Return riding range determination for off-road electric vehicles

Abstract

A return ride estimation system and method for off-road electrical vehicles is presented. The return ride estimation system includes an off-road electric vehicle, comprising an electric motor providing propulsive movement for riding operations; an electric motor controller to control characteristics of the propulsive movement during riding operations; a battery to supply electrical power to the electric motor; a battery management module to determine an indicator of remaining range; a geolocation unit to provide current location position data of the off-road electric vehicle; a return riding range estimation module to receive current location position data, determine a starting riding location position, receive the indicator of remaining range, and determine whether the off-road electric vehicle can reach the starting riding location position, based on the indicator of remaining range and the current location position.

Description

RETURN RIDING RANGE DETERMINATION FOR OFF-ROAD ELECTRIC VEHICLESCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims priority to United States Provisional Patent Application No. 63 / 585,660, filed Sep. 27, 2023 entitled “Return Riding Range Determination For Off-Road Vehicles”, which is incorporated by reference herein in its entiretyFIELD OF TECHNOLOGY

[0002] The technology presented herein generally relates to off-road electric vehicles and, in particular, to the estimation of return ride ranges for off-road electric vehicles.BACKGROUND

[0003] Off-road electric vehicles (OR-EVs) are environmentally friendly recreational vehicles that are powered by onboard battery packs. Naturally, the riding range for OR-EVs is limited by the electric charge capacity of the batteries relative to the electrical power consumed in propelling the OR-EVs during travel.

[0004] For example, OR-EVs, whether ground-based or water-based crafts, consume different amounts of electrical power for propulsion during a ride depending on operational factors, such as for example, speed level, intensity, and frequency of acceleration, etc. as well as prevailing environmental factors, such as, for example, terrain topology, rain / snow / ice conditions, upstream / downstream current flows, etc. Such factors directly affect the electric power consumed which, in turn, impacts the available riding range.

[0005] Another consideration is that on-road vehicles (whether gas or electrically powered) are capable of traveling from a starting location A to a destination location B due to the availability of gas or electrical charging stations along most established roadways. However, by virtue of the purpose and operation of off-road vehicles (and, in particular, OR-EVs), the availability of gas or charging stations along off-road pathways are rare, if non-existent. As such, OR-EV users typically ride in a recreational manner or “free-ride”, from a starting location A and return ride back to the starting location A. Being able to reach starting location A is critical, given the nature of the terrain OR-EVsare ridden on and the risk of becoming stranded is significant, as rescue vehicles will not be able to reach these remote locations and transporting stored electric power to these locations is often not a possibility. Additionally, at present time, the typical range available for OR-EVs is relatively small, therefore full utilization of the available range, without constantly focusing on whether the remaining range is sufficient, is necessary to fully enjoy the free-riding experience, also remaining range information can be difficult to access, as some OR-EVs do not have a large screen or other means to adequately convey this information.

[0006] Existing solutions directed to ensuring that OR-EVs are effectively able to reach starting location A, while not arriving at starting location A with excess remaining range which could have been used for free-riding, involve the vehicle engaging a limited power mode, otherwise known as “limp-home mode”, when the vehicle’s remaining range reaches an arbitrarily predetermined remaining range or battery charge level. However, this solution does not address the determination of whether excessive range will remain upon reaching point A or whether remaining range when limphome mode is activated is sufficient to actually reach starting point A.

[0007] By way of example, a water-based OR-EV may be capable of approximately 40 miles (i.e., approximately 65 km) of riding range, with limp-home mode being automatically engaged when 5 miles (8 km) of limp-home mode range remains. In one scenario, the OR-EV user free-rides an equivalent range of 20 miles (32 km) around a lake, ending up at a straight line distance of 10 miles from starting point A. Upon noticing the vehicle has expended half of the usable range, the user return rides 10 miles (16 km) to starting point A, arriving with 10 miles (16 km) of range remaining, which could have been used for further free-riding.

