WO2024105691A1

WO2024105691A1 - System and method to provide electronic load with uniform regeneration current

Info

Publication number: WO2024105691A1
Application number: PCT/IN2023/051039
Authority: WO
Inventors: Bharathraj Jayaraman; Maria Sylvester Vivian
Original assignee: Ola Electric Mobility Limited
Priority date: 2022-11-14
Filing date: 2023-11-09
Publication date: 2024-05-23

Abstract

System and method to provide a uniform regeneration system (106) for one-pedal driving is disclosed. The uniform regeneration system (106) in a vehicle (100), includes a battery (112) and an electronic load (114). The battery (112) and the electronic load (114) receive current one at a time by two different paths, respectively, during regenerative braking of the vehicle (100). A controller (108) based on a state of charge (SoC) of the battery (112) exceeding a threshold SoC during the regenerative braking, performs control that breaks the path to the battery (112) and connects the other path to the electronic load (114).

Description

SYSTEM AND METHOD TO PROVIDE ELECTRONIC LOAD WITH UNIFORM REGENERATION CURRENT

BACKGROUND

FIELD OF THE DISCLOSURE

Various embodiments of the disclosure relate generally to electronic systems. More specifically, various embodiments of the disclosure relate to a method and system to provide an electronic load with uniform regeneration current.

DESCRIPTION OF THE RELATED ART

Regenerative braking converts kinetic energy dissipated during braking of a vehicle to power and releases a regeneration current for charging a battery of the vehicle. A single pedal along with regenerative braking gives a comfortable experience to a user while braking the vehicle. A single pedal in a one -pedal driving mode is used for accelerating and braking the vehicle. The vehicle is accelerated by applying a force on the single pedal. Further, the vehicle is brought to a stop by lifting off the force from the single pedal.

In the one-pedal driving mode, when the regeneration current is greater than a current handling capacity of the battery at a given instance, the battery is unable to accept the regeneration current. Further, the provision of the regen current to any other components of the vehicle may result in a damage to the components as the components may be unable to handle the amount of the regen current.

In light of the foregoing, there exists a need for a technical and reliable solution that overcomes the above-mentioned limitations.

SUMMARY

Methods and systems to provide an electronic load with uniform regeneration current for one- pedal driving mode and an apparatus including the one pedal are provided substantially as shown in, and described in connection with, at least one of the figures, as set forth more completely in the claims. These and other features and advantages of the present disclosure may be appreciated from a review of the following detailed description of the present disclosure, along with the accompanying figures in which like reference numerals refer to like parts throughout.

BRIEF DESCRIPTION OF THE DRAWINGS

Various embodiments of the present disclosure are illustrated by way of example, and not limited by the appended figures, in which like references indicate similar elements:

FIG. 1 is a block diagram that illustrates a vehicle, in accordance with an exemplary embodiment of the present disclosure;

FIGS. 2A-2C, collectively, represents a block diagram that illustrates exemplary scenarios of working of a controller of the vehicle of FIG. 1 in accordance with an exemplary embodiment of the present disclosure; and

FIG. 3 represents a flowchart that illustrates a method for providing uniform regeneration current to an electronic load of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure.

Further areas of applicability of the present disclosure will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description of exemplary embodiments is intended for illustration purposes only and is, therefore, not intended to necessarily limit the scope of the disclosure.

DETAILED DESCRIPTION OF EMBODIMENTS

The present disclosure is best understood with reference to the detailed figures and description set forth herein. Various embodiments are discussed below with reference to the figures. However, those skilled in the art will readily appreciate that the detailed descriptions given herein with respect to the figures are simply for explanatory purposes as the methods and systems may extend beyond the described embodiments. In one example, the teachings presented and the needs of a particular application may yield multiple alternate and suitable approaches to implement the functionality of any detail described herein. Therefore, any approach may extend beyond the particular implementation choices in the following embodiments that are described and shown. Further, the detailed description of the appended drawings is intended as a description of the currently preferred embodiments of the present disclosure and is not intended to represent the only form in which the present disclosure may be practiced.

