A system and method for controlling one or more operating conditions of a vehicle

Abstract

The present invention relates to a system (200) and a method (100) for controlling one or more operating conditions (206A, 206B) of a vehicle (100). The system comprises one or more energy management units (202A, 202B) configured to 5 generate a plurality of signals corresponding to plurality of energy storage units (201A, 201B) and a control unit (205) configured to control the one or more operating conditions (206A, 206B) of the vehicle (100) based on the disconnection of the at least one storage unit (201A) of the plurality of energy storage units (201A, 201B) and a comparison of the at least one real-time parameter (207) of the vehicle 10 (100) with at least one predefined parameter (208) of the vehicle (100).

Description

TITLE OF INVENTION:A SYSTEM AND METHOD FOR CONTROLLING ONE OR MORE OPERATING CONDITIONS OF A VEHICLETECHNICAL FIELD

[0001] The present invention relates to a system for controlling a vehicle operation. Particularly, the present invention relates to a system and a method for controlling one or more operating conditions of the vehicle.BACKGROUND

[0002] Electric vehicles (EVs) / hybrid vehicles have gained significant popularity due to their environmental benefits and efficient use of electric power for propulsion. However, the safety and reliability of EVs remain paramount concerns, particularly concerning the integrity and operation of their battery systems.

[0003] One critical safety consideration in EVs is the potential consequences of unintended battery disconnection during vehicle operation. EVs rely entirely on electric power stored in batteries to drive their powertrains and the hybrid vehicles partially rely on the electric power. Sudden disconnection of the batteries while the vehicle is in motion can lead to an immediate loss of power to the powertrain, resulting in an abrupt and potentially hazardous halt of the vehicle. This sudden loss of power can compromise the stability and control of the vehicle, endangering the safety of the rider and others in proximity.

[0004] Further, the vehicle which may be a two-wheeled vehicle and uses a dualbattery configuration, the sudden disconnection of one battery while the vehicle is in operation poses a significant safety risk. Each battery in the system plays a crucial role in providing the necessary electric power to propel the vehicle. If one battery is inadvertently disconnected during operation, whether due to mechanical failure, human error, environmental factors, or the loss of power from that battery can lead to an immediate imbalance in power supply to the motor.

[0005] This imbalance can result in unpredictable vehicle behavior, including sudden halts or loss of control, endangering the safety of the rider and bystanders. Current EV designs typically incorporate safeguards to prevent accidentaldisconnections, such as secure locking mechanisms and robust connectors. Despite these measures, the risk of unintended battery disconnection during operation remains a significant concern that necessitates further innovation in EV safety systems.

[0006] Addressing these challenges requires a solution that not only enhances the safety of EV operations but also ensures uninterrupted power delivery to the powertrain under all foreseeable circumstances. By preemptively addressing the issue of unintended battery disconnection and its potential consequences, advancements in EV safety systems can contribute significantly to the overall reliability.

[0007] Therefore, there exists a need for a system that proactively address the safety concerns related to battery disconnection in electric vehicles, ultimately aiming to enhance the overall safety and reliability of electric vehicle operations.SUMMARY OF THE INVENTION

[0008] The present invention relates to a system for controlling one or more operating conditions of a vehicle. The system comprises one or more energy management units and a control unit. The one or more energy management units configured to generate a plurality of signals corresponding to one or more energy storage parameter of a plurality of energy storage units of the vehicle. The control unit is communicatively coupled to the one or more energy management units. The control unit is configured to detect a disconnection of at least one of the plurality of energy storage units based on the plurality of signals. The control unit is also configured to determine at least one real-time parameter of the vehicle at a time of the disconnection of the at least one energy storage unit of the plurality of energy storage units and to control the one or more operating conditions of the vehicle based on the disconnection of the at least one storage unit of the plurality of energy storage units and based on the at least one real-time parameter of the vehicle.

[0009] The present invention also relates to a method of controlling one or more operating conditions of a vehicle. The method comprises a plurality of steps. A first step of the plurality of steps involves checking of one or more energy storageparameters of a plurality of energy storage units by one or more energy management units. A second step involves generating a plurality of signals by the one or more energy management units based on the first step. A third step involves detecting a disconnection of at least one energy storage unit of the plurality of energy storage units based on at least one of the plurality of signals. A fourth step involves determining at least one real-time parameter of the vehicle by a control unit based on the third step. A fifth step involves comparing the at least one real-time parameter with at least one predefined parameter of the vehicle. A sixth step involves controlling the one or more operating conditions by the control unit based on the fifth step.

[0010] The present invention also relates to a vehicle. The vehicle comprises a powertrain, at least one user interface, an accelerator unit, and a system for controlling one or more operating conditions of the vehicle. The powertrain is configured to propel the vehicle. The at least one user interface configured to convey one or more operating conditions of the vehicle to a user of the vehicle. The accelerator unit, configured to control a rate of energy supplied to the powertrain. The system is configured to control one or more operating conditions of the vehicle. The system comprises one or more energy management units and a control unit. The one or more energy management units are configured to generate a plurality of signals corresponding to one or more energy storage parameter of a plurality of energy storage units of the vehicle. The control unit is communicatively coupled to the one or more energy management units. The control unit is configured to detect a disconnection of at least one of the plurality of energy storage units based on the plurality of signals. The control unit is also configured to determine at least one real-time parameter of the vehicle at a time of the disconnection of the at least one energy storage unit of the plurality of energy storage units and to control the one or more operating conditions of the vehicle based on the disconnection of the at least one storage unit of the plurality of energy storage units and based on the at least one real-time parameter of the vehicle.BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The proposed invention is described with reference to an exemplary embodiment of a system for controlling one or more operating conditions of a vehicle. The same reference numerals are used throughout the drawings to reference similar features and components. Description of certain details and implementations follow, including a description below, as well as a discussion of other potential embodiments described below, as well as a discussion of other potential embodiments or implementations of the inventive concepts provided below, followed by a more detailed description with reference to the drawings.

[0012] Figure 1 illustrates a system to control one or more operating conditions of a vehicle as per one embodiment of the present invention.

[0013] Figure 2 illustrates one or more energy management system of a system to control one or more operating conditions of a vehicle as per another embodiment of the present invention.

[0014] Figure 3 illustrates a control unit of a system to control one or more operation of a vehicle as per another embodiment of the present invention.

[0015] Figure 4 illustrates a method for controlling one or more operation of a vehicle as per another embodiment of the present invention.

[0016] Figure 5 illustrates a vehicle having a system to control one or more operating conditions of a vehicle as per another embodiment of the present invention.DETAILED DESCRIPTION

[0017] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the scope of the invention.

[0018] This written description uses examples to provide details on the disclosure, including the best mode, and also to enable any person skilled in the art to practice the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the disclosure is defined by theclaims and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

[0019] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in light of the above disclosure.

[0020] In the following description, numerous specific details are set forth to provide a thorough understanding of the embodiments. One skilled in the relevant art will recognize, however, that the techniques described herein can be practiced without one or more of the specific details, or with other methods, components, materials, etc. In other instances, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring certain aspects.

[0021] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. Further “front” and “rear”, and “left” and “right” referred to in the ensuing description of the illustrated embodiment refer to front and rear, and left and right directions as seen from a rear portion of the vehicle and looking forward. However, it is contemplated that the disclosure in the present invention may be applied to any vehicle without defeating the spirit of the present subject matter. The detailed explanation of the constitution of parts other than the present invention which constitutes an essential part has been omitted at suitable places.

[0022] In order to address the one or more of the above-mentioned problems, the present invention as per one embodiment provides a system for controlling one or more operating conditions of a vehicle. The system comprises one or more energy management units and a control unit. The one or more energy management units configured to generate a plurality of signals corresponding to one or more energy storage parameters of a plurality of energy storage units of the vehicle. The control unit is communicatively coupled to the one or more energy management units. The control unit is configured to detect a disconnection of at least one energy storageunit of the plurality of energy storage units based on the plurality of signals and the control unit is configured to control the one or more operating conditions of the vehicle based on the disconnection of the at least one storage unit of the plurality of energy storage units and based on the at least one real-time parameter of the vehicle.