[0008] In another scenario, the OR-EV rider expends 35 miles (56 km) of riding range with the vehicle being ridden in a nonlinear manner, in order to perform various maneuvers or using the available vehicle range for exploring the surrounding area before limp-home mode is engaged, effectively ending the free-riding portion of the ride. However, the rider may actually be only within a quarter mile (400 m) from starting point A, because the OR-EV was operated in a localized area, resulting in vehicle performance and thus riding enjoyment, being significantly diminished, while range, in excess to what is required to reach starting point A, remains.

[0009] In yet another scenario, the OR-EV rider free-rides expends 35 miles (56 km) of range, ending up at a straight line distance of 10 miles (16 km) from starting point A when limp-home modeis automatically engaged, such that the rider is now unable to reach starting point A, since only 5 miles (8km) of range are left.

[0010] As such, none of the proposed solutions appear to suggest as to how to provide an accurate estimation of return riding range, in order to maximize free-riding time, while also ensuring the vehicle will effectively reach starting location A for ground- or water-based OR-EVs.SUMMARY

[0011] Embodiments of the present technology have been developed based on lack of proposed solutions regarding the accurate estimation of return ride ranges for ground-based or water-based offroad electric vehicles (OR-EVs).

[0012] An object of the present disclosure is directed to an off-road electric vehicle, comprising an electric motor configured to provide propulsive movement to the off-road electric vehicle for riding operations; an electric motor controller configured to control characteristics of the propulsive movement during riding operations; a battery configured to supply electrical power to the electric motor; a battery management module configured provide an indicator of remaining range; a geolocation unit configured to provide current location position data of the off-road electric vehicle; a return riding range estimation module communicatively-coupled to the geolocation unit, the electric motor controller, and the battery management module, in which the return riding range estimation module is configured to: receive current location position data from the geolocation unit, determine a starting riding location position, receive an indicator of remaining range from the battery management module, and determine whether the off-road electric vehicle can reach the starting riding location position, based on the indicator of remaining range and the current location position.

[0013] A related aspect of the off-road electric vehicle provided by the present disclosure comprises a memory unit communicatively-coupled to the battery management module that is configured to store electric power consumption data during riding operations and a return ride notification unit, communicatively-coupled to the return riding range estimation module, and configured to provide an alert indication in accordance with the estimated return riding range and the indicator of remaining range.

[0014] An additional aspect of the off-road electric vehicle provided by the present disclosure provides that the estimated return riding range incorporates a return route that is determined based on the starting riding location position and the current riding location position data and that the return riding range estimation module is further configured to: determine a first performance return riding range to enable the off-road electric vehicle to return to the starting riding location position while consuming electric power in accordance with the stored electric power consumption data; and determine a second performance return riding range to enable the off-road electric vehicle to return to the starting riding location position in a limited electric power consumption mode in accordance with the stored electric power consumption data.

[0015] A further aspect of the off-road electric vehicle provided by the present disclosure comprises that the return ride notification unit provides a first alert indication when the remaining range is equal to the first performance return riding range or second performance return riding range whichever is shortest and provides a second alert indication when the remaining range is equal to the first performance return riding range or second performance return riding range, whichever is longer, wherein the second alert is provided after the first alert indication, in which the first and second alert indications of the return ride notification unit comprise auditory, visual, vibratory and / or haptic presentations.

[0016] Another aspect of the off-road electric vehicle provided by the present disclosure comprises that, when the remaining range becomes equal to the second performance return riding range, the return riding range estimation module instructs the electric motor controller to operate under the limited electric power consumption mode.

[0017] In an additional aspect of the off-road electric vehicle, the present disclosure provides that the geolocation unit comprises an external device that is disposed in proximate distance to the offroad electric vehicle.

[0018] Another object of the present disclosure is directed to a method of estimating a return riding range for an off-road electric vehicle, in which the electric off-road electric vehicle comprises: an electric motor configured to provide propulsive movement to the off-road electric vehicle for riding operations, an electric motor controller configured to control characteristics of the propulsive movement during riding operations, a battery configured to supply electrical power to the electric motor, a battery management module configured to monitor electric power consumption data during riding operations and determine a remaining range, a geolocation unit configured to provide currentpositioning data of the off-road electric vehicle, and a return riding range estimation module communicatively-coupled to the geolocation unit, the electric motor controller, and the battery management module; and in which the method comprises: receiving current location position data from the geolocation unit, determining a starting riding location position, receiving remaining range data from the battery management module, and estimating a return riding range corresponding to the range required to ride from the current location position to the starting riding location position based on the current location position data, in accordance with the electric power consumption data.

