GB2561409A

GB2561409A - Methods and systems for managing range of a vehicle

Info

Publication number: GB2561409A
Application number: GB1708461.7A
Authority: GB
Inventors: Romeo Nedumthaly Syrus; Naikodi Allabaksh; Babu Subramanian Mahesh
Original assignee: Mahindra Electric Mobility Ltd
Current assignee: Mahindra Electric Mobility Ltd
Priority date: 2017-04-03
Filing date: 2017-05-26
Publication date: 2018-10-17
Also published as: GB2561409A8; CN108688476A; GB201708461D0

Abstract

The range of a vehicle is managed by identifying at least one energy deficit/surplus point to a destination. A speed and torque profile for a destination is determined by a range extender control unit (RECU) using one or more vehicle parameters (e.g. distance to destination, elevation, time, idle point(s), vehicle weight, drag co-efficient, frontal area, tyre rolling radius, tyre rolling resistance co-efficient, gear ratio, motor torque, speed and efficiency map). The speed and torque profile is used to determine: (i) an energy requirement profile from a vehicle battery; and (ii) with at least one other parameter (e.g. battery capacity), a battery energy availability profile to the destination. The difference between the energy requirement profile and the battery energy availability profile is used to identify the energy deficit/surplus point(s). The energy deficit/surplus point(s) is finalised if the vehicle can reach the destination using the identified deficit/surplus point(s). The vehicle range-extender and battery power delivery systems are controlled by estimating the most appropriate point(s) in time to operate the range-extender system, even if the battery state-of-charge (SOC) is not necessarily low. The holistic usage pattern of a customer, including the charging pattern and the charging eco-system, is considered.

Description

₍₁₂₁ UK Patent Application _raGB ,,,,2561409 „₃,A (43)Date of A Publication_17.10.2018

(21) Application No: 1708461.7 (22) Date of Filing: 26.05.2017	(51) INT CL:
B60L 11/12 (2006.01) G01C 21/34 (2006.01)	B60W 20/12 (2016.01)
(30) Priority Data: (31) 201741012074 (32) 03.04.2017 (33) IN	(56) Documents Cited: WO 2014/099354 A1 US 20160325637 A1 US 20070017719 A1	DE 102010039653 A1 US 20110166731 A1

(71) Applicant(s): Mahindra Electric Mobility Limited Plot No. 66 to 69 & 72 to 76, Bommasandra Industrial Area, 4th Phase, Jigani Link Road, Anekal Taluk, Bangalore 560099, Karmataka, India	(58) Field of Search: INT CL B60L, B60W, G01C Other: ONLINE: WPI, EPODOC, INSPEC
(72) Inventor(s): Syrus Romeo Nedumthaly Allabaksh Naikodi Mahesh Babu Subramanian
(74) Agent and/or Address for Service: Albright IP Limited County House, Bayshill Road, CHELTENHAM, Gloucestershire, GL50 3BA, United Kingdom

Title of the Invention: Methods and systems for managing range of a vehicle Abstract Title: Managing the range of a range-extender vehicle

The range of a vehicle is managed by identifying at least one energy deficit/surplus point to a destination. A speed and torque profile for a destination is determined by a range extender control unit (RECU) using one or more vehicle parameters (e.g. distance to destination, elevation, time, idle point(s), vehicle weight, drag coefficient, frontal area, tyre rolling radius, tyre rolling resistance co-efficient, gear ratio, motor torque, speed and efficiency map). The speed and torque profile is used to determine: (i) an energy requirement profile from a vehicle battery; and (ii) with at least one other parameter (e.g. battery capacity), a battery energy availability profile to the destination. The difference between the energy requirement profile and the battery energy availability profile is used to identify the energy deficit/surplus point (s). The energy deficit/surplus point(s) is finalised if the vehicle can reach the destination using the identified deficit/surplus point(s). The vehicle range-extender and battery power delivery systems are controlled by estimating the most appropriate point(s) in time to operate the range-extender system, even if the battery state-of-charge (SOC) is not necessarily low. The holistic usage pattern of a customer, including the charging pattern and the charging eco-system, is considered.