References to “an embodiment”, “another embodiment”, “yet another embodiment”, “one example”, “another example”, “yet another example”, “for example”, and so on, indicate that the embodiment(s) or example(s) so described may include a particular feature, structure, characteristic, property, element, or limitation, but that not every embodiment or example necessarily includes that particular feature, structure, characteristic, property, element or limitation. Furthermore, repeated use of the phrase “in an embodiment” does not necessarily refer to the same embodiment.

Exemplary aspects of the disclosure provide a uniform regeneration system in a vehicle. The uniform regeneration system includes a battery configured to receive current by a first path and an electronic load configured to receive the current by a second path. Further, the uniform regeneration system includes a controller configured to perform control to break the first path before the battery is completely charged and connect the second path to the electronic load to dissipate the current, based on the current generated during regenerative braking of the vehicle being greater than a real-time current handling capacity of the battery.

In another embodiment, a vehicle includes a uniform regeneration system. The uniform regeneration system includes a battery configured to receive current by a first path. The vehicle includes an electronic load configured to receive the current by a second path. Further, the vehicle includes a controller configured to perform control to break the first path before the battery is completely charged and connect the second path to the electronic load to dissipate the current, based on the current generated during regenerative braking of the vehicle being greater than a real-time current handling capacity of the battery.

In yet another embodiment, a method is provided. The method includes performing control, by a controller of a vehicle, to break a first path to a battery of the vehicle and connect a second path to an electronic load of the vehicle before the battery is completely charged and based on current generated during regenerative braking being greater than a real-time current handling capacity of the battery. Based on the breaking of the first path and connecting of the second path, the current generated during the regenerative braking is dissipated by the electronic load. The method further includes performing control, by the controller, to re-connect the first path and break the second path based on the current generated during the regenerative braking being less than the real-time current handling capacity of the battery. Based on the breaking of the second path and re-connecting of the first path, the current is received by the battery.

In some embodiments, a contactor is coupled to the controller and configured to break one of the first path and the second path based on the control performed by the controller.

In some embodiments, the controller is configured to continuously monitor the real-time current handling capacity of the battery during the regenerative braking to determine whether the current generated during the regenerative braking is greater than the real-time current handling capacity of the battery.

In some embodiments, upon the determination that the current generated during the regenerative braking is greater than the real-time current handling capacity of the battery, the contactor connects the second path and breaks the first path based on the control performed by the controller.

In some embodiments, upon the determination that the current generated during the regenerative braking is less than the real-time current handling capacity of the battery, the contactor re-connects the first path and breaks the second path based on the control performed by the controller.

In some embodiments, the uniform regeneration system includes a motor configured to generate the current during the regenerative braking based on conversion of kinetic energy to electrical energy.

In some embodiments, based on the connection of the second path and breaking of the first path, the current generated during the regenerative braking is transferred from the motor to the electronic load via the contactor.

In some embodiments, at any time instance during the regenerative braking, one of the first path or the second path is connected.

In some embodiments, the vehicle has a single pedal for acceleration and braking. The vehicle accelerates based on a force being applied to the single pedal. Additionally, the vehicle undergoes braking when the force is lifted off the single pedal. In some embodiments, the electronic load is a resistive load isolated from one or more other components in the vehicle.

In some embodiments, a current handling capacity of the battery decreases with an increase in a state of charge of the battery. The real-time current handling capacity of the battery corresponds to the current handling capacity determined in real-time or near real-time in accordance with the SoC of the battery.

In some embodiments, the uniform regeneration system includes a contactor coupled to the controller and is configured to break one of the first path and the second path based on the control performed by the controller.

In some embodiments, the vehicle includes a single pedal for acceleration and braking. The vehicle accelerates based on a force being applied to the single pedal. The vehicle undergoes braking when the force is lifted off the single pedal.

In some embodiments, the uniform regeneration system includes a motor coupled to the battery and is configured to generate the current during the regenerative braking based on conversion of kinetic energy to electrical energy.

In some embodiments, a current handling capacity of the battery decreases with an increase in a state of charge (SoC) of the battery. The real-time current handling capacity of the battery corresponds to the current handling capacity determined in real-time or near real-time in accordance with the SoC of the battery.