[0019] A related aspect of the method provided by the present disclosure comprises providing a memory unit communicatively-coupled to the battery management module for storing electric power consumption data during riding operations and providing a return ride notification unit, communicatively-coupled to the return riding range estimation module, for providing an alert indication in accordance with the estimated return riding range and the remaining range data.

[0020] An additional aspect of the method provided by the present disclosure provides that the estimated return riding range incorporates a return route that is determined based on the starting riding location position and the current riding location position data and that the return riding range estimation module is further configured to: determine a first performance return riding range to enable the off-road electric vehicle to return to the starting riding location position while consuming electric power in accordance with the stored electric power consumption data; and determine a second performance return riding range to enable the off-road electric vehicle to return to the starting riding location position in a limited electric power consumption mode in accordance with the stored electric power consumption data.

[0021] A further aspect of the method provided present disclosure comprises that the return ride notification unit provides a first alert indication when the remaining range is equal to the first performance return riding range or second performance return riding range, whichever is shortest, while also providing a second alert indication when the remaining range is equal to the first performance return riding range or second performance return riding range, whichever is longer. The first and second alert indications of the return ride notification unit comprise auditory, visual, vibratory and / or haptic presentations., wherein the second alert is provided after the first alert indication, in which the first and second alert indications of the return ride notification unit comprise auditory, visual, vibratory and / or haptic presentations.

[0022] Another aspect of the method provided present disclosure comprises that, when the remaining range becomes equal to the second performance return riding range, the return riding range estimation module instructs the electric motor controller to operate under the limited electric power consumption mode.

[0023] Implementations of the present technology each have at least one of the above-mentioned object and / or aspects, but may not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned object may not satisfy this object and / or may satisfy other objects not specifically recited herein.

[0024] Additional and / or alternative features, aspects, and advantages of implementations of the present technology will become apparent from the following description, the accompanying drawings, and the appended claims.

[0025] The exemplary implementations described by this disclosure are intended to aid the reader in understanding the principles and relevant concepts of the present technology. In no way, however, are the specifically described implementations intended to limit the scope of the present technology.BRIEF DESCRIPTION OF THE DRAWINGS

[0026] For a better understanding of the embodiments provided by the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:

[0027] FIG. 1A depicts a high-level functional block diagram of a return ride estimation system for off-road electrical vehicles, in accordance with the embodiments of the present disclosure;

[0028] FIG. IB depicts a high-level path flow diagram of a return ride estimation system for offroad electrical vehicles, in accordance with the embodiments of the present disclosure;

[0029] FIG. 2 depicts a high-level flow diagram of a return ride estimation process for off-road electrical vehicles, in accordance with the embodiments of the present disclosure; and

[0030] FIG. 3 depicts an exemplary water-based off-road electric vehicle implementing a return ride estimation system and method, in accordance with the embodiments of the present disclosure.

[0031] It should be appreciated that, unless otherwise explicitly specified herein, the drawings are not to scale and that various features may be magnified or reduced for clarification purposes.DETAILED DESCRIPTION

[0032] The examples and conditional language recited herein are principally intended to aid the reader in understanding the principles of the present technology and not to limit its scope to such specifically recited examples and conditions. It will be appreciated that those skilled in the art may devise various arrangements that, although not explicitly described or shown herein, nonetheless embody the principles of the present technology.

[0033] Furthermore, as an aid to understanding, the following description may describe relatively simplified implementations of the present technology. As persons skilled in the art would understand, various implementations of the present technology may be of a greater complexity.

[0034] Moreover, all statements herein reciting principles, aspects, and implementations of the present technology, as well as specific examples thereof, are intended to encompass both structural and functional equivalents thereof, whether they are currently known or developed in the future. Thus, for example, it will be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative circuitry embodying the principles of the present technology. Similarly, it will be appreciated that any flowcharts, flow diagrams, state transition diagrams, pseudocode, and the like represent various processes that may be substantially represented in non-transitory computer-readable media and so executed by a computer or processor, whether or not such computer or processor is explicitly shown.