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The following specification particularly describes and ascertains the nature of this invention and the manner in which it is to be performed:TECHNICAL FIELD [001] Embodiments herein relate to vehicles with limited on-board energy, and more particularly to managing the range of vehicles with limited on-board energy.

BACKGROUND [002] Currently, due to a growing environmental consciousness in society, use of vehicles powered by alternative sources of energy has become popular. Examples of vehicles powered by alternative sources of energy are electric vehicles, hydrogen powered vehicles, solar powered vehicles and so on. However, a limitation of such vehicles is that there is a limited amount of energy available for storage in the vehicle (typically in a battery present on-board the vehicle). The range of the vehicle is limited by the capacity and state of charge of the battery on board the vehicle. A short-range vehicle would require one or more stops during a trip to recharge, when it is used to travel long distances.

[003] Vehicles are being currently equipped with a secondary power delivery source in addition to the primary battery pack. Adding a secondary source of energy supplements the limited battery range. However, the methods used to operate the combination of two sources significantly impacts how efficiently the additional source is utilized.

[004] A primary issue in existing systems is that the range extender system is mostly turned on, only after the battery SOC has dropped to low levels. But actual customer usage has shown that in many cases the performance of the vehicle is affected if the range extender is switched on, based on fixed vehicle parameters.

[005] Another issue with existing solutions is that though the energy available in the sources are taken into consideration, the power available is not appropriately used as a factor to decide when the secondary source needs to be switched ON. This results in the quality of the drive being affected even though the required destination is reached. In worse cases the available power is too low to even reach the destination.

[006] Another aspect that existing range extender solutions do not take into consideration is the factor of the complete usage pattern of the customer including charging pattern of a customer. The existing solutions mostly take only drive factors into consideration to operate the range extender system.

OBJECT [007] The principal object of embodiments herein is to disclose methods and systems for controlling range extender and battery power delivery systems in vehicles.

[008] Another object of embodiments herein is to disclose methods and systems for controlling range extender and battery power delivery systems in vehicles by estimating right point(s) of time when it is most appropriate to operate the range extender system, even if the battery energy capacity is not necessarily low.

[009] Another object of embodiments herein is to disclose methods and systems for controlling range extender and battery power delivery systems in vehicles by estimating right point(s) of time when it is most appropriate to operate the range extender system, even if the battery energy capacity is not necessarily low.

[0010] Another object of embodiments herein is to disclose methods and systems for controlling range extender and battery power delivery systems in vehicles after considering the holistic usage pattern of a customer including the charging pattern and the charging ecosystem.

BRIEF DESCRIPTION OF FIGURES [0011] This invention is illustrated in the accompanying drawings, through out which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:

[0012] FIG. 1 is a system in a vehicle for managing the range extender in a vehicle, according to embodiments as disclosed herein;

[0013] FIG. 2 depicts the RECU, according to embodiments as disclosed herein;

[0014] FIG. 3 is a flowchart depicting a process of determining at least one optimum point at which the engine needs to be switched ON/OFF, when the vehicle is being driven, to ensure the destination is reached with required end battery charge remaining and required end fuel remaining, according to embodiments as disclosed herein;

[0015] FIGs. 4a and 4b graphically depicts the process of identifying at least one optimum point for a section of a drive using the process as mentioned above, to ensure the destination is reached with required end battery charge remaining, according to embodiments as disclosed herein;

[0016] FIG. 5 is a flowchart describing the process steps of arriving at the optimum switch on/off points to ensure there is enough power capacity to reach the destination, according to embodiments as disclosed herein;

[0017] FIGs, 6a and 6b graphically depict identification of at least one optimum point for a section of a drive using the process mentioned in FIG. 5 to ensure that destination is reached with required power capability even if a sudden high power demand window is required during a trip being undertaken by the vehicle, according to embodiments as disclosed herein;

[0018] FIG. 7 is a flowchart depicting the process of controlling the battery recharging schedule based on trip plan and the applicable electrical utility charges, according to embodiments as disclosed herein; and [0019] FIG. 8 depicts an example of how the method as disclosed in FIG. 7 is used based on the user’s trip plan for two consecutive days, according to embodiments as disclosed herein.

DETAILED DESCRIPTION [0020] The embodiments herein and the various features and advantageous 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. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The 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, the examples should not be construed as limiting the scope of the embodiments herein.