The disclosed uniform regeneration system and method provide a solution for uniform regeneration of current for a one -pedal driving mode. Conventionally, during regeneration braking, a regen current is produced to be supplied back to a battery. However, the regen current may be greater than the current handling capacity of the battery at a given instance. The present disclosure directs the regen current to an electric load if the regenerative current is greater than the current handling capacity of the battery. Thus, a damage to the battery is avoided. Further, the electronic load is supplied with power and a need for an additional source to power the electronic load is eliminated. Further, in the present disclosure, the electronic load accepts the regen current for charging when the current handling capacity of the battery is less than the regen current, thus the rate at which the regen current is supplied over a duration of time to the electronic load is uniform. FIG. 1 is a block diagram that illustrates a vehicle 100 in accordance with an exemplary embodiment of the present disclosure. The vehicle 100 includes a motor 102, a pedal 104, and a uniform regeneration system 106. The vehicle 100 has a single pedal 104, z.e., the pedal 104, for accelerating and braking the vehicle 100. The vehicle 100 may be any battery-operated device. In an example, the vehicle 100 may be an electric vehicle or a hybrid vehicle. It will be apparent to a person of ordinary skill in the art that the above examples of the vehicle 100 do not limit the scope of the disclosure.

The motor 102 may include suitable logic, circuitry, and interface that may be configured to convert electric energy to kinetic energy or kinetic energy to electric energy for various operations of the vehicle 100. Examples of the motor 102 may include but are not limited to, a permanent magnet synchronous motor, an interior permanent magnet synchronous motor, a surface permanent magnet synchronous motor, or the like.

The motor 102 may be coupled, by various embodiments, to the pedal 104 and the uniform regeneration system 106. Various embodiments of the coupling may include a mechanical coupling, an electrical coupling, or the like. The motor 102 is configured to accelerate the vehicle 100 or rotate in an intended direction to produce kinetic energy to run the vehicle 100. During acceleration of the vehicle 100, the motor 102 is supplied with electrical energy from the uniform regeneration system 106 and the motor 102 provides power to rotate a set of wheels (not shown) on the vehicle 100 to drive the vehicle 100. During regenerative braking of the vehicle 100, electrical energy supply to the motor 102 is stopped, however momentum of the vehicle 100 enables the set of wheels to be in motion. The motor 102, forced to rotate mechanically, thus produces electrical power. The motor 102 also includes a pedal sensor (not shown). The pedal sensor senses a force applied to the pedal 104. The pedal sensor senses and accelerates the vehicle 100 based on a rate at which a force is being applied to the pedal 104. However, in an event when the force is lifted off the pedal 104, the vehicle 100 undergoes braking, z.e., regenerative braking, and produces current, z.e., “regen current”. Interchangeably, the regen current can be referred to as a “regeneration current”. The regen current is generated by the motor 102 during regenerative braking and is directly proportional to the rate at which the force is lifted off the pedal 104.

The pedal 104 may include suitable logic, circuitry, interface, and/or code, executable by the circuitry that may be configured to trigger acceleration or braking of the vehicle 100. Interchangeably, the pedal 104 may be referred to as “one pedal” or a “single pedal”. The uniform regeneration system 106 may include suitable logic, circuitry, interface, and/or code, executable by the circuitry that may be configured to perform various operations, for example, receiving electrical energy from the motor 102. The uniform regeneration system 106 comprises a controller 108 coupled to a contactor 110, a battery 112, and an electronic load 114. The controller 108 may be coupled to the contactor 110 by way of mechanical coupling, electromagnetic coupling, or the like. Interchangeably, the uniform regeneration system 106 can also be referred to as a “battery management system” (BMS). Examples of the uniform regeneration system 106 may include a centralized battery management system, a decentralized battery management system, or the like.

The controller 108 may include suitable logic, circuitry, interface, and/or code, executable by the circuitry that may be configured to perform various operations. One of the operations includes controlling torque of the motor 102. In another operation, the controller 108 may be configured to manage a state of charge (SoC) of the battery 112 and the electronic load 114. The controller 108 is configured to convert a first DC voltage supplied from the battery 112 into a three-phase AC voltage to drive the motor 102. The controller 108 may be further configured to convert the three-phase AC voltage generated by the motor 102 into a second DC voltage during the regenerative braking, and supply the second DC voltage to the battery 112 or the electronic load 114. Values of the second DC voltage are proportional to values of the regen current. For the sake of brevity, the controller 108 is a single entity. However, in some embodiments, the functions of the controller 108 can be performed by two or more components. Examples of the controller 108 may include but are not limited to, an ASIC processor, a RISC processor, a CISC processor, a microcontroller, or the like.