[0035] Relatedly, the functions of the various elements depicted by the figures may be provided through the use of dedicated hardware as well as hardware capable of executing software. When provided by a processor, the functions may be provided by a single dedicated processor, by a single shared processor, or by a plurality of individual processors, some of which may be shared. In some embodiments of the present technology, the processor may be a general-purpose processor, such as a central processing unit (CPU) or a processor dedicated to a specific purpose, such as a digital signal processor (DSP). Moreover, explicit use of the term a "processor" should not be construed to refer exclusively to hardware capable of executing software, and may implicitly include, without limitation, application specific integrated circuit (ASIC), field programmable gate array (FPGA), read-onlymemory (ROM) for storing software, random access memory (RAM), and non-volatile storage. Other hardware, conventional and / or custom, may also be included.

[0036] Additionally, software modules, or simply modules, may be represented herein as any combination of flowchart elements or other elements indicating performance of process steps and / or textual description. Such modules may be executed by hardware that is expressly or implicitly shown. Moreover, it should be understood that module may include for example, but without being limitative, computer program logic, computer program instructions, software, stack, firmware, hardware circuitry or a combination thereof which provides the required capabilities.

[0037] Given this fundamental understanding, the disclosed embodiments are directed to a system and method configured to provide accurate estimation of return ride ranges for ground-based or water-based off-road electrical vehicles (OR-EVs). OR-EVs are electric vehicles designed to ride on surfaces other than paved roadways. Such vehicles may include, for example, battery-operated boats, snowmobiles, all-terrain vehicles (ATVs), personal watercraft (PWCs), side-by-side vehicles (SSVs), off-road electric bikes, etc.

[0038] FIG. 1 depicts a high-level functional block diagram of a return ride estimation system 100 for OR-EVs, in accordance with the embodiments of the present disclosure. The return ride estimation system 100 is shown to be embodied by separate units and modules performing certain functions. However, the depicted embodiment is not intended by be limiting. That is, the various units and modules of system 100 may be combined and / or integrated into a single component and may also be physically incorporated within the body of the OR-EV or distributed between the OR- EV body and external devices. It should, therefore, be appreciated that various implementations are contemplated without departing from the concepts of the instant disclosure.

[0039] As depicted, return ride estimation system 100 comprises an electric motor 104 that provides propulsive movement to the OR-EV for riding and an electric motor controller 104A communicatively-coupled to the electric motor 104. The electric motor controller 104A is configured to control characteristics of the propulsive movement and the operations of the electric motor 104 during the OR-EV riding. For purposes of the instant disclosure, the exact configuration of the electric motor 104 is not limiting, as various electric motor configurations could be implemented without departing from the concepts presented herein.

[0040] The return ride estimation system 100 further comprises a battery 102 that supplies electrical power to the electric motor 104, a battery management module 102A communicatively- coupled to the battery 102, and a battery memory unit 102B communicatively-coupled to the battery management module 102A. The battery management module 102 A is configured to monitor the electric power consumption data during OR-EV riding while the battery memory unit 102B is configured to store the monitored electric power consumption data.

[0041] It will be appreciated that the electric power consumption data corresponds to a collection of historical data, related to operations of the electric motor 104 during riding. For example, the rate at which battery power is consumed, per unit of distance traveled, from which the rider’s future behavior, as well as the terrain or water conditions and environmental factors can be estimated to predict future rates of power consumption. Rider behavior includes operational factors, such as preferred speed of riding, and accelerations, which can significantly affect the rate at which electric power consumed. Similarly, environmental factors, such as, terrain topology, ambient temperature, rain / snow / ice conditions, upstr earn / downstr earn current flows, etc. also affect the electric power consumed. In turn, the level of electrical power consumed impacts the remaining available range, which equally impacts the return riding range.

[0042] Returning to FIG. 1A, the return ride estimation system 100 further comprises a geolocation unit 106 configured to provide current location position data of the OR-EV. The geolocation unit 106 is configured to provide updated location position data of the OR-EV during riding. The geolocation unit 106 may be integrated within the OR-EV body and the information provided thereby may be supplemented or enhanced by external user devices, such as, for example, mobile devices with geolocation service applications.