[0021] The embodiments herein disclose methods and systems for controlling range extender and battery power delivery systems in vehicles. Referring now to the drawings, and more particularly to FIGS. 1 through 8, where similar reference characters denote corresponding features consistently throughout the figures, there are shown preferred embodiments.

[0022] The vehicle as referred to herein can be a car, a van, a truck, a bus, a farm vehicle, a heavy vehicle, a kart-like vehicle, a racing car, or any other vehicle comprising of a range extender comprising of a primary battery pack (such as batteries, super capacitors, rechargeable traction batteries, electric double-layer capacitors or flywheel energy storage, and so on) and a secondary power delivery source.

[0023] Embodiments herein disclose methods and systems for controlling range extender and battery power delivery systems in vehicles. Embodiments herein further disclose methods and systems for controlling range extender and battery power delivery systems in vehicles by estimating right point(s) of time when it is most appropriate to operate the range extender system, even if the battery SOC (State of Charge) is not necessarily low. Embodiments herein further disclose methods and systems for controlling range extender and battery power delivery systems in vehicles after considering the holistic usage pattern of a customer including the charging pattern and the charging eco-system.

[0024] FIG. 1 is a system in a vehicle for managing the range extender in a vehicle. The system 100, as depicted, comprises of a range extender control unit (RECU) 101, an Engine Control Unit (ECU) 102, an engine 103, a generator 104, a converter 105, a motor controller 106, a battery monitor unit 107, a motor 108, at least one battery' 109, a charger 110, a telematics unit 114, and a communication infrastructure 115. The RECU 101 can be connected to other modules present in the vehicle, using a suitable means such as CAN (Controller Area Network) bus, a communication bus, and so on. The RECU 101 can be connected to other modules such as the location monitoring system(s) 111, the user interface(s) 112, and so on. In FIG. 1, the dashed lines indicated control signal flows (such as relay commands, sensor measurements, digital communication lines and so on) and the solid lines indicated power flow (such as mechanical power from the engine 103 to the generator 104, electrical power flow from the convertor 105 to the battery 109, and so on).

[0025] The generator 104 converts the mechanical power generated by the engine 103 into electrical AC output power. The convertor 105 converts the AC power from the generator 104 to DC power suitable for the battery 109.

[0026] The charger 110 can be connected to at least one charging infrastructure 113, such as a standalone EVSE (Electric Vehicle Supply Equipment) or part of a larger network like a Smart Grid that connects the vehicle to the electrical utility. The charging infrastructure 113 can comprise of external charging sources (such as normal chargers, fast chargers and so on) that can supply electrical power to the vehicle to recharge its battery. The charger 110 can convert the power from the charging infrastructure into a form suitable to recharge the battery 109. The charger 110 can comprise of information such as peak charge power output, continuous charge power output, charger output power versus temperature curve, and so on. The battery 109 is the primary on board energy source.

[0027] The motor controller 106 converts the battery’s DC energy into AC energy suitable for driving the motor 108. The motor 108 is the traction driver for the vehicle, connected to the wheels. In an embodiment herein, the motor 108 can be a traction motor.

[0028] The user interface 112 captures the requirements related to the planned trip from the user/driver and can comprise of at least one means to enable the user to interact with the vehicle, such as the instrument cluster, an energy management system, an infotainment system, an energy management system, a user device connected to the vehicle, and so on. The location monitoring system 111 can continuously track and convey the location of the car. The location monitoring system 111 can also convey the co-ordinates of the planned route based on the destination entered by the user. The location monitoring system 111 can use a suitable means for determining the location of the vehicle, such as Global Positioning System (GPS).

[0029] The battery monitoring unit (BMU) 107 can measure and monitor battery related parameters such as cell voltages, temperatures, state of charge and so on. The BMU 107 can comprise of information related to the battery such as battery amperehour capacity, battery watthour capacity, battery peak power capacity, battery continuous power capacity, battery State of Charge (SOC) versus voltage curve, battery SOC versus charging current curve, battery SOC versus temperature versus internal resistance map, and so on. The telematics unit 114 can connect the vehicle wirelessly to the external systems such as the charging infrastructure, diagnostic systems, remote measuring/monitoring systems, and so on. The communication infrastructure 115 comprises at least one means for the vehicle to communicate with the external systems, such as telecommunication networks, communication networks, and so on.