During the regenerative braking, at any time instance, any one of a first path or a second path is connected. The controller 108 thus selects one of the first path or the second path to provide the regen current to the battery 112 or the electronic load 114, respectively. Alternatively stated, the controller 108 connects one of the first path to the battery 112 and the second path to the electronic load 114 to provide the regen current. In addition, the controller 108 may further break one of the first path to the battery 112 and the second path to the electronic load 114 to cut-off the supply of the regen current to the battery 112 and the electronic load 114, respectively. Breaking of the first path or the second path refers to cutting-off the supply of the regen current to the battery 112 or the electronic load 114, respectively. The controller 108 continuously monitors if the regen current generated during the regenerative braking is greater than a real-time current handling capacity of the battery. The real-time current handling capacity of the battery (112) corresponds to a current handling capacity determined in real-time or near real-time. The current handling capacity of the battery 112 decreases with an increase in the SoC of the battery 112, hence an amount of the regen current that the battery 112 accepts during a time period reduces. In other words, a rate at which the battery 112 accepts the regen current subsides. In an example, the regen current value is 14 amperes (A), the SoC of the battery 112 is 60%, and the threshold SoC is 50%. The battery 112 is able to pull the regen current corresponding to 60% that is 8A. Thus, 8A is the real-time current handling capacity. Hence, supplying the regen current of 14A to the battery 112 might damage the battery 112. When the SoC of the battery 112 is less than the threshold SoC of 50%, the rate at which the battery 112 accepts 14A is 2 seconds that is the uniform rate of the regen current. Further, when the SoC of the battery 112 is at 60%, z.e., the SoC is greater than the threshold SoC, the rate at which the battery 112 accepts 14A is 10 seconds that is lower than the uniform rate of the regen current. Hence, to provide uniform rate at which the regen current is accepted, the battery 112 is compared with the threshold SoC. If upon determination that the SoC of the battery 112 is greater than or equal to the threshold SoC, the controller 108 communicates to the contactor 110 to provide the regen current to the electronic load 114. If upon determination that the SoC of the battery is not greater than the threshold SoC, the controller 108 communicates to the contactor 110 to provide the regen current to the battery 112.

In another embodiment, the controller 108 continuously compares the SoC of the electronic load 114 with a minimum SoC to determine whether the SoC of the electronic load 114 is greater than or equal to the minimum SoC. A minimum SoC is decided by minimum amount of SoC of the electronic load 114 to aid in generation of minimum voltage that is essential for the electronic load 114 to function. If upon determination that the SoC of the battery is less than the minimum SoC, the controller 108 communicates to the contactor 110 to provide the regen current to the electronic load 114. If upon determination that the SoC of the battery is greater than or equal to the minimum SoC, the controller 108 communicates to the contactor 110 to provide the regen current to the battery 112.

The contactor 110 is coupled to the controller 108. Examples of the coupling may include electrical coupling, mechanical coupling, magnetic coupling, or the like. The contactor 110 may include suitable logic, circuitry, interface, and/or code, executable by the circuitry that may be configured to receive communication from the controller 108 to provide the regen current to the battery 112 or the electronic load 114. Examples of the contactor 110 may include but are not limited to, an auxiliary contact, a contact spring, a power contact, or the like.

The battery 112 may include suitable logic, circuitry, and interface, executable by the circuitry that may be configured to provide electrical power to drive the motor 102. Additionally, the battery 112 recharges by the regen current from the contactor 110. Examples of the battery 112 may include, but are not limited to, a lithium ion (Li-Ion) battery pack, a nickel-cadmium battery pack, a molten salt (Na-NiC12) battery pack, a nickel-metal hydride (Ni-MH) battery pack, a lithium- sulphur (Li-S) battery pack, or the like.