[0043] The return ride estimation system 100 also comprises a return riding range estimation module 110 that is communicatively-coupled to the battery management module 102 A, the electric motor controller 104A, the battery memory unit 102B, and the geolocation unit 106. The return range estimation unit may be part of a vehicle control unit (VCU) or other vehicle controller. The return riding range estimation module 110 is configured to receive data from the battery management module 102A, the electric motor controller 104A, the memory unit 102B, the geolocation unit 106, and a notification unit 112, to accurately estimate and notify the vehicle operator regarding the return riding range for the OR-EV.

[0044] In particular, the return riding range estimation module 110 incorporates the starting riding location position, the current location position data of the OR-EV received from the geolocation unit 106, and the received remaining range data from the battery management module 102A to accurately estimate a return riding range. The estimated return riding range relates to the distance required to ride from the current location position to the starting riding location position, in accordance with the electric power consumption data. The return riding range estimation module 110 then provides the estimated return riding range information to the notification unit 112 which is configured to provide an alert indication to the operator of the OR-EV for the estimated return riding range information. The alert indication may be presented to the operator by auditory, visual, vibratory and / or haptic presentations.

[0045] As described in greater detail below, the return riding range estimation module 110 calculates a first performance return riding range that enables the OR-EV to return to the starting riding location position while consuming the electric power experienced and enjoyed during the freeriding portion of the OR-EV, in accordance with the stored electric power consumption data.

[0046] The return riding range estimation module 110 also calculates a second performance return riding range to enable the OR-EV to return to the starting riding location position with limited electric power consumption and corresponding limited performance different from the first performance riding range, in accordance with the stored electric power consumption data. Each of the first and second performance return riding ranges are presented to the operator via the notification unit 112 upon the remaining range of the OR-EV battery reaching the calculated first and second performance return riding ranges.

[0047] Moreover, in some implementations, the return riding range estimation module 110 may also include a safety buffer factor built into the calculation of the first and second performance return riding ranges to provide an extra reserve of electrical power reserve above what is actually required to return to the starting location.

[0048] By way of illustration, FIG. IB depicts a high-level path flow diagram 150 in accordance with the operations of return ride estimation system 100. As depicted, the OR-EV operator free-rides from a starting location 180 and, at a certain point during OR-EV free-riding, the operator is notified 160 that the remaining battery range is equal to the calculated first performance return riding range. As noted above, the first notification 160 indicates to the operator that at that point, a direct returnride back to the starting location 180 will allow for the same riding performance experienced during the initial free-riding portion of the ride.

[0049] In the event that the operator chooses not to commence the return ride back to the starting location after being notified that the battery range has reached the first performance return riding range and continues further free-riding, the return ride estimation system 100 notifies 170 the operator that the battery range has reached the calculated second performance return riding range. As noted above, the second notification 170 indicates to the operator that a direct return ride back to the starting location will allow the OR-EV to reach the starting location 180, with a riding performance that will differ from the performance experienced during the initial and continued free-ride portions of the ride, to allow for an increased distance to be traversed.

[0050] As such, the return ride estimation system 100 is configured to notify the operator at two instances during the free-ride that indicate two available return rides. That is, the notification allows the operator to enjoy the longest free-riding time possible by offering the choice of which vehicle performance they wish to return to the starting location, while also ensuring that the operator is able to effectively reach the starting location before completely running out of range.

[0051] With this said, FIG. 2 depicts a high-level flow diagram of a return ride estimation process 200 for OR-EVs, in accordance with the nonlimiting embodiments of the present disclosure. Process 200 or portions thereof may be executed serially or in parallel and may further be executed by separate units / modules or by a single component. For purposes of the instant disclosure, the exact processing sequence or entities executing process 200 is not limiting with regard to the concepts presented herein.

[0052] As such, at task block 202, process 200 detects that the OR-EV is activated for operations. At task block 204, the current riding location position data of the OR-EV is received and, at task block 206, the starting riding location position data is determined. The current riding location position data and the starting riding location position data may be provided by the geolocation unit 106 and may be supplemented / enhanced by external user devices.