[0030] In an embodiment herein, the RECU 101 can determine at least one optimum point at which the engine 103 needs to be switched ON/OFF, when the vehicle is being driven, to ensure the destination is reached with required end battery charge remaining and required end fuel remaining. The ECU 102 can control and monitor the engine 103, including switching it on or off based on the inputs from the RECU 101. The ECU 102 can comprise of information such as peak power output, continuous power output, output power versus temperature curve, and so on.

[0031] In an embodiment herein, the RECU 101 can determine if a high power demand window is required during a trip being undertaken by the vehicle. The RECU 101 can further identify the right point(s) in the trip when the range extender has to be operated and the power sharing strategy between battery and engine.

[0032] In an embodiment herein, the RECU 101 can control the battery re-charging schedule based on amount of fuel remaining for the next trip, the trip plan and the applicable electrical utility charges.

[0033] In an embodiment herein, the RECU 101 can be integrated with the ECU 102. In an embodiment herein, the RECU 101 can be a separate module, as compared to the ECU 102.

[0034] FIG. 2 depicts the RECU. The RECU 101, as depicted, comprises of a controller 201, at least one memory 202, and at least one interface 203. The memory 202 can comprise of at least one stored profile, such as determined throttle, brake & recharging command profile, energy availability profile, power availability profile, recharge opportunity profile, energy requirement profile, power requirement profile, recharge requirement profile, and so on. The memory 202 can also comprise of additional information such as vehicle parameters. The vehicle parameters can comprise of base weight of the vehicle (M), coefficient of aerodynamic drag (Cd), frontal area (A), tyre rolling radius (RR), Co-efficient of tyre rolling resistance (Crr), transmission gear ratio (GR), motor TSE (torque, speed and efficiency map), and so on.

[0035] The interface 203 can enable the RECU 101 to communicate with other modules such as the ECU 102, the BMU 107, the charger 110, the user interface 112, the location monitoring system 111, the telematics unit 114, and so on.

[0036] The controller 201 can manage the profiles. The controller 201 can update the profiles, based on instructions received through the interface 203 from the user interface 112. The controller 201 can select at least one profile, based on inputs received from at least one other module, through the interface 203. The controller 201 can use the profiles to make determinations such as energy requirement, power requirement, recharging profiles and costs, and so on.

[0037] FIG. 3 is a flowchart depicting a process of determining at least one optimum point at which the engine needs to be switched ON/OFF, when the vehicle is being driven, to ensure the destination is reached with required end battery charge remaining and required end fuel remaining. The RECU 101 determines (301) a determined speed and torque profile for a destination. The RECU 101 can use parameters related to the journey being undertaken or to be undertaken by the car and stored parameters. The parameters related to the journey can comprise of the destination, the distance, elevation, time, at least one idle point, and so on. These parameters can be provided by the user using the user interface 112 or can be determined by the RECU 101 (based on pre-configured criteria, user history, and so on). The stored parameters can comprise of M, Cd, A, RR, Crr, GR, TSE, and so on. The RECU 101 can determine the torque and speed profile as follows:

Net Force, Fnet = Face - (Faero+Froll+Fgrade)

Where, Face = Force Available for Acceleration from Drivetrain

Faero = Aero Dynamic Force

Froll = Rolling Resistance Force

Fgrade = Road Gradient Force)

Torque Available for Acceleration = Tmot * GR * DL

Where, Tmot = Motor Torque

GR = Gear Ratio

DL = DrivelineLoss Factor

Force Available for Acceleration, Face = Motor Torque * Gear Ratio * DrivelineLoss Factor * 1/Tyre Rolling Radius

Aero Dynamic Force, Faero = 0.5 * Cd * A * Rho * Vs^A2

Rolling Resistance, Froll = Crr * M * 9.81 * Cos(G)

Road Gradient Force, Fgrade = M * 9.81 * Sin(G)

