050] As per one aspect of the present invention, when the rider manually changes the power mode to economy mode in the vehicle or when the main controller activates the pack of energy storage device depending on the state of charge of the energy storage device, the main controller sends the input to the battery management system and subsequently, the battery management system decides the activation of the energy storage device while controlling the ON/OFF state of the switches depending on the mode transition. In this aspect, the switch 4 connected to the pack B of energy storage device is turned back in OFF state and switch 3 connected to the pack B of energy storage device is in ON state. The pair of switches connected to the pack A of energy storage device is in OFF state. Hence, the power generated by the pack B energy storage device is transferred to the main controller through the switch 3 and then to the diode of the switch 4 and finally to the motor for the traction through the diodes.

[00051] Further, as per one aspect of the present invention, the battery management system activates the Switch 1 which is connected to the pack A of energy storage device, to ON and switch 3 connected to the pack B of Energy storage device is in ON state. Hence, the main controller receives current for delta seconds from both the packs. Further, the battery management system will turn OFF the switch 3 connected to the pack B of Energy storage device. Hence, the power generated by the pack A of energy storage device from the switch 1 and diode of the switch 2 is transferred to the main controller and main controller transfers this power to the motor for traction. Further, as per one aspect of the present invention Switch 2 of the pack A of energy storage device is turned ON by the battery management system to complete the connection for economy mode, thereby the vehicle is now in the economy mode. The steps explained above that while switching from another pack of energy storage device to one pack of energy storage device, one pack of energy storage device is first engaged to main controller before disengaging another pack of energy storage device. The configuration as discussed above ensures the user’s comfort and reduces the jerk feel as felt by the rider during shifting of the mode in the vehicle. This also ensures that the main controller is getting power supply from at least one of the pack of energy storage device constantly, thereby, not affecting the riding of the vehicle and also, not draining the energy storage device. This configuration improves the durability of the energy storage device as well as the vehicle since the synergistic selective operation of the pack of energy storage device increases.

[00052] Further, as per one aspect of the present invention, regenerative braking is defined as the conversion of the vehicle's kinetic energy into chemical energy stored in the energy storage device, where it can be used later to drive the vehicle. It is termed as braking because it also serves to slow the vehicle. During regenerative braking, the main controller compares state of charge of both the packs of energy storage devices, where state of charge is the level of charge of an electric energy storage device relative to its capacity. If the states of charge of both the packs of energy storage devices are above minimum, the regenerative current will be sent to pack B of energy storage device, as pack B of energy storage device pack has high power density. When the state of charge of pack A of energy storage device is less than to minimum charge, the regenerative current will be sent to pack A of energy storage device, where energy storage device pack A has high energy density. Therefore, this ensures that during regenerative braking, the controller will decide, whether it is important to charge energy storage device pack A or Energy storage device Pack B so that there should be constant power flow to the motor via controller for the traction.

[00053] Various other features of the invention are described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers generally indicate identical, functionally similar, and/or structurally similar elements. The drawing in which an element first appears is indicated by the leftmost digit(s) in the corresponding reference number. With reference to the accompanying drawings, wherein the same reference numerals will be used to identify the same or similar elements throughout the several views.

[00054] In the ensuing exemplary aspects, the vehicle is a two-wheeler saddle type vehicle. However, it is contemplated that the concepts of the present invention may be applied to any of the two-wheeler, three-wheeler and four-wheeler including hybrid electric vehicle and electric vehicle. These and other advantages of the present subject matter would be described in greater detail with an embodiment of a two wheeled vehicle in conjunction with the figures in the following description

[00055] Fig. 1 shows a left side view of a step through vehicle (“the vehicle”) 100, in accordance with an embodiment of the present subject matter. The vehicle (100) illustrated, has a frame assembly (105) shown schematically by dotted lines. The frame assembly (105) includes a head tube (105H), a main frame assembly (105M). One or more suspensions (110) connect a front wheel (115) to a handlebar assembly (120), which forms the steering assembly of the vehicle (100). The steering assembly is rotatably disposed through the head tube (105A). The main frame assembly (105B) extends rearwardly downward from the head tube (105A) and includes a bent portion thereafter extending substantially in a longitudinal direction. Further, the frame assembly (105) includes one or more rear frame member (105C) extending inclinedly rearward from a rear portion of the main frame assembly (105B) towards a rear portion of the vehicle (100).