[0023] As per another embodiment of the present invention, the one or more energy storage parameters include a connection status and an energy status. The one or more energy management units are configured to periodically perform at least one of a connection diagnosis and an energy diagnosis on each storage unit of the plurality of energy storage units. The one or more energy management units are configured to determine at least one of the connection status and the energy status of each energy storage unit of plurality of energy storage units. The at least one of the connection status and the energy status is determined based on the connection diagnosis and the energy diagnosis respectively. The connection status is indicative of a status of a connection of the plurality of energy storage units with a plurality of powerlines of the vehicle. The connection status is one of a disconnected status and a connected status. The energy status is indicative of an available energy in each storage unit of the plurality of energy storage units. The energy status being one of available energy status or empty energy status.

[0024] As per another embodiment of the present invention during a dynamic state of the vehicle, the dynamic state is indicative of amotion of the vehicle. Upon receiving at least one of the connection status and the energy status, the control unit is configured to determine whether the at least one real-time parameter of the vehicle is more than the at least predefined parameter of the vehicle at the time of the disconnection of the at least one energy storage units. The control unit is configured to maintain a first operating condition of the vehicle for a predefined period of time (T), upon determining that the at least one real-time parameter is more than at least a predefined parameter. In an embodiment of the present disclosure, the first operating condition is a high-speed mode of the vehicle, the high-speed mode refers to the at least one real-time parameter of the vehicle that is more than the at least one predefined parameter, where the at least one real-timeparameter is a real-time speed of the vehicle and the at least one predefined parameter may be a threshold speed of the vehicle. The control unit is configured to maintain a second operating condition of the one or more operating conditions, upon determining that the at least one predefined parameter is more than the at least one real-time parameter.

[0025] As per another embodiment of the present invention, the first operating condition is indicative of a high-speed mode of the vehicle. The at least one realtime parameter is indicative of a real-time speed of the vehicle and the at least one predefined parameter is a threshold speed of the vehicle. The second operating condition is indicative of a low-speed mode of the vehicle. The control unit is configured to change the high-speed mode to the low-speed mode within the predefined period of time (T) at a predefined rate (R), the predefined rate (R) is a rate of deceleration of the vehicle. The control unit is configured to notify a user about the change of the high-speed mode to the low-speed mode through at least one user interface of the vehicle. The control unit is configured to prohibit a change in the low-speed mode by the user of the vehicle, when the threshold speed is more than the real-time speed. The control unit is configured to alert the user via the at least one user interface, when the low-speed mode is deliberately changed by the user through an accelerator unit of the vehicle, where the threshold speed is more than the real-time speed.

[0026] As per another embodiment of the present invention, where the connection status is the disconnected status of the at least one energy storage unit of the plurality of storage units and the energy status is the empty energy status of the at least one energy storage unit of the plurality of energy storage units, the control unit is configured to limit the low-speed mode to the threshold speed.

[0027] As per another embodiment of the present invention, the control unit is configured to enable a user of the vehicle to change the first operating condition to the second operating condition through an accelerator unit of the vehicle.

[0028] As per another embodiment of the present invention, during the dynamic state, the control unit is configured to enable a user of the vehicle to operate the vehicle in at least one of the first operating condition and the second operatingcondition, wherein the connection status is the connected status of the plurality of storage units with the plurality of powerlines.

[0029] As per another embodiment of the present invention, during an idle state of the vehicle, as per an embodiment of the present disclosure, the idle state is where the vehicle is stationary and turned on. Upon receiving at least one of a connection status and an energy status of the plurality of energy storage units, the control unit is configured to limit the vehicle to the second operating condition, and the control unit being configured to notify the second operating condition to the user through the at least one user interface, where the second operating condition is indicative of a low-speed mode of the vehicle, and when the a real-time speed of the vehicle that is less than a threshold speed and the connection status is a disconnected status of the at least one energy storage unit of the plurality of energy storage units from a plurality of powerlines of the vehicle, and the energy status is an empty energy status of the plurality of energy storage units.

[0030] As per another embodiment of the present invention, a method of controlling one or more operating conditions of a vehicle is provided. The method comprises a plurality of steps. A first step of the plurality of steps involves checking of one or more energy storage parameters of a plurality of energy storage units by one or more energy management units. A second step of the plurality of steps involves generating a plurality of signals by the one or more energy management units based on the first step. A third step of the plurality of steps involves detecting a disconnection of at least one energy storage unit of the plurality of energy storage units based on at least one of the plurality of signals. A fourth step of the plurality of steps involves determining at least one real-time parameter of the vehicle by a control unit based on the third step. A fifth step of the plurality of steps involves comparing the at least one real-time parameter with at least one predefined parameter of the vehicle. A sixth step of the plurality of steps involves controlling the one or more operating conditions by the control unit based on the fifth step.

[0031] As per another embodiment of the present invention, the one or more energy storage parameters include a disconnection status and an energy status. The method comprises a seventh step and an eight step. In seventh step, the control unitperiodically performs at least one of a connection diagnosis and an energy diagnosis on the plurality of energy storage units. In eight step, the control unit determines at least one of the connection status and the energy status. The connection status indicates a status of connection of at least one energy storage unit of the plurality of storage units with a plurality of powerlines of the vehicle, the connection status is one of a disconnected status and a connected status, and the energy status indicates an available energy in the at least one energy storage unit of the plurality of energy storage units, and the energy status is one of available energy status or empty energy status.

[0032] As per another embodiment of the present invention, a first operating condition of the one or more operating conditions is indicative of a high-speed mode of the vehicle. The at least one real-time parameter is indicative of a real-time speed of the vehicle. The at least one predefined parameter is a threshold speed of the vehicle. A second operating condition of the one or more operating conditions are indicative of a low-speed mode of the vehicle. The method comprises a ninth step, a tenth step and an eleventh step. In ninth step the control unit receives at least one of the connection status and the energy status, wherein the connection status is a disconnected status and the energy status is an empty energy status. In tenth step, the control unit maintains a first operating condition for a predefined period of time (T), upon determining that the real-time speed is more than the threshold speed. The high-speed mode includes the real-time speed of the vehicle being more than the threshold speed. In eleventh step, the control unit maintains a second operating condition wherein the threshold speed is more than the real-time speed. The low- speed mode includes the real-time speed of the vehicle being less than the threshold speed.

[0033] As per another embodiment of the present invention, the method comprises a twelfth step, a thirteenth step, a fourteenth step and a fifteenth step. In the twelfth step, the control unit changes the first operating condition to the second operating condition within the predefined period of time (T) at a predefined rate (R), wherein the predefined rate (R) is a rate of declaration of the vehicle. In the thirteenth step, the control unit notifies a user of the changing of the first operating condition to thesecond operating condition through at least one user interface of the vehicle. In the fourteenth step, the control unit prohibits a change in the second operating condition by the user, wherein the threshold speed is more than the real-time speed. In the fifteenth step, the control unit alerts the user of a deliberate change in the second operating condition by the user via the at least one user interface, wherein the threshold speed is more than the real-time speed.

[0034] As per another embodiment of the present invention, the method comprises a sixteenth step. In the sixteenth step, the control unit limits the second operating condition to the threshold speed, wherein the connection status is the disconnected status and the energy status is the empty energy status.

[0035] As per another embodiment of the present invention, the method comprises a seventeenth step. In the seventeenth step, the control unit enables the user to change the first operating condition to the second operating condition through an accelerator unit of the vehicle.

[0036] As per another embodiment of the present invention, the method comprises an eighteenth step. In the eighteenth step, the control unit enables the user to operate the vehicle in at least one of the first operating condition and the second operating condition, wherein the connection status is a connected status of the plurality of energy storage units with the plurality of powerlines.