Vehicle Acceleration, Va = Fnet/M

Predicted Vehicle Speed, Vspd = Integral {Va} [0038] Based on the determined speed and torque profile, the RECU 101 determines (302) the energy requirement profile from the battery till the destination. Based on the determined speed and torque profile and stored parameters (such as the battery amperehour capacity, battery watthour capacity, battery peak power capacity, battery continuous power capacity, battery State of Charge (SOC) versus voltage curve, battery SOC versus charging current curve, battery SOC versus temperature versus internal resistance map, peak power output, the continuous power output, the output power versus temperature curve, and so on), the RECU 101 determines (303) the battery energy availability profile till the destination. The RECU 101 identifies (304) at least one energy deficit/surplus point by finding the difference between the energy requirement profile from the battery till the destination and the battery energy availability profile till the destination. The identified energy deficit/surplus point can be points during the trip where the range extender can be turned on/off respectively, hereby extending the range. The RECU 101 checks (305) if the trip can be completed using the identified energy deficit/surplus point(s). If the trip can be completed using the identified energy deficit/surplus point(s), the RECU 101 finalizes (306) the range extender on/off points. If the trip cannot be completed using the identified energy deficit/surplus point(s), the RECU 101 repeats step (303) onwards using the identified energy deficit/surplus point(s) and repeats the above mentioned process till the identified energy deficit/surplus point(s) enable the trip to be completed. The various actions in method 300 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 3 may be omitted.

[0039] FIGs. 4a and 4b graphically depicts the process of identifying at least one optimum point for a section of a drive using the process as mentioned above, to ensure the destination is reached with required end battery charge remaining. Based on user inputs, consider that the total distance estimated to be travelled is lOOkms and the total time estimated for travel is 8000 secs. The RECU 101 creates the range extender switch on points at every 8000/4 secs i.e. at 2000s, at 4000s, at 6000s, at 8000s (not switched ON). The RECU 101 starts estimation iterations from 8000s, every 2000s.

Case 0: Range Extender Not Switched On

Based on calculated speed, torque, power and energy profiles:

Estimated distance possible: 60kms

Predicted distance less than target, hence case rejected

Check next switch on point

Case 1: Range Extender switched ON at Time Tl=4000secs

Based on calculated speed, torque, power and energy profiles:

Estimated distance possible: 85kms

Predicted distance less than target, hence case rejected

Check next switch on point

Case 2: Range Extender switched ON at Time T2= 2000secs

Based on calculated speed, torque, power and energy profiles:

Estimated distance possible: 105kms [0040] Case 2 satisfies the required distance target. Therefore established that Range extender needs to be switched on at or before 2000secs into the trip.

[0041] FIG. 5 is a flowchart describing the process steps of arriving at the optimum switch on/off points to ensure there is enough power capacity to reach the destination. The RECU 101 determines (501) the determined speed and torque profile till a destination. The RECU 101 can use parameters related to the journey being undertaken or to be undertaken by the car, the determined idle point(s), and stored parameters. The parameters related to the journey can comprise of the destination, the distance, elevation, time, at least one idle point, and so on. These parameters can be provided by the user using the user interface 112 or can be determined by the RECU 101 (based on pre-configured criteria, user history, and so on). The stored parameters can comprise of M, Cd, A, RR, Crr, GR, TSE, and so on. Based on the determined speed and torque profile, the RECU 101 determines (502) the power requirement profile from the battery till the destination. Based on the determined speed and torque profile and stored parameters (such as the battery amperehour capacity, battery watthour capacity, battery peak power capacity, battery continuous power capacity, battery State of Charge (SOC) versus voltage curve, battery SOC versus charging current curve, peak power output, the continuous power output, the output power versus temperature curve, and so on), the

RECU 101 determines (503) the battery power availability profile till the destination. The

RECE1 101 can determine the battery power profile as follows:

Predicted Battery Power Profile, Bpwr = Tmot * Nmot *1/9550* 1/Emot (every Is duration)

Predicted Battery Energy Profile = Bpwr * 1/3600 (every Is duration)

Where, Tmot = Motor Torque

Nmot = Motor RPM

Emot = Motor Efficiency [0042] The RECE1 101 identifies (504) at least one power deficit/surplus point by finding the difference between the power requirement profile from the battery till the destination and the battery power availability till the destination. The identified power deficit/surplus point can be points during the trip where the range extender can be turned on/off respectively, hereby extending the range. The RECE1 101 checks (505) if the trip can be completed using the identified power deficit/surplus point(s). Further details of this step have been disclosed in Indian patent application 201641002181, the contents of which have been included herein by reference. If the trip can be completed using the identified power deficit/surplus point(s), the RECU 101 finalizes (506) the range extender on/off points. If the trip cannot be completed using the identified energy deficit/surplus point(s), the RECU 101 repeats step (503) onwards using the identified energy deficit/surplus point(s) and repeats the above mentioned process till the identified power deficit/surplus point(s) enable the trip to be completed. The various actions in method 500 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 5 may be omitted.