[00056] The vehicle (100) includes a power unit (125) comprising at least one of an internal combustion (IC) engine (125) and a traction motor (135). For example, the traction motor (135) is a brush less direct current (BLDC) motor. The power unit is coupled to the rear wheel (145). In one embodiment, the IC engine (125) is swingably connected to the frame assembly (105). In the present embodiment, the IC engine (125) is mounted to the swing arm (140) and the swing arm (140) is swingably connected to the frame assembly (105). The traction motor (135), in one embodiment, is disposed adjacent to the IC engine (125). In the present embodiment, the traction motor 135 is hub mounted to the rear wheel (145). Further, the vehicle (100) includes a transmission means (130) coupling the rear wheel (145) to the power unit. The transmission means (130) includes a continuously variable transmission, an automatic transmission, or a fixed ratio transmission. A seat assembly (150) is disposed above the power unit and is supported by the rear frame member (105C) of the frame assembly (105). In the present embodiment, the seat assembly (150) is hingedly openable. The frame assembly (105) defines a step- through portion ST ahead of the seat assembly (150). A floorboard (155) is disposed at the step-through portion, wherein a rider can operate the vehicle 100 in a seated position by resting feet on the floorboard (155). Further, the floorboard (155) is capable of carrying loads.

[00057] The vehicle includes an on-board plurality of energy storage devices that drives the traction motor (135). Further, the frame assembly (105) is covered by plurality of body panels including a front panel (160A), a leg shield (160B), an under-seat cover (160C), and a left and a right side panel (160D), mounted on the frame assembly (105) and covering the frame assembly (105) and parts mounted thereof.

[00058] In addition, a front fender (165) is covering at least a portion of the front wheel (115). In the present embodiment, the front fender (165) is integrated with the front panel (160A). A utility box (not shown) is disposed below the seat assembly (150) and is supported by the frame assembly (105). A fuel tank (not shown) is disposed adjacently to the utility box (not shown). A rear fender (175) is covering at least a portion of the rear wheel (145) and is positioned below the fuel tank and upwardly of the rear wheel (145). One or more suspension(s) (180) having mono shock absorber or dual shock absorber, are provided in the rear portion of the vehicle (100) for connecting the swing arm (140) and the rear wheel (145) to the frame assembly (105) for damping the forces from the wheel (145) and the power unit from reaching the frame assembly (105).

[00059] Furthermore, the vehicle (100) comprises of plurality of electrical and electronic components including a headlight (185A), a tail light (185B), a transistor controlled ignition (TCI) unit (not shown), an alternator (not shown), a starter motor (not shown). Further, the vehicle 100 includes an anti-lock braking system (ABS), a synchronous braking system (SBS), or a vehicle control system (VCS)

[00060] Fig. 2 shows the power system (200) to power a vehicle along with a circuit diagram of plurality of pack of energy storage devices with different cell chemistries as per one embodiment of the present invention. As per one embodiment of the present invention, the power system (200)includes a plurality of power sources like plurality of pack of energy storage devices (pack A of Energy storage device (201) and pack B of Energy storage device (202) having different cell chemistries), a plurality of switches (207, 208, 209, 210), a plurality of battery management system (203, 204), a main controller also referred as motor controller (205) and the motor (135) coupled for propulsion of the vehicle. A pack of the plurality of pack of energy storage devices (201, 202), plays an important role while deciding or shifting the mode e.g. economy mode to power mode or vice versa.

[00061] As per one embodiment of the present invention, the plurality of BMS (203, 204) includes plurality of switches (207, 208, 209, 210) having diodes (207d, 208e, 209f, 210g). The diodes are explained as a two-terminal electronic component that conduct current primarily in one direction. After the vehicle is started and when a user/rider has manually selected at least a mode i.e. economy mode or power mode, in that case one pack of energy storage device will be in active state to transfer the current generated by the energy storage device to the main controller and finally to the motor for traction. The pack A of Energy storage device (201) includes cells better in energy density but having less power density that is to store enough energy to power the main controller for extended time period, hence to be engaged in economy mode. The pack B of Energy storage device (202) includes cells better in power density but comparatively less energy density, hence to be engaged in power mode of the vehicle. Further, the activation of either of the energy storage device can also be decided by the main controller, based on the state of charge of the energy storage device packs, to avoid drainage of the pack of energy storage device.