[0037] As per another embodiment of the present invention, the method comprises a nineteenth step, a twentieth step and a twenty first step. In the nineteenth step, the control unit receives at least one of the connection status and the energy status, wherein the connection status signal is a disconnected status and the energy status is an empty energy status. In the twentieth step, the control unit limits an operation of the vehicle to a second operating condition. In the twenty first step, the control unit notifies the second operating condition to a user of the vehicle through at least one user interface of the vehicle.

[0038] As per another embodiment of the present invention, a vehicle is provided. The vehicle comprises a powertrain, at least one user interface, an accelerator unit, and a system. The powertrain is configured to propel the vehicle. The at least one user interface configured to convey one or more operating conditions of the vehicleto a user of the vehicle. The accelerator unit, configured to control a rate of energy supplied to the powertrain. The system is configured to control one or more operating conditions. The system comprises one or more energy management units and a control unit. The one or more energy management units are configured to detect one or more energy storage parameters of a plurality of energy storage units of the vehicle. The control unit is communicatively coupled to the one or more energy management units. The control unit is configured to detect a disconnection of at least one energy storage unit of the plurality of energy storage units based on the plurality of signals. The control unit is configured to determine at least one realtime parameter of the vehicle at a time of the disconnection of the at least one energy storage unit of the plurality of energy storage units. The control unit is configured to control one or more operating conditions of the vehicle based on the disconnection of the at least one storage unit of the plurality of energy storage units and based on the at least one real-time parameter of the vehicle.

[0039] The present subject matter is further described with reference to the accompanying figures. It should be noted that the description and figures merely illustrate the principles of the present subject matter. Various configurations may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[0040] The foregoing disclosure is not intended to limit the present disclosure to the precise forms of particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and / or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, a person of ordinary skill in the art will recognise that changes may be made in form and detail without departing from the scope of the present disclosure.

[0041] In the foregoing specification, the disclosure has been described with reference to specific embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from the spirit and scope ofthe disclosure. Accordingly, this description is to be considered illustrative and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the disclosure. It is to be understood that the forms of the disclosure herein shown and described are to be taken as representative embodiments. Equivalent elements, materials processed or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure. Expressions such as “including”, “comprising”, “incorporating”, “consisting of’, “have”, and “is”, used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components, or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.

[0042] Further, various embodiments disclosed herein are to be taken in the illustrative and explanatory sense, and would in no way be construed as limiting the present disclosure. All joinder references (e.g., attached, affixed, coupled, connected, etc.) are only used to aid the reader’s understanding of the present invention, and may not create limitations, particularly as to the position orientation, or use of the system and / or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer that two elements are directly connected to each other.

[0043] Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “primary”, “secondary”, “main” or any other ordinary and / or numerical terms, should also be taken as identifiers, to assist the reader’s understanding of the various elements, embodiments, variations and / or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation, and / or modification relative to, or over, another element, embodiment, variation and / or modification.

[0044] It will also be appreciated that one or more of the elements depicted in the drawings / figures can also be implemented in a more separated or integrated manner, or even removed, or rendered as inoperable in certain cases, as is useful inaccordance with a particular application. The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. However, the disclosed invention is not limited to the present embodiments.

[0045] Figures 1 - 3 have been taken together for discussion, As shown in Figure 1, a block diagram of a vehicle (100) (further an exemplary vehicle is shown in Fig. 5) is illustrated. Referring to Fig. 1, the vehicle (100) may be a saddle type two wheeled vehicle, a three-wheeled vehicle such as tricycle, and a four a wheeled vehicle or multiple wheeled vehicles. The vehicle described herein can encompass various embodiments, including but not limited to internal combustion (IC) engine vehicles, electric vehicles (EVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and any other suitable configurations known in the automotive industry. In some example embodiment, the vehicle (100) may be autonomous vehicle or non-autonomous vehicle. The term “autonomous vehicle” may be used to refer to a vehicle having fully autonomous or semi -autonomous driving capabilities at least in some conditions with minimal or no human interference. For example, an autonomous vehicle is a vehicle that drives and / or operates itself without a human operator but may or may not have one or more passengers. In some example embodiments, the vehicle may be an Unmanned aerial vehicle (UAV).

[0046] The vehicle includes a plurality of energy storage units (201A, 201B), an accelerator unit (103), a user interface (100). The vehicle may also include a system (200) for controlling one or more operating conditions (206A, 206B). The term one or more energy management units may refer to one or more battery packs. In an example embodiment, the system (200) may be embodied in the vehicle. In an alternative embodiment, the system (200) may be embodied in a server (not shown) and the system may be accessed via a network. Referring to Fig. 1, the system (200) comprises one or more energy management units (202A, 202B) and a control unit (205).

[0047] As shown in Figure 2, an embodiment of the one or more energy management units (202A, 202B) is provided, where the one or more energy management units (202A, 202B) includes an energy monitoring unit (EMU) (209),a plurality of sensors (210), a cell balancing circuit (211), safety circuits (212), state of charge (SoC) estimation circuit (213), communication interface (214), one or more processors (215), a power supply circuit (216). The energy monitoring unit (EMU) (209) monitors the voltage and temperature of each individual cell in the plurality of energy storage units (201A, 201B). The plurality of sensors (210) measures different parameters of the plurality of energy storage units (201 A, 201B), such as the voltage and current at different points. The cell balancing circuit (211) ensures that the voltage across each cell of the plurality of energy storage units (201A, 201B) remains balanced. The safety circuits (212) are electromechanical switches that can disconnect the plurality of energy storage units (201A, 201B) from the load or charging source in case of emergencies. The state of charge (SoC) estimation circuit (213) estimates the remaining capacity of the plurality of energy storage units (201A, 201B) based on voltage, current, and temperature data. The communication interface (214) allows the one or more energy management units (202A, 202B) to communicate with external systems such as the control unit (205) or energy chargers. The one or more processors (215) processes data from the plurality of sensors (210), implements control algorithms, and manages the overall operation of the one or more energy management units (202A, 202B). The processor may be embodied in a number of different ways. For example, the processor may be embodied as one or more of various hardware processing means such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing element with or without an accompanying DSP, or various other processing circuitry including integrated circuits such as, for example, an ASIC (application specific integrated circuit), an FPGA (field programmable gate array), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. As such, in some embodiments, the processor may include one or more processing cores configured to perform independently. A multi - core processor may enable multiprocessing within a single physical package. Additionally, the processor may include one or more processors (215) configured in tandem via the bus to enable independent execution of instructions, pipelining, and multithreading.

[0048] The sensors may include crash sensors, RADAR, LIDAR, Global Positioning System (GPS), video devices, imaging devices, cameras, audio recorders, and computer vision. The sensors may also include motion sensors, inertia sensors, image capture sensors, proximity sensors, ultrasonic sensors, gyroscopes, etc., that detect conditions of vehicle, such as speed, acceleration, gear, braking, and other conditions related to the operation of vehicle.

[0049] Further, as shown in Figure - 3, a block diagram of the control unit (205) is provided, where the control unit (205) comprises a processor (217), power electronics (218), sensors (219), communication interface (220), a memory (221), actuators (222), safety and redundancy components (223), a display (224), at least one user interface (225), enclosure and cooling systems (226).