[0043] FIGs, 6a and 6b graphically depict identification of at least one optimum point for a section of a drive using the process mentioned in Fig 5 to ensure that destination is reached with required power capability even if a sudden high power demand window is required during a trip being undertaken by the vehicle. FIG. 6a depicts an example scenario where there is a high-power demand section as part of a user’s trip plan. Consider that a hill is required to be crossed towards the end of the trip when it is also more likely that the SOC is at a low level. It is a known fact that the power deliver capability of batteries 110 diminishes at lower SOCs. The RECU 101 can switch on the range extender at an estimated point, so that when the vehicle reaches the hill the SOC level is high enough to supply the higher power demand.

[0044] Based on user inputs, consider that the total time estimated for travel is 8000 secs. The RECU 101 creates range extender switch on points at every 8000/4 secs i.e. at 2000s, at 4000s, at 6000s, at 8000s(not switched ON).

Case 0: Range Extender Not Switched On

Based on calculated speed, torque and power profile and the stored Battery SOC versus Power Availability curve:

Battery Power Demand exceeds availability at several points: i.e. at 4500secs, 5500secs, 6000secs and 7500 secs Hence case rejected

Case 1: Range Extender Switched On at 4000secs

Battery Power Demand exceeds availability at 2 points: i.e. at 4500secs and 5500secs Hence case rejected. Check next switch on point

Case 2: Range Extender Switched On at 1500secs

Battery Power Demand does not exceed Availability at any point of time [0045] Hence established that range extender needs to be switched on at or before 1500s secs into the trip.

[0046] FIG. 7 is a flowchart depicting the process of controlling the battery recharging schedule based on trip plan and the applicable electrical utility charges. The RECU 101 determines (701) values such as the determined speed and torque profile till a destination and the high/low tariff points for a pre-configured time period (such as a day, week, and so on). The RECU 101 can use parameters related to the journey being undertaken or to be undertaken by the car, the determined idle point(s), and stored parameters. The parameters related to the journey can comprise of the destination, the distance, elevation, time, at least one idle point, and so on. The RECU 101 can use usage details over the pre-configured time period such as recharging cost limits, distance pattern, elevation pattern, idle points pattern, recharge opportunity patterns, and so on. The RECU 101 can also use details related to the communication infrastructure, such as recharge opportunity points, tariff variations (over the pre-configured time period), and so on. The user using the user interface 112 can provide these parameters. The RECU 101 can determine these parameters (based on pre-configured criteria, user history, and so on). The RECU 101 can fetch these parameters from at least one pre-defined location (such as a cloud, a server, and so on). The stored parameters can comprise of M, Cd, A, RR, Crr, GR, TSE, and so on. Based on the determined values, the RECU 101 determines (702) the required recharging profile and the recharging cost limit, and so on. Based on the determined values and stored parameters (such as the battery peak power capacity, battery continuous power capacity, battery SOC versus temperature versus power curve, battery SOC versus charging current curve, peak power output, continuous power output, output power versus temperature curve, peak charge power output, continuous charge power output, charger output power versus temperature curve, and so on), the RECU 101 determines (703) the recharging profile and the recharging costs. The RECU 101 identifies (704) at least one high/low tariff recharge point by finding the difference between the required recharging profile and the recharging cost limit and the recharging profile and the recharging costs. The RECU 101 checks (705) if the recharging cost is within a pre-defined cost threshold (which can be pre-defined either by the user, the manufacturer, or any other authorized person). If the recharging cost is within the pre-defined cost threshold, the RECU 101 finalizes (705) the range extender on/off points. If the recharging cost is not within the pre-defined cost threshold, the RECU 101 repeats step (703) onwards using the identified high/low tariff recharge point(s) and repeats the above mentioned process till the identified high/low tariff recharge point(s) bring the costs less than or equal to the pre-defined cost threshold. The various actions in method 700 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 7 may be omitted.