[0053] At task block 208, the remaining range data is received from the battery management module 102A. The remaining range data represents the range of OR-EV riding that is left based, in part, on the battery charge level, as well as the electric power consumption data. As noted above, the electric power consumption data and remaining battery charge levels directly relate to the operationsof the electric motor 104 during riding, which is affected by user riding behavior as well as environmental factors, such as terrain condition, water, snow, mud, hills, currents, wind, etc.

[0054] Progressing to task block 210, the return riding range estimation module 110 determines a first and second performance return riding ranges. The first performance return riding range represents a return riding mode that allows the operator to ride back to the starting location while experiencing a first level of performance. This level of performance may be based on being similar or identical to the performance the OR-EV rider enjoyed during the free-ride portion of the OR-EV ride, while also considering the electric power consumption data for a better range estimate. The second performance return riding range represents a return riding mode that allows the operator to ride back to the starting location, while experiencing a second level of performance. The second level of performance may be lower in some aspects than the first level of performance, while also considering the electric power consumption data. The second level of performance may allow the rider to ride over a longer range, so the operator may free-ride longer away from the starting location at the vehicle’s nominal performance level, before beginning the return ride to the starting location.

[0055] At task block 212, the first performance return riding range is presented to the operator by way of notification. This notification may be presented to the operator upon the OR-EV reaching the calculated first performance return riding range.

[0056] Moving to task block 214, the second performance return riding range is presented to the operator for notification. This notification may be presented to the operator upon the OR-EV reaching the calculated second performance return riding range. In some implementations, the OR-EV may be automatically restricted to operate in the limited electric power consumption mode in accordance with the second performance return riding range, to ensure that the rider will reach the starting location before completely running out of range.

[0057] In this manner, the disclosed OR-EV return ride estimation system 100 and process 200 are configured and operate to calculate and notify the operator of two return ride performance modes, to maximize free-riding time, while ensuring that the rider will effectively reach the starting location.

[0058] FIG. 3 depicts an exemplary water-based off-road electric vehicle (OR-EV) 300 implementing the presented return ride estimation system and method, in accordance with the embodiments of the present disclosure. As shown, the exemplary water-based OR-EV 300 is an electrically powered hydrofoil watercraft with a retractable lift-propulsion system that comprises abuoyant body 310, a batery pack 312, a retractable mast 320, an electrically powered propulsion unit 330, a steering pole 340 with handlebar 342, and a handheld remote control unit 350. The handheld remote control unit 350 includes a display screen 350A and at least one control button 350B to provide the operator with control of the OR-EV 300.

[0059] The OR-EV 300 is configured with the return ride estimation system 100 as well as configured to execute the instructions provided by corresponding process 200, as detailed above. The various units and modules of system 100 may be combined and / or integrated into a single component and may also be physically incorporated within the OR-EV 300 body or distributed between the OR- EV 300 body and certain external devices. It should, therefore, be appreciated various implementations of system 100 relative to the OR-EV 300 body are contemplated without departing from the concepts of the instant disclosure.

[0060] With this said, when the OR-EV 300 is activated, system 100 receives the current location position data. Such data may be provided by the geolocation unit 106 of system 100 and may also be supplemented / enhanced by external user devices. From this data, the system 100 determines the starting location 180, which may be done by receiving a manual input by the vehicle rider, upon responding to a prompt on the display screen 350 A. The starting location 180 may be determined automatically, by the return riding range estimation module 110 recording the current location position as received by the geolocation unit 106, at the first moment in a ride that the electrically powered propulsion unit 330 is powered by the electric motor controller 104A.

[0061] Alternatively, an invariable starting location may be predetermined and recorded in a memory unit, such as memory unit 102B or a location which is determined to be a probable starting location, based on historical geolocation information may also be used as a starting location for a given ride. The determined starting location 180 position may be reset by a specific event, for example each time the vehicle is powered off, after a certain fixed time interval, when the vehicle’s batery is connected to a charger or any combination of these. System 100 then receives the remaining range data from the battery management module 102A which represents the riding range of the OR-EV left, mainly based on the batery charge level, as well as other factors.