[0050] The processor (217) may be different from the one or more processors (215) of the one or more energy management units (202A, 202B). The processor (217) may be embodied in a number of different ways. For example, the processor (217) may be embodied as one or more of various hardware processing means such as a co-processor, a microprocessor, a controller, a digital signal processor (DSP), a processing element with or without an accompanying DSP, or various other processing circuitry including integrated circuits such as, for example, an ASIC (application specific integrated circuit), an FPGA (field programmable gate array), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. As such, in some embodiments, the processor may include one or more processing cores configured to perform independently. A multi -core processor may enable multiprocessing within a single physical package. Alternatively, the processor (217) may be configured in tandem via the bus to enable independent execution of instructions, pipelining, and / or multithreading. In some example embodiments, the processor (217) may retrieve computer program code instructions that may be stored in the memory (221) for execution of the computer program code instructions. Additionally, the processor (217) may be capable of processing large volumes of workloads and operations to provide support for big data analysis. In an example embodiment, the processor (217) may be in communication with a memory (221) via a bus for passing information among components of the system200. The memory (221) may be non-transitory and may include, for example, one or more volatile and / or non-volatile memories. In other words, for example, the memory (221) may be an electronic storage device (for example, a computer readable storage medium) comprising gates configured to store data (for example, bits) that may be retrievable by a machine (for example, a computing device like the processor). The memory (221) may be configured to store information, data, content, applications, instructions, or the like, for enabling the system (200) to carry out various functions in accordance with an example embodiment of the present invention. For example, the memory (221) could be configured to buffer input data for processing by the processor. The memory (221) may be configured to store instructions for execution by the processor. As such, whether configured by hardware or software methods, or by a combination thereof, the processor may represent an entity (for example, physically embodied in circuitry) capable of performing operations according to an embodiment of the present invention while configured accordingly.

[0051] In some example embodiments, the processor controls and coordinates all operations within the control unit (205) such as processing data from sensors (219) and executing control algorithms. The power electronics (218) manages power flow between the plurality of energy storage units (201A, 201B) and powertrain (101) not shown, including inverters, converters, and controllers. The sensors (219) monitor various vehicle (100) parameters such as speed, acceleration, and temperature etc. The actuators (222) execute commands from the control unit (205) to control vehicle dynamics (e.g. the powertrain (101) for propulsion, brake actuators, an accelerator unit (103, not shown). The safety and redundancy components (223) ensure safety and reliability with redundant systems, fail-safe mechanisms, and hardware watchdogs. The display (224) and the at least one user interface (225) provides feedback to a user of the vehicle (100) and allows interaction with vehicle systems through instrument clusters, touchscreens, and other interfaces. The enclosure and cooling system (226) protect other electronic components of the control unit (205) from environmental factors and manages heat dissipation.

[0052] In an example embodiment, referring to Figs. 1-3, the one or more energy management units (202A, 202B) is configured to generate a plurality of signals corresponding to one or more energy parameters (204A, 204B) of a plurality of energy storage units (201 A, 201B) of the vehicle (100). In one embodiment, the one or more energy storage parameters (204A, 204B) include a connection status (204A) and an energy status (204B). The connection status (204A) indicates a status of a connection of the plurality of energy storage units (201 A, 201B) with a plurality of powerlines (104) of the vehicle (100). The connection status (204A) is one of a disconnected status or a connected status. The energy status indicates an available amount of power in a battery pack. The energy status (204B) is one of available energy status or an empty energy status.

[0053] In some example embodiments, the control unit (205) is communicatively coupled to the one or more energy management units (202 A, 202B). The control unit (205) and the one or more energy management units (202A, 202B) may be coupled using a wired or wireless connection. The one or more energy management units (202A, 202B) continuously send the plurality of signals to the control unit (205) to communicate the one or more energy storage parameters (204 A, 204B). When the one or more energy management units (202A, 202B) fail to send the plurality of signals corresponding to the connection status (204A), the control unit (205) determines a disconnection of at least one of a storage unit (201A) of the plurality of energy storage units (201A, 201B). The control unit (205) also determines at least one real-time parameter (207) of the vehicle (100) at a time of the disconnection of the at least one of a storage unit (201 A). The control unit (205) upon receiving the disconnection status of the connection status (204A), determines the real-time parameter (207), which may be a real-time speed of the vehicle (100). After determining the real-time speed, the control unit (205) compares the real-time speed with the at least one predefined parameter (208) which may be a threshold speed that is preset in the memory (221) of the control unit (205). If the real-time speed of the vehicle (100) is more than the threshold speed then the vehicle (100) is said to be in a first operating condition (206A) which is a high-speed mode as per an embodiment of the present disclosure. On determination of the first operatingcondition (206A), the control unit (205) maintains the vehicle (100) at the real-time speed and gradually starts to reduce the real-time speed within a predefined period of time (T) till it reaches the threshold speed. The gradual reduction in speed is necessary to prevent any abrupt change in the traffic condition which may be hazardous for the rider of the vehicle. For example, if the real-time speed of the vehicle (100) is more than 60 km / hr and the threshold speed is 40 km / hr. Then upon receiving the disconnection status the control unit (205) shall gradually bring the vehicle (100) to the threshold speed with a predefined time (T) which may be 10 minute as per one embodiment of the present disclosure.

[0054] As per an embodiment of the present disclosure, the at least one real-time parameter (207) is a real-time speed of the vehicle (100) and the at least one predefined parameter (208) is a threshold speed. The one or more operating conditions (206A, 206B) includes a low-speed mode and a high-speed mode. The vehicle (100) is said to be in a low-speed mode when the real-time speed of the vehicle (100) is less than or equal to the threshold speed. For example, if the threshold speed in the vehicle (100) is below 40 kilometers per hour, then in a low- speed mode, the vehicle (100) is able to operate only at a speed which is below or equal to 40 km / hr. Similarly, the vehicle (100) is said to be in a high-speed mode when the real time speed of the vehicle (100) is greater than the threshold speed. For example, if the threshold speed of the vehicle (100) is 40 kilometers per hour then in a high-speed mode the vehicle (100) is able to operate at a speed which is more than the threshold speed. It may be appreciated that for different vehicular models and configurations, varying threshold speed may be implemented. Moreover, while preferred embodiment uses vehicle speed as a parameter for the comparison between real time parameter (207) and predefined parameter (208), the invention can also be implemented wherein the system detects real time parameters (207) and compares them with predefined parameter (208) other than or in addition to vehicular speed. Other parameters can include such as but not limited to acceleration, power unit rpm, brake acceleration, vibrational characteristics, tilt angle, temperature, etc. Further, while the preferred embodiment is directed highspeed mode and low-speed mode, the invention can also be implemented in someembodiments with other drive modes of the vehicle (100), such as power mode, economy mode, specific terrain modes, limp home mode etc.

[0055] In some example embodiments, using the one or more processors (215) the one or more energy management units (202A, 202B) periodically perform at least one of a connection diagnosis and an energy diagnosis on each storage unit of the plurality of energy storage units (201A, 201B) and determine at least one of the connection status (204A) and the energy status (204B) of each energy storage unit of the plurality of energy storage units (201A, 201B). The at least one of the connection status (204A) and the energy status (204B) are determined based on the connection diagnosis and the energy diagnosis respectively. In one embodiment of the present disclosure, the energy status (204B) is shown to the user of the vehicle (100) through an instrument cluster in the form of a percentage. For example, if the one or more energy storage units (201 A, 201B) which may be a battery pack of the vehicle (100) and there is only half of the battery charge is left, then the instrument cluster will show “50% charge remaining”. Similarly, the different energy levels of the charge can be displayed on the instrument cluster. The present disclosure is also applicable to other sub-system of the vehicle (100). For example, the control unit (205) can be configured to detect different parameters in the vehicle (100) such as a coolant level, remaining component life, a brake fluid level, a fuel level and an engine oil level etc.

[0056] In an example embodiment, during a dynamic state of the vehicle (100), in which the vehicle (100) is in motion, the control unit (205), receives at least one of the connection status (204A) and the energy status (204B). Subsequent to the reception of the at least one of the connection status (204A) and the energy status (204B), the control unit (205) is configured to determine whether the real-time speed of the vehicle (100) is more than the threshold speed of the vehicle (100) at the time of the disconnection of the at least one energy storage unit (201A) of the plurality of energy storage units (201A, 201B). Similarly, the control unit (205) is also configured to determine whether the real-time speed is more than the threshold speed, when it detects that the at least one energy storage unit (201 A) of the plurality of energy storage unit (201 A, 201B) is empty i.e. no charge is left in the at least oneenergy storage unit (201 A). At the time of disconnection of the at least one energy storage unit (201 A) or when at least one energy storage unit (201 A) is empty, if the control unit (205) determines that the real-time speed of the vehicle (100) is more than the threshold speed.