[0047] FIG. 8 depicts an example of how the method as disclosed in FIG. 7 is used based on the user’s trip plan for two consecutive days. Consider a case where the tariffs for recharging from the utility vary as shown in the figure. It can be seen that the tariff is highest between 7am to 12PM and again between 4PM to 9PM. It is lowest between 1AM to 6AM. It is therefore desirous that recharging of the car happens at low tariff periods if the trip schedule allows it. The RECU 101 can control the range extender operation in such a way to facilitate maximum recharge events to occur at low tariff periods. The RECU 101 can achieve this by switching on the range extender during a drive to match with the future low tariff window period and future trip plan of the user.

[0048] The embodiments disclosed herein can be implemented through at least one software program running on at least one hardware device and performing network management functions to control the network elements. The elements shown in Figs. 1 and 2 include blocks, which can be at least one of a hardware device, or a combination of hardware device and software module.

[0049] The embodiments herein disclose methods and systems for controlling range extender and battery power delivery systems in vehicles Therefore, it is understood that the scope of the protection is extended to such a program and in addition to a computer readable means having a message therein, such computer readable storage means contain program code means for implementation of one or more steps of the method, when the program runs on a server or mobile device or any suitable programmable device. The method is implemented in a preferred embodiment through or together with a software program written in e.g. Very high speed integrated circuit Hardware Description Language (VHDL) another programming language, or implemented by one or more VHDL or several software modules being executed on at least one hardware device. The hardware device can be any kind of portable device that can be programmed. The device may also include means which could be e.g. hardware means like e.g. an ASIC, or a combination of hardware and software means, e.g. an ASIC and an FPGA, or at least one microprocessor and at least one memory with software modules located therein. The method embodiments described herein could be implemented partly in hardware and partly in software. Alternatively, the invention may be implemented on different hardware devices, e.g. using a plurality of CPUs.

[0050] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

STATEMENT OF CLAIMS

Claims

We claim:

1. A method for managing range of a vehicle, the method comprising determining a speed and torque profile for a destination by a Range Extender Control Unit (RECU) (101), wherein the RECU (101) uses parameters comprising of the destination, distance to the destination, elevation, time, at least one idle point, base weight of the vehicle (M), co-efficient of aerodynamic drag (Cd), frontal area (A), tyre rolling radius (RR), Co-efficient of tyre rolling resistance (Crr), transmission gear ratio (GR), and motor TSE (torque, speed and efficiency map);

determining an energy requirement profile from a battery (109) present in the vehicle by the RECU (101) using the determined speed and torque profile;

determining a battery energy availability profile till the destination by the RECU (101) using the determined speed and torque profile and at least one parameter comprising of battery amperehour capacity, battery watthour capacity, battery peak power capacity, battery continuous power capacity, battery State of Charge (SOC) versus voltage curve, battery SOC versus charging current curve, battery SOC versus temperature versus internal resistance map, peak power output, continuous power output, and output power versus temperature curve;

identifying at least one energy deficit/surplus point by the RECU (101) by finding difference between the energy requirement profile and the battery energy availability profile till the destination; and finalizing the at least one energy deficit/surplus point by the RECU (101), if the vehicle can reach the destination using the identified at least one energy deficit/surplus point.

2. The method, as claimed in claim 1, wherein the method further comprises determining a power requirement profile from a battery (109) present in the vehicle by the RECU (101) using the determined speed and torque profile;

determining a battery power availability profile till the destination by the RECU (101) using the determined speed and torque profile and at least one parameter comprising of battery amperehour capacity, battery watthour capacity, battery peak power capacity, battery continuous power capacity, battery State of Charge (SOC) versus voltage curve, battery SOC versus charging current curve, battery SOC versus temperature versus internal resistance map, peak power output, continuous power output, and output power versus temperature curve;

identifying at least one power deficit/surplus point by the RECU(lOl) by finding difference between the power requirement profile and the battery power availability profile till the destination; and finalizing the at least one power deficit/surplus point by the RECU (101), if the vehicle can reach the destination using the identified at least one power deficit/surplus point.