[00062] Fig. 2a is a flowchart describing activation of the plurality of pack of the Energy storage devices corresponding to a mode selection by a customer or depends on the state of charge of the energy storage device pack in the vehicle as per one embodiment of the present invention. As per one embodiment of the present invention, after starting of the vehicle (100) at step S211, battery management system checks that whether there is a mode selection by customers through main controller at step S212. Further, when the customer selects the mode that is not a power mode, or the if the vehicle maintains its default mode, as described in step S213 and step 214, then a battery management system (203) for pack A of Energy storage device (201) having better energy density, after getting input from the main controller (205) as described in Step S213 and S215, activates switch 1 (207) and Switch 2 (208) of the pack of the Energy storage device A (201) that is in economy mode, reference from fig. 2. Further, when the state of charge of the pack A of Energy Storage device (201) goes below the minimum value, e.g. 15% of the total charge, as described in step S216, the pack B of energy storage device (202) is activated and main controller (205) will start taking current from pack B of energy storage device even in economy mode, as described in step S 217 and when the state of charge does not go below minimum value, then pack A of energy storage device remains in wake up state and controller remains taking power from pack A of Energy storage device in Step 217a.

[00063] When the customers select power mode at Step S214, then at step S218 battery management system (204) activates switch 3 (210) and switch 4 (209) of the pack B of Energy Storage device (202),. Further, at step S219, when the state of charge of the pack B of Energy Storage Device (202) goes below the minimum value, e.g. 15% of the total charge, the pack A of energy storage device (201) is activated at step220 and main controller (205) will start taking current from the pack A of energy storage device even in power mode and when the state of charge does not go below minimum value, then pack B of energy storage device remains in wake up state and controller remains taking power from pack B of Energy storage device in Step 220a . This configuration by the main controller and battery management system ensures that the durability of the energy storage device pack is maintained and also, restricts the drainage of the pack of energy storage unit. Further, this configuration also ensures synchronized selection of current generated from at least one pack of Energy storage device by the main controller and hence, transfers the generated current to the motor.

[00064] Fig. 3 is a circuit diagram representing an active state of pack A of energy storage device (201) when vehicle is in economy mode as per one embodiment of the present invention. Further, as per one embodiment of the present invention, when the vehicle (100) is in economy mode, the main controller (205) sends an input to a battery management system (BMS) through BMS controller (301, 302) to activate the desired energy storage device pack for economy mode since in economy mode normal speed for long duration of time is required, which can be fulfilled by the energy storage device having high energy density. Hence, the BMS (203) triggers pack A of Energy storage device (201) to be in active/Wake up state. The BMS (203) of pack A of Energy storage device has pair of switches (207, 208) connected, where a switch 1(207) and switch 2 (208) is in ON state and the pack B of Energy storage device (202) is not in active state. The current (shown by dotted arrow) generated is transferred by the switches to the main controller (205) and finally to the motor (135) coupled with the rear wheel for traction.

[00065] Fig. 3a is a circuit diagram representing the active state of pack B of energy storage device (202) when vehicle is in power mode as per one embodiment of the present invention. As per one embodiment of the present invention, when the vehicle is in power mode, the main controller (205) sends an input to a battery management system (BMS) through BMS controller (301, 302) to activate the desired pack of energy storage device for power mode as in power mode, energy storage device having high power density is required. Hence, the BMS (203) triggers pack B of Energy storage device (202) to be in active/Wake up state and the pack A of Energy storage device (201) remains in an inactive state. The BMS (204) of the pack B of Energy storage device has pair of switches (210, 209), switch 3 (210) and switch 4 (209), where both the switches are in ON state for transferring current (shown by arrow) to the main controller (205) through the switches and finally to the motor (135), which is coupled with the rear wheel for traction. This configuration explained in fig. 3 and fig.3a reduces the load duty cycle on the energy storage device and ensures high durability of the pack of the energy storage device, which increases the life of the energy storage device pack in the vehicle.