[0057] In that case, the control unit (205) is configured to maintain a first operating condition (206A) of the one or more operating conditions (206A, 206B) of the vehicle (100) for a predefined period of time (T). In an embodiment the predefined period of time may be 10 minutes. The first operating condition (206A) is a highspeed mode of the vehicle (100). The high-speed mode refers to the real-time speed of the vehicle (100) that is more than the threshold speed. For example, if the vehicle (100) is operating at the high-speed mode, where the real-time speed is more than or equal to 60 kms / hr. Thus, upon detecting disconnection, the high-speed mode will be maintained for the predefined period (T) and then only it will be gradually reduced to bring the vehicle (100) to the second operating condition (206B). Therefore, in case of a disconnection of at least one of energy storage unit (201A) of the plurality of energy storage units (201A, 201B), the vehicle (100) is not stopping abruptly on highways when there is only one energy storage unit of the plurality of energy storage units (201 A, 20 IB) is operating. Therefore, the safety is increased.

[0058] On the other hand, if the control unit (205) determines that the real-time speed is less than the threshold speed of the vehicle (100) and detects that there is the disconnection of at least one energy storage unit (201A) or no charge is left is left in the at least one energy storage unit (201A). Then the control unit (205) is configured to maintain a second operating condition (206B) of the one or more operating conditions (206A, 206B). As per an embodiment of the present disclosure, the second operating condition (206B) is a low-speed mode of the vehicle (100), the low-speed mode refers to the real-time speed of the vehicle that is less than the threshold speed. In an embodiment, the vehicle (100) is operating in the low-speed mode, where the real-time speed is less than or equal to 40 km / hr. This is done to put the remaining energy storage unit (20 IB) to an efficient use, thereby extending an operational range of the vehicle (100).

[0059] The user benefit from extended operational range and flexibility, knowing that the vehicle (100) can continue to function on the single energy storage (201B) until a suitable opportunity arises for maintenance or reconnection of the plurality of energy storage units (201A, 201B). This feature is particularly advantageous in remote or challenging environments.

[0060] As per an embodiment of the present disclosure, the first operating condition (206A) is a high-speed mode of the vehicle (100). The at least one real-time parameter (207) is a real-time speed of the vehicle (100) and the at least one predefined parameter (208) is a threshold speed of the vehicle (100). The second operating condition (206B) is a low-speed mode of the vehicle (100). The control unit (205) is configured to change the high-speed mode to the low-speed mode within the predefined period of time (T) at a predefined rate (R), the predefined rate (R) is a rate of deceleration of the vehicle (100). The control unit (205) is also configured to notify a user about the change of the high-speed mode to the low- speed mode through at least one user interface of the vehicle (100). In an embodiment, the at least one user interface may include but not limited to a display unit, an instrument cluster, a sound unit etc. The predefined rate (R) can be calculated through a formula i.e. v = u + at, where v is the threshold speed of the vehicle (100), u is the real-time speed of the vehicle (100), a is the predefined rate (R), t is the predefined time (T).

[0061] When the disconnection of the at least one energy storage unit (201) of the plurality of energy storage unit (201 A, 201B) is detected while the vehicle (100) is in a low-speed mode. Then the control unit (205) is also configured to prohibit a change in from low-speed mode to high-speed mode by the user of the vehicle (100). The low-speed mode refers to when the real time speed is less than threshold speed. When the user deliberately attempts to change the low-speed mode through an accelerator unit (103) of the vehicle (100), the control unit (205) alerts the user via the at least one user interface so that the user can stop making such attempts as that can prejudice the operation of the vehicle during the disconnection of the at least one energy storage unit (201A). This is done so to protect the at least one energy storage unit (201A) of the plurality of energy storage units (201A, 201B)form overheating of which the user may be unaware of. In an embodiment, when there is only one energy storage unit (201 A) of the plurality of energy storage units (201 A, 201B) is available, then the system (200) restricts the vehicle (100) to a low- speed mode wherein a speed of the vehicle is restricted to a threshold speed for example 40 kms / h. This increases the range of the vehicle (100) and saves energy for the other features requiring higher current.

[0062] When the connection status (204A) is the disconnected status of the at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 20 IB) and the energy status (204B) is the empty energy status of the at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 20 IB), in such case the control unit (205) is configured to limit the low-speed mode to the threshold speed. This is done to protect the plurality of energy storage units (201A, 201B) from an excessive load condition and to save the energy storage therein.

[0063] When all the energy storage units of the plurality of energy storage units (201 A, 201B) are connected and have a sufficient energy level, then the control unit (205) is configured to enable a user of the vehicle (100) to change the first operating condition (206A) to the second operating condition (206B) through the accelerator unit (103) of the vehicle (100).

[0064] During the dynamic state, the control unit (205) is configured to enable the user of the vehicle (100) to operate the vehicle (100) in at least one of the first operating condition (206A) and the second operating condition (206B), wherein the connection status (204A) is the connected status of the plurality of energy storage units (201A, 201B) with the plurality of powerlines (104). This allows manual switching between the low-speed mode and the high-speed mode.

[0065] During an idle state of the vehicle (100), the idle state is where the vehicle (100) is stationary and turned on, and upon receiving at least one of a connection status (204A) and an energy status (204B) of the plurality of energy storage units (201A, 201B), the control unit (205) is configured to limit the vehicle (100) to the second operating condition (206B), and notify the second operating condition (206B) to the user through the at least one user interface, wherein the second operating condition (206B) is a low-speed mode of the vehicle (100). The low-speed mode refers to a real-time speed of the vehicle that is less than a threshold speed and the connection status (204A) is a disconnected status of the plurality of energy storage units (201A, 201B) from a plurality of powerlines (104) of the vehicle (100) and the energy status (204B) is an empty energy status of the plurality of energy storage units (201A, 201B). Indication of disconnection of the plurality of energy storage units (201 A, 201B) during the idle condition of the vehicle (100) provides enhanced diagnostic capability such as the system (200) can provide realtime feedback on the connection status (204A), indicating whether the plurality of energy storage units (201 A, 201B) is properly connected or if there are any issues. This information allows user or maintenance personnel to quickly identify potential problems such as loose connections or faults in the electrical system before they escalate.

[0066] As per another embodiment of the present disclosure, the system (200) may be configured to control the one or more operative conditions apart from the speed of the vehicle. For example, the system may be configured control various sub systems of the vehicle (100) which may include but is not limited to a lighting system, a fluid system, a braking system, a suspension system, a display system, a traction control system, a vehicle stability control system and a climate control system etc. For example, if the fluid system has any leaks or there is a coolant leak in the vehicle (100), then the system (200) can be configured to detect the leak in the vehicle (100) and limit operations of the vehicle (100) where it utilizes only the essential components to reach a suitable destination to get the vehicle (100) repaired. In another example, if the lighting system of the vehicle (100) fails then the system (200) can be configured to put the vehicle (100) in low-speed mode, so that the vehicle (100) is able to reach a maintenance shop and a user of the vehicle (100) get it fixed. In another embodiment of the present disclosure, the system (200) may be configured to dim the lighting system of the vehicle (100), where any one energy storage unit (201 A) of the one or more energy storage units (201 A, 20 IB) is disconnected.