The electronic load 114 may include suitable logic, circuitry, interface, and/or code, executable by the circuitry that may be configured to function based on a reception of the regen current. In one embodiment, the electronic load 114 is configured to provide to a heater (not shown) the regen current to dissipate heat. In another embodiment, the electronic load 114 is a heater that dissipates heat based on the reception of the regen current. The heater is provided with a ground connection to dissipate heat and is isolated from one or more components of the vehicle 100. The electronic load 114 is configured to withstand a peak and average value of the regen current generated during regenerative braking. In an example, if the peak value of the regen current is 118A and the average value of the regen current is 55A, the electronic load 114 is designed to withstand 118A for at least 3 seconds and 55A for at least 10 seconds. If a terminal voltage of the battery 112 is 50V, the rated power is product of the terminal voltage and the average value of the regen current,

the rated power is 2.75 kilowatt (kW). Hence, a 3kW heater may be used. Examples of the electronic load 114 may include, but are not limited to, a positive temperature coefficient (PTC) heater, an electric heater, a resistive load, or the like.

In another embodiment, the electronic load includes a set of components. Examples of the set of components may include a liquid crystal display, a set of light emitting diodes (LED), an air conditioning system, or the like.

In another embodiment, the contactor 110 is connected to a DC-DC converter to convert high voltage or current received by the contactor 110 into voltage that can be supplied to the electronic load 114.

In operation, when the regen current is greater than the real-time current handling capacity of the battery 112, the contactor 110 connects the second path and breaks the first path, based on the control performed by the controller 108. If the contactor 110 is connected to the first path and the regen current is less than the real-time current handling capacity of the battery 112, the contactor 110 remains connected to the first path, based on the control performed by the controller 108. If the contactor 110 is connected to the second path and the regen current is greater than the real-time current handling capacity of the battery 112, the contactor 110 remains connected to the second path, based on the control performed by the controller 108. If the contactor is connected to the second path and the regen current is less than the real-time current handling capacity of the battery 112, the contactor 110 connects the first path and breaks the second path, based on the control performed by the controller 108.

In another embodiment, the contactor 110 is connected to the first path and the second path. If the contactor 110 is connected to the first path and the SoC of the electronic load 114 is less than the minimum SoC, the contactor 110 connects the second path and breaks the first path, based on the control performed by the controller 108. If the contactor is connected to the first path and the SoC of the electronic load 114 is greater than the minimum SoC, the contactor 110 remains connected to the first path, based on the control performed by the controller 108. If the contactor 110 is connected to the second path and the SoC of the electronic load 114 is less than the minimum SoC, the contactor 110 remains connected to the second path, based on the control performed by the controller 108. If the contactor 110 is connected to the second path and the SoC of the electronic load 114 is greater than or equal to the minimum SoC, the contactor 110 connects the first path and breaks the second path, based on the control performed by the controller 108.

FIGS. 2A-2C, collectively, represents a block diagram that illustrates exemplary scenarios for working of the controller 108 in accordance with an exemplary embodiment of the present disclosure. Referring now to FIG. 2A, the contactor 110 is connected to the battery 112 through the first path. The controller 108 determines if the regen current is greater than or equal to the real-time current handling capacity of the battery 112. FIG. 2A scenario implies the regen current is less than the real-time current handling capacity of the battery 112, hence the regen current is supplied to the battery 112.

Referring now to FIG. 2B, the contactor 110 connects to the second path after breaking the first path. The controller 108 determines if the regen current is greater than or equal to the real-time current handling capacity of the battery 112. FIG. 2B scenario implies that the regen current is greater than or equal to the real-time current handling capacity of the battery 112, hence the regen current is supplied to the electronic load 114 by way of the second path after breaking the first path.

Referring now to FIG. 2C, the contactor 110 connects to the first path after breaking the second path. The controller 108 determines if the regen current is greater than or equal to the real-time current handling capacity of the battery 112. FIG. 2C scenario implies that the regen current is greater than the real-time current handling capacity of the battery 112, hence the regen current is supplied to the battery 112 by way of the first path after breaking the second path.

FIG. 3, represents a flowchart 300 that illustrates a method for providing uniform regeneration current, in accordance with an embodiment of the present disclosure. At 302, the regenerative braking is activated. The force is lifted off the pedal 104 and the regenerative braking is activated by the motor 102 by supplying the regen current to the battery 112 or the electronic load 114.