[00066] Fig. 4 is a flowchart explaining the synergistic working of the pack of plurality of energy storage devices during mode changing of the vehicle. As per one embodiment of the present invention, when the mode of the vehicle changes from economy to power mode, where the economy mode includes high energy density pack of energy storage device (201) and power mode includes high power density pack of energy storage device (202). As there is a need to activate pack of the energy storage device having high power density when vehicle changes it mode from economy mode to power mode (as described in step S402), hence, the main controller (205) sends the input to the battery management system (203, 204) through the BMS controller (301, 302) of the respective pack of energy storage device and subsequently, the battery management system decides the activation of the energy storage device while controlling the ON/OFF state of switches depending on the mode transition. Further, as per one embodiment of the present invention and further described in S404, the battery management system (203) deactivates switch 2 (208) connected to the pack A of energy storage device (201) and turned it in OFF state and activates the switch 1 (207) connected to the pack A of energy storage device (201) in ON state (as shown in fig. 4a). The pair of switches (210, 209) connected to the pack B of energy storage device (202) is in OFF state. Hence, the current (as shown by arrow) generated by the pack A of energy storage device (201) is transferred to the main controller (205) through the switch 1 (207) and the diode (208e) of the switch 2 and finally to the motor for the traction.

[00067] Further, to maintain the continuous connection of at least one pack of energy storage device with the main controller (205), the Switch 3 (210) connected to the pack B of energy storage device (202) is turned ON and then the switch 1 (207) connected to the pack A of Energy storage device (201) is turned OFF (as described in steps S405, S406 & Fig. 4b, 4c) by the BMS (301, 302) of the respective packs of energy storage device. During the shifting of the pack A of Energy storage device to pack B of Energy storage device , switch 1 (207) and switch 3 (210) are in ON state and hence the main controller (205) will take current from both the packs for only delta seconds, ensuring the continuous current flow to the main controller. Further, when the Switch 1 (207) is in OFF state, the current generated by the pack B of energy storage device (201) is transferred to the main controller (205) through the switch 3 (210) and the diode (2091) of the Switch 4 (209) and main controller transfers this current to the motor (135) for traction. Further, Switch 4 (207) connected to the pack of energy storage device B (202) is turned ON (as described in step S407 & Fig. 4d); thereby the vehicle is now in the power mode and the current will flow from both the switches connected to the pack of energy storage device B (202). The steps explained above are configured such that while switching from pack of one energy storage device to another, pack of another energy storage device is engaged before disengaging the one energy storage device pack, ensuring that no jerk is felt by the rider during the mode shifting while riding the vehicle and also, ensures that there is no draining of the energy storage device pack. Also, switch 2 and switch 4 connected to the plurality of packs of energy storage devices, restrict the interchanging of the current among the energy storage devices or restrict the charging of the one energy storage device pack from another pack of energy storage device. The configuration as discussed above ensures user comfort and reduces the jerk feel as felt by the rider during shifting of the mode in the vehicle. This also ensures that the controller gets supply from one of the packs of energy storage device pack, thereby, not affecting the riding of the vehicle and also, not draining the pack of energy storage device simultaneously.

[00068] Fig. 4e, 4f, 4g, 4h are circuit diagrams representing change of mode from power to economy mode in a vehicle as per one embodiment of the present invention. As per one embodiment of the present invention, when the rider manually changes the mode from power mode to economy mode in the vehicle or when the controller activates the pack of energy storage device depending on the state of charge of the energy storage device, there is a need to activate pack of the energy storage device having high energy density (as described in step S408). Hence, the main controller (205) sends the input to the battery management system (203, 204) through the BMS controller (301, 302) of the respective pack of energy storage device and subsequently, the battery management system decides the activation of the pack of energy storage device while controlling the ON/OFF state of switches depending on the mode transition. Further, as per one embodiment of the present invention and further described in S410 & Fig. 4e, the battery management system (204) turns OFF switch 4 connected to the pack B of energy storage device (202) and the switch 3 which is connected to the pack B of energy storage device is in ON state. The pair of switches connected to the pack A of energy storage device is in OFF state. Hence, the current (as shown by dotted arrow) generated by the pack B of energy storage device is transferred to the main controller through the switch 3 and the diode of the switch 4 and finally to the motor for the traction through the diodes.