[0067] As shown in Figure - 4, a method (500) of controlling one or more operating conditions of a vehicle (100) is provided. The method (500) comprises a plurality of steps. A first step of the plurality of steps involves checking (501) of one or more energy storage parameters (204A, 204B) of a plurality of energy storage units (201 A, 201B) by one or more energy management units (202A, 202B). For checking the one or more energy storage parameters (204 A, 204B), the one or more energy management units (202A, 202B) perform diagnosis on the one or more energy storage units (201 A, 201B). A second step of the plurality of steps involves generating (502) a plurality of signals by the one or more energy management units (202A, 202B) based on the first step. In the second step, the plurality of signals is generated based on the one or more energy storage parameters (204A, 204B) including a connection status (204A) and an energy status (204B), wherein the connection status (204A) includes a disconnected status and a connection status and the energy status (204B) includes an empty status and an available energy status. A third step of the plurality of steps involves detecting (503) a disconnection of at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 20 IB) and a real-time speed of the vehicle (100) by a control unit (205) based on at least one of the plurality of signals. The control unit (205) detects the connection status and the real-time speed of the vehicle (100) via the sensors (219). A fourth step of the plurality of steps involves determining (503A) at least one real-time parameter (207) of the vehicle (100) by a control unit (205) at the time of the disconnection of the at least one energy storage unit (201A). A fifth step of the plurality of steps involves comparing the at least one real-time parameter (207) with at least one predefined parameter (208) of the vehicle (100). In one embodiment of the present invention, the at least one real-time parameter (207) is a real-time speed of the vehicle (100) and the at least one predefined parameter is a threshold speed of the vehicle (100). A sixth step of the plurality of steps involves controlling (504) the one or more operating conditions (206A, 206B) by the control unit (205) based on the fifth step. The one or more operating conditions (206A, 206B) may include a high-speed mode and a low-speed mode. The vehicle (100) said to be in a highspeed mode when the real-time speed is more than the threshold speed and thevehicle (100) is said to be in a low-speed mode when the threshold speed is more than the real-time speed.

[0068] In a seventh step (505) of the plurality of steps, the control unit (205) periodically performs at least one of a connection diagnosis and an energy diagnosis on the plurality of energy storage units (201A, 201B). The connection diagnosis is done to check the connection of the one or more energy storage units (201 A, 201B) with a plurality of powerlines of the vehicle (100). Similarly, the energy diagnosis is done to monitor the energy level or charge level of the plurality of energy storage unit (201 A, 201B). In the eighth step (506) of the plurality of steps, the control unit (205) determines at least one of a connection status (204A) and an energy status (204B). The connection status (204A) indicates a status of connection of at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 201B) with a plurality of powerlines (104) of the vehicle (100), wherein the connection status (204 A) is one of a disconnected status and a connected status. The energy status (204B) indicates an available energy in the at least one energy storage unit (201A) of the plurality of energy storage units (201A, 201B), and the energy status (204B) is one of available energy status or empty energy status.

[0069] As per an embodiment of the present disclosure, the first operating condition (206A) of the one or more operating conditions (206A, 206B) is indicative of a high-speed mode of the vehicle (100). The at least one real-time parameter (207) is a real-time speed of the vehicle. The at least one predefined parameter (208) is a threshold speed of the vehicle (100). The second operating condition (206B) is a low-speed mode of the vehicle (100). The method comprises a ninth step (507), a tenth step (508A) and an eleventh step (508B). In ninth step (507), the control unit (205) receives at least one of the connection status (204A) and the energy status (204B), wherein the connection status (204A) is a disconnected status and the energy status (204B) is an empty energy status. In the tenth step (508A), upon determining that the real-time speed is more than a threshold speed, the control unit (205) maintains the high-speed mode for a predefined period of time (T). Similarly, in the eleventh step (508B), upon determining that the real-time speed is less than the threshold speed, the control unit (205) maintains the low-speed mode.

[0070] The method also comprises a twelfth step (509), a thirteenth step (510), a fourteenth step (511) and a fifteenth step (512). In twelfth step (509), the control unit (205) changes the high-speed mode to the low-speed mode within the predefined period of time (T) at a predefined rate (R), wherein the predefined rate (R) is a rate of declaration of the vehicle (100) and can be calculated through a formula i.e. v = u + at, where v is the threshold speed of the vehicle (100), u is the real-time speed of the vehicle (100), a is the rate of deceleration and t is the predefined period of time. In an embodiment the predefined period of time may be 10 minutes.

[0071] In the thirteenth step, the control unit (205) notifies the user of the changing of the high-speed mode to the low-speed mode through at least one user interface of the vehicle (100). As per an embodiment of the present disclosure, the notification to the user can be done through an instrument cluster, a sound unit etc.

[0072] In the fourteenth step (511), when the at least one energy storage unit (201 A) is disconnected or there is no charge left in it and the vehicle (100) is already operating at a low-speed mode. In that case, the control unit (205) prohibits the user to make any deliberate change from the low-speed mode to a high-speed mode. This is done to preserve the remaining charge that can be used for reaching the appropriate destination such a charging station, hospital, a police station etc.

[0073] In the fifteenth step (512) the control unit (205) alerts the user of the deliberate change from the low-speed to the high-speed mode via the at least one user interface. The ability to seamlessly switch to a single energy storage unit (201A) of the plurality of energy storage units (201A, 201B) on happening of disconnection of the plurality of energy storage units (201A, 201B), ensures reliability in diverse conditions such as uneven roads, electrical component failures, or pack-to-pack state of charge (SoC) imbalances. This adaptability enhances the overall reliability of the vehicle's (100) power system.

[0074] The method comprises a sixteenth step (513) and a seventeenth step (514). In the sixteenth step (513), when the control unit (205) receives the disconnected status or the empty energy status of the at least one energy storage unit (201 A) from the one or more energy management units (202 A, 202B). Then the control unit(205) limits the low-speed mode to the threshold speed which may be 40km / hr as per an embodiment of the present disclosure. The low-speed mode refers to when the threshold speed is more than the real-time speed. As per an advantage of the present disclosure, by restricting the low-speed mode to the threshold speed, the system (200) keeps the vehicle (100) functional during the disconnection or the empty energy status of one of the energy storage unit (201 A) of the plurality of energy storage unit (201 A, 201B) during riding.

[0075] In the seventeenth step (514), during dynamic state of the vehicle (100) if by any reason the disconnected status of the at least one energy storage unit (201 A) changes to a connected status of the at least one energy storage unit (201 A). Then, system (200) returns to a default state and the control unit (205) enables the user to change the first operating condition (206A) to the second operating condition (206B) through an accelerator unit (103) of the vehicle (100) and vice-versa. This allows the user to change the speed of the vehicle (100) as per his own volition.

[0076] The method (500) also comprises an eighteenth step (515). In the eighteenth step (515), when the control unit (205) receives a connected status or an available energy status of the plurality of energy storage units (201 A, 20 IB). Then, the control unit (205) enables the user to operate the vehicle (100) in at least one of the first operating condition (206A) and the second operation (206B). In this step, the system (200) remains in the default state and all components of the vehicle (100) are working effectively and at maximum efficiency.

[0077] The method (500) comprises a nineteenth step (516), a twentieth step (517) and a twenty first step (518). In the nineteenth step (516), the control unit (205) receives at least one of the connection status (204A) and the energy status (204B) of the plurality of signals, wherein the connection status signal is a disconnected status and the energy status is an empty energy status. In the twentieth step (517), the control unit (205) limits an operation of the vehicle (100) to the second operating condition (206B). In the twenty first step (518), the control unit (205) notifies of the second operating condition (206B) to a user of the vehicle (100) through at least one user interface of the vehicle (100). In one embodiment of the present disclosure, the at least one user interface may include but not limited to a display unit, a hornunit, a siren unit etc. In some example embodiments, the at least one user interface may be a flat-panel electronically configurable touchscreen, graphical user interface is mounted within the vehicle.