At 304, it is determined if the regen current is greater than or equal to the real-time current handling capacity of the battery 112. The controller 108 determines if the regen current is greater than or equal to the real-time current handling capacity of the battery 112.

If at 304, the controller 108 determines that the regen current is greater than or equal to the real-time current handling capacity of the battery 112, the process proceeds to 306a. At 306a, it is detected if the first path is connected. The controller 108 detects if the contactor 110 is connected to the first path.

If at 306a, it is determined that the contactor 110 is connected to the first path, the process proceeds to 308. At 308, a control to break the first path and connect the second path is performed. The contactor 110 performs control to break the first path and connect to the second path. The contactor 110 supplies the regen current to the electronic load 114.

At 310, it is detected whether the regenerative braking has stopped. The controller 108 detects if the regenerative braking has stopped. As the second path is connected, the contactor 110 supplies the regen current to the electronic load 114 and the controller 108 detects if the regenerative braking has stopped in the motor 102. If the regenerative braking has stopped, the process comes to a halt. If the regenerative braking has not stopped, 304 is executed.

If at 306a, the contactor 110 is not connected to the first path, the process proceeds to 310. If at 304, the controller 108 determines that the regen current is less than the real-time current handling capacity of the battery 112, the process proceeds to 306b. At 306b, it is detected if the second path is connected. The controller 108 detects if the contactor 110 is connected to the second path.

If at 306b, it is detected that the contactor 110 is not connected to the second path, the process proceeds to 310. If at 306b, if the contactor 110 is connected to the second path, the process proceeds to 312. At 312, a control to break the second path and connect to the first path is performed. The contactor 110 performs control to break the second path and connect to the first path. The contactor 110 supplies the regen current to the battery 112. After 312, 310 is executed.

The present disclosure directs the regen current to the electronic load 114 if the regen current is greater than the real-time current handling capacity of the battery 112, helping in preservation of state of health of the battery 112. Thus, the electronic load 114 powers from the regen current as compared to deriving power from the battery 112 or any external source. In addition, the electronic load 114 is sized in a manner to accept the regen current without being damaged. The power consumed by the uniform regeneration system 106 is low than conventional systems that utilize additional source of power to drive or charge the electronic load 114. Additionally, the rate at which the regen current is supplied to the battery 112 or the electronic load 114 is uniform based on the current handling capacity of the battery 112. Thus, the time required to charge the battery 112 or the electronic load 114 is less as compared to the charging time in conventional techniques that do not utilize the regen current for charging when the current handling capacity of the battery 112 is less than the regen current.

Techniques consistent with the present disclosure provide, among other features, a system and method for providing the electronic load 114 with the regeneration current. In the claims, the words ‘comprising’, ‘including’, and ‘having’ do not exclude the presence of other elements or steps then those listed in a claim. The terms “a” or “an,” as used herein, are defined as one or more than one. Unless stated otherwise, terms such as “first” and “second” are used to arbitrarily distinguish between the elements such terms describe. Thus, these terms are not necessarily intended to indicate temporal or other prioritization of such elements. The fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot be used to advantage. While various exemplary embodiments of the disclosed system and method have been described above it should be understood that they have been presented for purposes of example only, not limitations. It is not exhaustive and does not limit the disclosure to the precise form disclosed. Modifications and variations are possible in light of the above teachings or may be acquired from practicing of the disclosure, without departing from the breadth or scope.

Claims

CLAIMS WE CLAIM:

1. A uniform regeneration system (106) in a vehicle (100), comprising: a battery (112) configured to receive current by a first path; an electronic load (114) configured to receive the current by a second path; and a controller (108) configured to perform control to break the first path before the battery (112) is completely charged and connect the second path to the electronic load (114) to dissipate the current, based on the current generated during regenerative braking of the vehicle (100) being greater than a real-time current handling capacity of the battery (112).

2. The uniform regeneration system (106) as claimed in claim 1, comprising a contactor (110) coupled to the controller (108) and is configured to break one of the first path and the second path based on the control performed by the controller (108).

3. The uniform regeneration system (106) as claimed in claim 2, wherein the controller (108) is configured to continuously monitor the real-time current handling capacity of the battery (112) during the regenerative braking to determine whether the current generated during the regenerative braking is greater than the real-time current handling capacity of the battery (112).