[00069] Further, as shown in Fig 4f, the battery management system (203) activates the Switch 1 (207) connected to the pack A of energy storage device (201) and switch 3 (210) of the pack B of Energy storage device pack (202) to ON state. Hence, the main controller will receive current for delta seconds from both the energy storage unit packs. Further, in subsequent step, i.e., S 412 & Fig. 4g, the battery management system (204) turns OFF the switch 3 (210) connected to pack B of Energy storage device (202). Hence, the current (as shown by dotted arrow) as generated travels through the switch 1 (207) and diode (208e) of the switch 2 (208) and is transferred to the main controller (205) and main controller transfers this current to the motor (135) for traction. Further, at last, Switch 2 (208) connected to the pack A of energy storage device pack (201) is turned ON by the battery management system (203) (as discussed in S413 &Fig. 4h) to complete the connection for economy mode, thereby the vehicle is now in the economy mode. The steps explained above are configured such that the while switching from another pack of energy storage device to one pack of energy storage device , one pack of energy storage device is engaged first to main controller before disengaging another pack of energy storage device pack. The configuration as discussed above ensures the user comfort and reduces the jerk feel as felt by the rider during shifting of the mode in the vehicle. This also ensures that the main controller is getting current supply from at least one of pack of the energy storage device constantly, thereby, not affecting the riding of the vehicle and also, not draining the energy storage device. This configuration improves the durability of the vehicle as the synergistic selective operation of the energy storage device increases. As discussed in earlier paragraphs, as per an embodiment the main controller can also activate the required pack of energy storage device based on the state of charge of the energy storage device. This restricts the drainage of the pack of energy storage devices and also, improves the user comfort by avoiding jerk experienced by user during mode shift.

[00070] Fig. 5 is a flow chart explaining the charging of the pack of energy storage device, when the vehicle is in regenerative mode as per one embodiment of the present invention. Regenerative braking is defined as the conversion of the vehicle's kinetic energy into chemical energy stored in the energy storage device, where it can be used later to drive the vehicle. It is termed as braking because it also serves to slow the vehicle. Further as per one embodiment of the present invention, during regenerative braking mode of the vehicle, the main controller compares state of charge of both the energy storage device pack, where state of charge is the level of charge of an energy storage device relative to its capacity. If the state of charge of both the packs of energy storage devices are above predetermined minimum for example, e.g. 15% of the charge, or if pack A of energy storage device is above predetermined minimum charge and pack B of energy storage device is below predetermined minimum charge, the regenerative current (as shown by arrow) as generated is sent to pack B of energy storage device (as shown in fig. 5a and described at S503), since the pack B of energy storage device has high power density. Further, as per one embodiment, if the state of charge of pack A of energy storage device is less than minimum charge then at Step (S 505), the regenerative current will be sent to pack A of energy storage device (as shown in fig. 5b), where pack A of energy storage device has high energy density. Therefore, this ensures that during regenerative braking, the main controller will decide, whether it is important to charge pack A of energy storage device or pack B of Energy storage device thereby ensuring best regenerative charging configuration. This additionally enables capacity of the system to have constant power flow to the motor via main controller for the traction during economy mode or power mode.

[00071] Advantageously, the embodiments of the present invention, describes a plurality of pack of energy storage device unit having different cell chemistries working synergistically, achieving high durability of the plurality of energy storage device pack while maintaining the comfort of the rider/user.

[00072] Many other improvements and modifications may be incorporated herein without deviating from the scope of the invention.

List of reference symbol:

Fig. 1:

100: Vehicle 185A: headlight 160 A: front panel 105: frame assembly 105 A: Head Tube 165: Front Fender 110: Front Suspensions 115: Front Wheel 160B: Feg Shield 155: Floorboard

105B: main tube 160C: Under Seat Cover

125: IC Engine 130: Transmission Means 140: Swing Arm 145: Rear Wheel

135: Traction Motor 180: Rear Suspension 175: Rear Fender 185B: Tail Light 160D: right side panel

105c, 105d: Rear Tubes 150: Seat Assembly Fig. 2:

200: Power System 201 : Pack A of Energy Storage Device

202: Pack B of Energy Storage Device 207: Switch 1 207d: Diode 208: Switch 2 208e: Diode

203: BMS for Energy Storage Device A 205: Controller 135: Motor

210: Switch 3 21 Og: Diode 209: Switch 4 209f: Diode

204: BMS for Energy Storage Device B Fig. 3:

301: BMS Controller for BMS for pack A of Energy Storage Device 302: BMS Controller for BMS for pack B of Energy Storage Device

Claims

We Claim;

1. A motor vehicle (100), said vehicle (100) comprising: a power system (200); said power system (200) includes plurality of Battery Management system (BMS) (203, 204), plurality of energy storage device (201, 202), main controller (205) and a motor (135); said plurality of BMS (203, 204) includes a plurality of switches (207, 208, 209, 210) and plurality of BMS controllers (301, 302); said plurality of switches (207, 208, 209, and 210) of said plurality of BMS (203, 204) connected to said plurality of pack of energy storage devices (201, 202) and a main controller (205) of said vehicle (100) configured to synchronise and transfer current generated from either of said pack of energy storage devices (201, 202) to a motor (135); said plurality of pack of energy storage devices (201, 202) are selectively engaged to supply energy as per an input from main controller (205) depending on an economy mode or power mode of said vehicle (100)

2. The vehicle (100) as claimed in claim 1, wherein said energy storage device (201) is configured with high energy density cells and supplies current to said motor (135), when said vehicle (100) is in economy mode.