[0078] As shown in Figure - 5, an exemplary vehicle (100) is provided. In an embodiment, the vehicle may include a two-wheeled vehicle, a three-wheeled vehicle and a multi-wheeled vehicle. In another embodiment, the vehicle (100) may include an Unmanned Arial Vehicle (UAV). The vehicle (100) comprises a powertrain (101), at least one user interface, an accelerator unit (103), and a system (200). The powertrain is configured to propel the vehicle (100). The at least one user interface configured to convey one or more operating conditions (206A, 206B) of the vehicle (100) to a user of the vehicle (100). The accelerator unit (103), configured to control a rate of energy supplied to the powertrain (101). The system (200) is configured to control one or more operating conditions (206A, 206B) of the vehicle (100). The system (200) comprises one or more energy management units (202A, 202B) and a control unit (205). The one or more energy management units (202A, 202B) are configured to detect one or more energy storage parameters (204A, 204B) of a plurality of energy storage units (201A, 201B) of the vehicle (100). The control unit (205) is communicatively coupled to the one or more energy management units (202A, 202B). The control unit (205) is configured to detect a disconnection of at least one energy storage unit (201A) of the plurality of energy storage units (201 A, 201B) based on the plurality of signals. The control unit (205) is configured to determine at least one real-time parameter (207) of the vehicle (100) at a time of the disconnection of the at least one energy storage unit (201 A) of the plurality of energy storage units (201A, 201B). The control unit (205) is configured to control one or more operating conditions (206 A, 206B) of the vehicle (100) based on the disconnection of the at least one storage unit (201A) of the plurality of energy storage units (201 A, 201B) and based on a comparison of the at least one real-time parameter (207) of the vehicle (100) with at least one predefined parameter (208) of the vehicle (100).

[0079] According to the above disclosure, the present invention provides various advantages. In a preferred embodiment, Since, the vehicle (100) is not stoppingabruptly on highways or dense traffic conditions when there is only one of the plurality of energy storage units (201 A, 201B) is operating. Therefore, the safety of the vehicular operation is enhanced.

[0080] When there is only one energy storage unit (201A) is available, the system (200) restricts the vehicle (100) to a low-speed mode wherein a speed of the vehicle is restricted to a threshold speed, for example, 40 km / h. This increases the range of the vehicle (100) and saves energy for the other features requiring higher current.

[0081] By restricting the speed to the threshold speed, the system (200) keeps the vehicle (100) functional during the disconnection of one of the energy storage unit (201A) of the plurality of energy storage units (201A, 201B) during riding.

[0082] Since the system (200) enables the vehicle (100) to continue running on a single energy storage unit (201 A) if the plurality of energy storage units (201 A, 20 IB) is disconnected or fully drained. This continuous operation prevents abrupt stops, ensuring a smoother and safer ride for the driver and passengers.

[0083] By preventing sudden halts due to disconnection issues of the plurality of storage units (201A, 201B), the present invention enhances the vehicle’s (100) stability and safety. This reduces the risk of accidents or loss of control that may occur when the vehicle (100) unexpectedly comes to a stop, especially in traffic or hazardous road conditions.

[0084] The ability to seamlessly switch to a single energy storage unit of the plurality of energy storage units (201A, 201B) on happening disconnection of the plurality of energy storage units (201A, 201B), ensures reliability in diverse conditions such as uneven roads, electrical component failures, or pack-to-pack state of charge (SoC) imbalances. This adaptability enhances the overall reliability of the vehicle's (100) power system.

[0085] Users benefit from extended operational range and flexibility, knowing that the vehicle (100) can continue to function on the single energy storage (201 A) until a suitable opportunity arises for maintenance or reconnection of the plurality of energy storage units (201A, 201B). This feature is particularly advantageous in remote or challenging environments.

[0086] Indication of disconnection of the at least one energy storage unit of the plurality of energy storage units (201A, 201B) during an idle condition of the vehicle (100) provide enhanced diagnostic capability such as the system (200) can provide real-time feedback on the connection status (204A), indicating whether the plurality of energy storage units (201 A, 20 IB) is properly connected or if there are any issues. This information allows users or maintenance personnel to quickly identify potential problems such as loose connections or faults in the electrical system before they escalate.

[0087] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.

[0088] This written description uses examples to provide details on the disclosure, including the best mode, and also to enable any person skilled in the art to practice the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the disclosure is defined by the claims and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

[0089] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in light of the above disclosure.LIST OF REFERENCES

Claims

We claim:

1. A system (200) for controlling one or more operating conditions (206A, 206B) of a vehicle (100), the system (200) comprising: one or more energy management units (202A, 202B), the one or more energy management units (202A, 202B) being configured to generate a plurality of signals corresponding to one or more energy storage parameters (204 A, 204B) of a plurality of energy storage units (201 A, 201B) of the vehicle (100); and a control unit (205), the control unit (205) being communicatively coupled to the one or more energy management units (202A, 202B), and the control unit (205) being configured to: detect a disconnection of at least one energy storage unit (201A) of the plurality of energy storage units (201A, 201B) based on the plurality of signals; determine at least one real-time parameter (207) of the vehicle (100) at a time of the disconnection of the at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 20 IB); and control the one or more operating conditions (206A, 206B) of the vehicle (100) based on the disconnection of the at least one storage unit (201 A) of the plurality of energy storage units (201 A, 20 IB) and the determined real time parameter (207) of the vehicle (100) at the time of the disconnection of the at least one energy storage unit (201 A).

2. The system (200) as claimed in claim 1, wherein the one or more energy storage parameters (204 A, 204B) include a connection status (204A) and an energy status (204B), and the one or more energy management units (202A, 202B) is configured to: periodically perform at least one of a connection diagnosis and an energy diagnosis on each storage unit of the plurality of energy storage units (201A, 201B); anddetermine at least one of the connection status (204A) and the energy status (204B) of each energy storage unit of the plurality of energy storage units (201 A, 20 IB), wherein at least one of the connection status (204A) and the energy status (204B) being determined based on the connection diagnosis and the energy diagnosis respectively, the connection status (204A) being indicative of a status of a connection of the plurality of energy storage units (201 A, 20 IB) with a plurality of powerlines (104) of the vehicle (100), the connection status (204A) being one of a disconnected status or a connected status, the energy status (204B) being indicative of an available energy in each storage unit of the plurality of energy storage units, (201 A, 20 IB), and the energy status (204B) being one of available energy status or an empty energy status.

3. The system (200) as claimed in claim 2, wherein during a dynamic state of the vehicle (100), the dynamic state being indicative of a motion of the vehicle (100) and upon receiving at least one of the connection status (204A) and the energy status (204B), the control unit (205) is configured to: determine whether the at least one real-time parameter (207) of the vehicle is more than the at least one predefined parameter (208) of the vehicle (100) at the time of a disconnection of the at least one energy storage unit (201 A); maintain a first operating condition (206A) of the one or more operating conditions (206A, 206B) of the vehicle (100) for a predefined period of time (T), upon determining that the at least one real-time parameter (207) being more than the at least one predefined parameter (208); and maintain a second operating condition (206B) of the one or more operating conditions (206A, 206B), upon determining that the at least onepredefined parameter (208) being lesser than the at least one real-time parameter (207).

4. The system (200) as claimed in claim 3, wherein the first operating condition (206A) being indicative of a high-speed mode of the vehicle (100), the at least one real-time parameter (207) being indicative of a realtime speed of the vehicle (100), and the at least one predefined parameter (208) being a threshold speed of the vehicle (100); the second operating condition (206B) being indicative of a low- speed mode of the vehicle (100), the vehicle (100) being in the low-speed mode when the real-time speed of the vehicle (100) is less than or equal to the threshold speed; and the control unit (205) being configured to: change the high-speed mode to the low-speed mode within the predefined period of time (T) at a predefined rate (R), the predefined rate (R) being a rate of deceleration of the vehicle (100); notify a user about the change of the high-speed mode to the low-speed mode through at least one user interface of the vehicle (100); prohibit a change from the low-speed mode to the high-speed mode, by the user of the vehicle (100), when the threshold speed being more than the real-time speed; and alert the user via the at least one user interface, when the low- speed mode being changed by the user through an accelerator unit (103) of the vehicle (100), wherein the threshold speed being more than the real-time speed.