4. The uniform regeneration system (106) as claimed in claim 3, wherein upon determination that the current generated during the regenerative braking is greater than the real-time current handling capacity of the battery (112), the contactor (110) connects the second path and breaks the first path based on the control performed by the controller (108).

5. The uniform regeneration system (106) as claimed in claim 4, wherein upon determination that the current generated during the regenerative braking is less than the real-time current handling capacity of the battery (112), the contactor (110) re-connects the first path and breaks the second path based on the control performed by the controller (108).

6. The uniform regeneration system (106) as claimed in claim 2, comprising a motor (102) configured to generate the current during the regenerative braking based on conversion of kinetic energy to electrical energy.

7. The uniform regeneration system (106) as claimed in claim 6, wherein based on connection of the second path and breaking of the first path, the current generated during the regenerative braking is transferred from the motor (102) to the electronic load (114) via the contactor (110).

8. The uniform regeneration system (106) as claimed in claim 1, wherein at any time instance during the regenerative breaking one of the first path or the second path is connected.

9. The uniform regeneration system (106) as claimed in claim 1, wherein the vehicle (100) has a single pedal (104) for acceleration and braking, wherein the vehicle (100) accelerates based on a force being applied to the single pedal (104), and wherein the vehicle (100) undergoes braking when the force is lifted off the single pedal (104).

10. The uniform regeneration system (106) as claimed in claim 9, wherein the electronic load (114) is a resistive load isolated from one or more components in the vehicle (100).

11. The uniform regeneration system (106) as claimed in claim 1, wherein a current handling capacity of the battery (112) decreases with an increase in a state of charge (SoC) of the battery (112), and wherein the real-time current handling capacity of the battery (112) corresponds to the current handling capacity determined in real-time or near real-time in accordance with the SoC of the battery (112).

12. A vehicle (100), comprising: a uniform regeneration system (106), comprising: a battery (112) configured to receive current by a first path; an electronic load (114) configured to receive the current by a second path; and a controller (108) configured to perform control to break the first path before the battery (112) is completely charged and connect the second path to the electronic load to dissipate the current, based on the current generated during regenerative braking of the vehicle (100) being greater than a real-time current handling capacity of the battery (H2).

13. The vehicle (100) as claimed in claim 12, wherein the uniform regeneration system (106) comprises a contactor (110) coupled to the controller (108) and is configured to break one of the first path and the second path based on the control performed by the controller (108).

14. The vehicle (100) as claimed in claim 12, comprising a single pedal (104) for acceleration and braking, wherein the vehicle (100) accelerates based on a force being applied to the single pedal (104), and wherein the vehicle (100) undergoes braking when the force is lifted off the single pedal (104).

15. The vehicle (100) as claimed in claim 12, wherein the uniform regeneration system (106) comprises a motor (102) coupled to the battery (112) and configured to generate the current during the regenerative braking based on conversion of kinetic energy to electrical energy.

16. The vehicle (100) as claimed in claim 12, wherein a current handling capacity of the battery (112) decreases with an increase in a state of charge (SoC) of the battery (112), and wherein the real-time current handling capacity of the battery (112) corresponds to the current handling capacity determined in real-time or near real-time in accordance with the SoC of the battery (112).

17. A method comprising; performing control, by a controller (108) of a vehicle (100), to break a first path to a battery of the vehicle (100) and connect a second path to an electronic load (114) of the vehicle (100) before the battery (112) is completely charged and based on current generated during regenerative braking being greater than a real-time current handling capacity of the battery (112), wherein based on the breaking of the first path and connecting of the second path, the current generated during the regenerative braking is dissipated by the electronic load (114); and performing control, by the controller (108), to re-connect the first path and break the second path based on the current generated during the regenerative braking being less than the real-time current handling capacity of the battery (112), wherein based on the breaking of the second path and re-connecting of the first path, the current is received by the battery (112).

18. The method as claimed in claim 17, wherein a current handling capacity of the battery (112) decreases with an increase in a state of charge (SoC) of the battery (112), and wherein the real-time current handling capacity of the battery (112) corresponds to the current handling capacity determined in real-time or near real-time in accordance with the SoC of the battery (112)