3. The vehicle (100) as claimed in claim 1, wherein said energy storage device (202) is configured with high power density cells, supplies current to said motor (135), when said vehicle (100) is in power mode.

4. The vehicle (100) as claimed in claim 1, wherein said main controller (205) provides input to said plurality of BMS (203, 204) and said plurality of BMS (203, 204) are configured to synchronise and transfer said current, generated in said energy storage device (201) through said plurality of switches (207, 208) of one or more BMS (203, 204), to said main controller (205) and said main controller (205) transfers said current to said motor for traction, when said vehicle (100) is in economy mode.

5. The vehicle (100) as claimed in claim 1, wherein said main controller (205) provides

1 input to said plurality of BMS (203, 204) and said plurality of BMS (203, 204) are configured to synchronise and transfer said current, generated in said energy storage device (202) through said plurality of switches (210, 209) of one or more BMS (203, 204), to said main controller (205) and said main controller (205) transfers said current to said motor for traction, when said vehicle (100) is in power mode.

6. The vehicle (100) as claimed in claim 1, wherein said plurality of BMS (203, 204) selectively operates said plurality of switches (207, 208, 209, 210) to transfer said current from said pack of energy storage devices (201, 202) to said motor (135) based on mode shifting of said vehicle (100).

7. The vehicle (100) as claimed in claim 7, wherein said plurality of switches (207, 208, 210, 209) includes plurality of diodes (207d, 208e, 210g, 2091), said plurality of diodes (207d, 208e, 210g, 2091) maintain constant flow of said current to main controller (205) during selective operation of said plurality of switches (207, 208, 209, 210).

8. The vehicle as claimed in claim 1, wherein said main controller (205) is configured to engage one of said pack of energy storage device (202) before disengaging another said pack of energy storage device (201) when said vehicle changes its modes from economy mode to power mode.

9. The vehicle (100) as claimed in claim 1, wherein said main controller (205) is configured to engage one of said pack of energy storage device (201) before disengaging another said pack of energy storage device (202) when said vehicle changes its mode from power mode to economy mode.

10. The vehicle (100) as claimed in claim 1, wherein said main controller (205) is configured to activate said pack of energy storage device (201) when a state of charge of said energy storage device (202) goes below a predetermined minimum charge.

11. The vehicle (100) as claimed in claim 1, wherein said main controller (205) is configured to activate said pack of energy storage device (202) when a state of charge of said energy storage device (201) goes below a predetermined minimum charge.

12. The vehicle (100) as claimed in claim 1, wherein said main controller (205) is configured to charge energy storage device (201), when said pack of energy storage device (201) is below predetermined minimum charge in said vehicle (100), when said vehicle is in regenerative braking mode.

2

13. The vehicle (100) as claimed in claim 1, wherein said main controller (205) is configured to charge energy storage device (202), when said pack of energy storage device (201) and said pack of energy storage device (202) is above predetermined minimum charge in said vehicle (100), when said vehicle is in regenerative braking mode.

14. A method for selective operation of plurality of switches of BMS for a vehicle, when said vehicle is in economy mode, said method comprising steps of: starting of vehicle on default mode at step S211; selecting mode of said vehicle by user; transferring input from a main controller to BMS through BMS controller to synchronise and selectively operate plurality of switches; initialising Switch 1 and switch 2 in ON state through a BMS, where said switches are connected to a pack A of energy storage device , where said pack A of energy storage device has high energy density at step S213, S215; keeping a pack B of energy storage device in OFF state; flowing of current generated in said pack A of energy storage device through said Switch

1 and said Switch 2 to a main controller; and transferring of current from main controller to motor for traction.