5. The system (200) as claimed in claim 4, wherein the control unit (205) being configured to limit the low-speed mode to the threshold speed, wherein the connection status (204A) being indicative of the disconnected status of the at least one storage unit (201 A) of the plurality of energy storage units (201A, 201B) and the energy status (204B) being indicative of the empty energy status of the at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 20 IB).

6. The system (200) as claimed in claim 3, wherein the control unit (205) being configured to enable a user of the vehicle (100) to change the first operating condition (206A) to the second operating condition (206B) through an accelerator unit (103) of the vehicle (100).

7. The system (200) as claimed in claim 3, wherein during the dynamic state, the control unit (205) being configured to enable a user of the vehicle (100) to operate the vehicle (100) in at least one of the first operating condition (206A) and the second operating condition (206B), wherein the connection status (204A) being indicative of a connected status of the plurality of energy storage units (201 A, 20 IB) with the plurality of powerlines (104).

8. The system (200) as claimed in claim 1, wherein during an idle state of the vehicle (100), and upon receiving at least one of a connection status (204A) and an energy status (204B) of the plurality of energy storage units (201 A, 20 IB); and the control unit (205) being configured to: limit the vehicle (100) to a second operating condition (206B); and notify the second operating condition (206B) to a user of the vehicle (100) through at least one user interface of the vehicle (100); wherein the second operating condition (206B) being indicative of a low-speed mode of the vehicle (100), wherein a realtime speed of the vehicle (100) being less than a threshold speed of the vehicle (100); the connection status (204A) being indicative of a disconnected status of the at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 20 IB) from a plurality of powerlines (104) of the vehicle (100), andthe energy status (204B) being indicative of an empty energy status the at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 201B).

9. A method (500) for controlling one or more operating conditions (203 A, 203B) of a vehicle (100), the method (500) comprising steps of: checking (501) one or more energy storage parameters (204A, 204B) of a plurality of energy storage units (201 A, 201B) of the vehicle by one or more energy management units (202A, 202B); generating (502) a plurality of signals, by the one or more energy management units (202A, 202B), based on the checked one or more energy storage parameters (204A, 204B); detecting (503) a disconnection of at least one energy storage unit (201A) of the plurality of energy storage units (201A, 201B) based on at least one of the plurality of signals; determining (503A) at least one real-time parameter (207) of the vehicle (100) by a control unit (205) at the time of the disconnection of the at least one energy storage unit (201 A); comparing (503B), the at least one real-time parameter (207) with at least one predefined parameter (208) of the vehicle (100); and controlling (504) the one or more operating conditions (206A, 206B) of the vehicle (100) by the control unit (205) based on the comparison of the at least one real-time parameter (207) of the vehicle (100) with the at least one predefined parameter (208) of the vehicle (100).

10. The method (500) as claimed in claim 9, wherein the one or more energy storage parameters (204A, 204B) include a disconnection status (204A) and an energy status (204B) and the method (500) comprising: periodically performing (505) at least one of a connection diagnosis and an energy diagnosis on the plurality of energy storage units (201A, 20 IB) by the one or more energy management units (202A, 202B); anddetermining (506) at least one of the connection status (204A) and the energy status (204B) by the one or more energy management units (202A, 202B), the connection status (204A) indicates a status of connection of at least one energy storage unit of the plurality of energy storage units (201A, 201B) with a plurality of powerlines (104) of the vehicle (100), the connection status (204A) is one of a disconnected status and a connected status, the energy status (204B) indicates an available energy in the at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 20 IB) and the energy status (204B) is one of available energy status or empty energy status.

11. The method (500) as claimed in claim 9, wherein a first operating condition (206A) of the one or more operating conditions (206A, 206B) being indicative of a high-speed mode of the vehicle (100), the at least one realtime parameter (207) being indicative of a real-time speed of the vehicle (100), and the at least one predefined parameter (208) being a threshold speed of the vehicle (100) and a second operating condition (206B) of the one or more operating conditions (206A, 206B) being indicative of a low-speed mode of the vehicle (100); and the method (500) comprising: receiving (507) at least one of the connection status (204A) and the energy status (204B), wherein the connection status (204A) is a disconnected status and the energy status (204B) is an empty energy status; maintaining (508A) the first operating condition (206A) for a predefined period of time (T), upon determining that the real-time speed is more than the threshold speed, wherein the high-speed mode includes the real-time speed of the vehicle being more than the threshold speed;maintaining (508B) the second operating condition (206B), wherein the threshold speed is more than the real-time speed, wherein the low-speed mode includes the real-time speed of the vehicle being less than the threshold speed.

12. The method (500) as claimed in claim 11, the method comprising: changing (509) the first operating condition (206A) to the second operating condition (206B) within the predefined period of time (T) at a predefined rate (R), wherein the predefined rate (R) is a rate of declaration of the vehicle (100); notifying (510) a user of the changing (509) of the first operating condition (206A) to the second operating condition (206B) through at least one user interface of the vehicle (100); prohibiting (511) a change in the second operating condition (206B) by the user, wherein the threshold speed is more than the real-time speed; and alerting (512) a deliberate change in the second operating condition (206B) by the user via the at least one user interface, wherein the threshold speed is more than the real-time speed.

13. The method (500) as claimed in claim 11, the method (500) comprising limiting (513) the second operating condition (206B) to the threshold speed, wherein the connection status (204A) is the disconnected status and the energy status (204B) is the empty energy status.

14. The method (500) as claimed in claim 11, the method comprising enabling (514) the user to change the first operating condition (206A) to the second operating condition (206B) through an accelerator unit (103) of the vehicle (100).

15. The method (500) as claimed in claim 11, the method (500) comprising enabling (515) the user to operate the vehicle (100) in at least one of the first operating condition (206A) and the second operating condition (206B),wherein the connection status (204A) is a connected status of the one or more of the plurality of energy storage units (201 A, 20 IB) with the plurality of powerlines (104).

16. The method (500) as claimed in claim 9, the method (500) comprising: receiving (516) at least one of the connection status (204A) and the energy status (204B), wherein the connection status (204A) includes a disconnected status and the energy status is an empty energy status; limiting (517) an operation of the vehicle (100) to a second operating condition (206B); notifying (518) of the second operating condition (206B) to a user of the vehicle (100) through one user interface of the vehicle (100).

17. A vehicle (100), the vehicle (100) comprising: a powertrain (101), the powertrain (101) being configured to propel the vehicle (100); at least one user interface, the at least one user interface being configured to convey one or more operating conditions (206A, 206B) of the vehicle (100) to a user of the vehicle (100); an accelerator unit (103), the accelerator unit (103) being configured to control a rate of energy supplied to the powertrain (101); a system (200) for controlling the one or more operating conditions (206A, 206B) of the vehicle (100), the system (200) comprising: one or more energy management units (202A, 202B), the one or more energy management units (202A, 202B) being configured to detect one or more energy storage parameters (204A, 204B) of a plurality of energy storage units (201A, 201B) of the vehicle (100); and a control unit (205), the control unit (205) being communicatively coupled to the one or more energy management units (202A, 202B), and the control unit (205) being configured to:detect a disconnection of at least one energy storage unit (201A) of the plurality of energy storage units (201A, 201B) based on the plurality of signals; determine at least one real-time parameter (207) of the vehicle (100) at a time of the disconnection of the at least one energy storage unit (201 A) of the plurality of energy storage units (201 A, 20 IB); and control one or more operating conditions (206A, 206B) of the vehicle (100) based on the disconnection of the at least one storage unit (201 A) of the plurality of energy storage units (201 A,20 IB) and the at least one real-time parameter (207) of the vehicle (100).

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