3. The method, as claimed in claim 1, wherein the method further comprises determining high/low tariff points for a pre-configured time period by the RECU (101), wherein the RECU (101) uses usage details over the pre-configured time period such as recharging cost limits, distance pattern, elevation pattern, idle points pattern, recharge opportunity patterns, recharge opportunity points, and tariff variations over the pre-configured time period;

determining the required recharging profile and the recharging cost limit by the RECU (101) using the determined speed and torque profile and the determined high/low tariff points;

determining recharging profile and recharging costs by the RECU (101) using the battery peak power capacity, battery continuous power capacity, battery SOC versus temperature versus power curve, battery SOC versus charging current curve, peak power output, continuous power output, output power versus temperature curve, peak charge power output, continuous charge power output, and charger output power versus temperature curve;

identifying at least one high/low tariff recharge point by the RECU (101) by finding difference between the required recharging profile and the recharging cost limit and the recharging profile and the recharging costs; and finalizing the at least one energy deficit/surplus point by the RECU (101), if the determined recharging cost is within a pre-defined cost threshold.

4. A system (100) for managing range of a vehicle, the system comprising a Range Extender Control Unit (RECU) (101), the RECU (101) configured for determining a speed and torque profile for a destination, wherein the RECU (101) uses parameters comprising of the destination, distance to the destination, elevation, time, at least one idle point, base weight of the vehicle (M), co-efficient of aerodynamic drag (Cd), frontal area (A), tyre rolling radius (RR), Co-efficient of tyre rolling resistance (Crr), transmission gear ratio (GR), and motor TSE (torque, speed and efficiency map);

determining an energy requirement profile from a battery (109) present in the vehicle using the determined speed and torque profile;

determining a battery energy availability profile till the destination using the determined speed and torque profile and at least one parameter comprising of battery amperehour capacity, battery watthour capacity, battery peak power capacity, battery continuous power capacity, battery State of Charge (SOC) versus voltage curve, battery SOC versus charging current curve, battery SOC versus temperature versus internal resistance map, peak power output, continuous power output, and output power versus temperature curve;

identifying at least one energy deficit/surplus point by finding difference between the energy requirement profile and the battery energy availability profile till the destination; and finalizing the at least one energy deficit/surplus point, if the vehicle can reach the destination using the identified at least one energy deficit/surplus point.

5. The system, as claimed in claim 4, wherein the RECU (101) is further configured for determining a power requirement profile from a battery (109) present in the vehicle using the determined speed and torque profile;

determining a battery power availability profile till the destination using the determined speed and torque profile and at least one parameter comprising of battery amperehour capacity, battery watthour capacity, battery peak power capacity, battery continuous power capacity, battery State of Charge (SOC) versus voltage curve, battery SOC versus charging current curve, battery SOC versus temperature versus internal resistance map, peak power output, continuous power output, and output power versus temperature curve;

identifying at least one power deficit/surplus point by finding difference between the power requirement profile and the battery power availability profile till the destination; and finalizing the at least one power deficit/surplus point, if the vehicle can reach the destination using the identified at least one power deficit/surplus point.

6. The system, as claimed in claim 4, wherein the RECU (101) is further configured for determining high/low tariff points for a pre-configured time period, wherein the

RECU (101) uses usage details over the pre-configured time period such as recharging cost limits, distance pattern, elevation pattern, idle points pattern, recharge opportunity patterns, recharge opportunity points, and tariff variations over the pre-configured time period;

determining the required recharging profile and the recharging cost limit using the determined speed and torque profile and the determined high/low tariff points;

determining recharging profile and recharging costs using the battery peak power capacity, battery continuous power capacity, battery SOC versus temperature versus power curve, battery SOC versus charging current curve, peak power output, continuous power output, output power versus temperature curve, peak charge power output, continuous charge power output, and charger output power versus temperature curve;

identifying at least one high/low tariff recharge point by finding difference between the required recharging profile and the recharging cost limit and the recharging profile and the recharging costs; and finalizing the at least one energy deficit/surplus point, if the determined recharging cost is within a pre-defined cost threshold.

Go?

Intellectual

Property

Office

Application No: Claims searched:

GB 1708461.7 1-6