15. A method for selective operation of plurality of switches of a BMS for a vehicle, when said vehicle (100) is in power mode, said method comprising: starting of vehicle at step S211; selecting mode of said vehicle by user as power mode at step S214; transferring input from a main controller to BMS through BMS controller to synchronise and selectively operate plurality of switches; initialising Switch 3 and switch 4 in ON state through a BMS, where said switches are connected to a pack B of energy storage device, where said pack B of energy storage device has high power density at step 218; keeping a pack A of energy storage device in OFF state; flowing of current generated in said pack B of energy storage device through said Switch

3 and said Switch 4 to a main controller; and transferring of current from main controller to motor for traction.

16. A method for selective operation of plurality of switches of a BMS for a vehicle, when

3 said vehicle (100) is changing from economy mode to power mode, said method comprising: starting of a vehicle at step S211 changing mode of a vehicle from economy mode to power mode at step S402; sending input by a main controller to BMS through BMS controller, said BMS synchronises and selectively operates and changes state of plurality of switches connected to a plurality of packs of energy storage devices; changing active status of Switch 2 connected to a pack A of energy storage device in OFF state and keeping Switch 1 in ON state by said BMS connected to said pack A of energy storage device step S404 ; flowing of current generated in said pack A of energy storage device through Switch 1 and Diode of Switch 2 to a main controller and from said main controller to motor for traction; changing inactive status of Switch 3 connected to a pack B of energy storage device to ON state by said BMS connected to said pack B of energy storage device at step S405 ; changing active state of Switch 1 connected to a pack A of energy storage device to OFF state by said BMS connected to said pack A of energy storage device , after changing state of Switch 3 of said pack B of energy storage at step S406; flowing of current generated in said pack B of energy storage device through Switch 3 and Diode in Switch 4 to a main controller and from said main controller to motor for traction; changing inactive state of Switch 4 connected to a pack B of energy storage device to ON state by said BMS connected to said pack B of energy storage device at step S407; and flowing of current generated in said pack B of energy storage device through Switch 3 and Switch 4 to a main controller and from said main controller to motor for traction;

17. A method for selective operation of plurality of switches of a BMS for a vehicle, when said vehicle (100) is changing from power mode to economy mode, said method comprising: starting of a vehicle at step S 211; changing mode of a vehicle from power mode to economy mode at step S408; sending input by a main controller to BMS through BMS controller, said BMS synchronises and selectively operates and changes state of plurality of switches

4 connected to a plurality of packs of energy storage devices; changing active status of Switch 4 connected to a pack B of energy storage device to OFF state and keeping Switch 3 in ON state by said BMS connected to said pack B of energy storage device at step S410 ; flowing of current generated in said pack B of energy storage device through Switch 3 and Diode of Switch 4 to a main controller and from said controller to motor for traction; changing inactive status of Switch 1 connected to a pack A of energy storage device to ON state by said BMS connected to said pack A of energy storage device at step S411; changing active state of Switch 3 connected to a pack B of energy storage device to OFF state by said BMS connected to said pack B of energy storage device , after changing state of Switch 1 connected to said pack A of energy storage device at step S412; flowing of current generated in said pack A of energy storage device through Switch 1 and Diode of Switch 2 to a controller and from said main controller to motor for traction; changing inactive state of Switch 2 connected to a pack A of energy storage device to ON state by said BMS connected to said pack A of energy storage device at step S413; and flowing of current generated in said pack A of energy storage device through Switch 1 and Switch 2 to a main controller and from said main controller to motor for traction, when vehicle is in economy mode.

18. A method for selective operation of plurality of switches of a BMS for a vehicle, when said vehicle (100) is in regenerative braking mode, said method comprising: starting of a vehicle at step (S501) changing mode of a vehicle to regenerative braking mode at step S501; checking whether a state of charge of a pack A of energy storage device and a pack B of energy Storage Device above predetermined minimum charge of energy storage device at step S502; activating current flow to said pack B of Energy Storage Device, if said state of charge is above predetermined minimum charge of energy storage device at step S503; checking whether a state of charge of said pack A of energy storage device is above predetermined minimum charge and said pack B of Energy Storage Device below predetermined minimum charge of energy storage device at step S504;

5 activating current flow to said pack B of Energy Storage Device from a main controller to charge said pack B of Energy Storage Device, if said state of charge is above predetermined minimum charge of energy storage device at step S503; checking whether a state of charge of said pack B of energy storage device is above predetermined minimum charge and said pack A of Energy Storage Device below predetermined minimum charge of energy storage device at step S505; and activating current flow to said pack A of Energy Storage Device from a main controller to charge said pack A of Energy Storage Device at step S506.

6