[0062] Armed with the starting riding location and current riding location position data, remaining range data, and optionally the electric power consumption data in order to increase estimation accuracy, the return riding range estimation module 110 of system 100 estimates the returnriding range that corresponds to the range required to ride from the current location position to the starting riding location position.

[0063] In particular, the return riding range estimation module 110 of system 100 determines a first performance return riding range, which represents a return ride mode that allows the operator to ride back to the starting location, while enjoying a similar level of performance that the OR-EV provided during the free-ride portion of the OR-EV ride, the level of performance being based on the electric power consumption data collected during the free-ride portion of the ride. The first performance return riding range is presented to the operator upon the OR-EV remaining range reaching the calculated first performance return riding range. The presentation of the first performance return riding range may take the form of a visual notification shown on the display screen 350A of the handheld remote control unit 350 or may otherwise take the form of auditory, vibratory and / or haptic presentations.

[0064] The return riding range estimation module 110 of system 100 also determines a second performance return riding range, which represents a return ride mode that allows the operator to ride back to the starting location with the OR-EV providing different performance capabilities. The second performance return riding range may be longer than the first performance return riding range, the performance capabilities of this return riding mode being modulated in order to allow for the vehicle to ride over a longer range, allow the user who chooses to return with this mode to free-ride for the longest range possible before beginning the return ride. The second performance return riding range is presented to the operator upon the OR-EV remaining range reaching the calculated second performance return riding range which, as noted above, may take the form of a visual notification shown on the display screen 350A of the handheld remote control unit 350 or other auditory, vibratory and / or haptic presentations. The second performance return riding range may also be presented to the operator by a sudden and significant reduction in vehicle propulsive performance.

[0065] In this manner, a water-based OR-EV 300 is capable of accurately calculating return ride ranges for operating under a first performance or second performance mode and notifying the operator of the same to provide the operator with performance options for the return ride back to the starting location.

[0066] It will be appreciated that modifications and improvements to the above-described implementations of the present technology may become apparent to those skilled in the art. Theforegoing description is intended to be exemplary rather than limiting. The scope of the present technology is therefore intended to be limited solely by the scope of the appended claims.

Claims

WHAT IS CLAIMED IS:

1. An off-road electric vehicle, comprising: an electric motor configured to provide propulsive movement to the off-road electric vehicle for riding operations; an electric motor controller configured to control characteristics of the propulsive movement during riding operations; a battery configured to supply electrical power to the electric motor; a battery management module configured to provide an indicator of remaining range; a geolocation unit configured to provide current location position data of the off-road electric vehicle; a return riding range estimation module communicatively-coupled to the geolocation unit, the electric motor controller, and the battery management module, the return riding range estimation module configured to: receive current location position data from the geolocation unit, determine a starting riding location position, receive the indicator of remaining range from the battery management module, and determining whether the off-road electric vehicle can reach the starting riding location position, based on the indicator of remaining range and the current location position.

2. The off-road electric vehicle of claim 1, wherein the battery management module is configured to monitor electric power consumption data during riding operations and further comprising a memory unit communicatively-coupled to the battery management module that is configured to store the data during riding operations.

3. The off-road electric vehicle of claim 1, wherein the estimated return riding range incorporates a return route that is determined based on the starting riding location position and the current riding location position data.

4. The off-road electric vehicle of claim 1 wherein, based on the starting riding location position and the current riding location position data, the return riding range estimation module is further configured to: determine a first performance return riding range to enable the off-road electric vehicle to return to the starting riding location position; and determine a second performance return riding range to enable the off-road electric vehicle to return to the starting riding location position, wherein the second performance return riding range is different from the first performance return riding range.

5. The off road vehicle of claim 4, wherein the first and second performance return riding ranges are determined in accordance with the stored electric power consumption data.

6. The vehicle of claim 4 , wherein each of the first and second performance return riding ranges are determined based on different vehicle propulsive characteristics.

7. The off-road electric vehicle of claim 6, wherein the propulsive characteristics associated with the second performance return riding range result in lower power consumption over the second performance return riding range than over the first performance return riding range.

8. The off-road electric vehicle of claim 4, wherein the second performance return riding range is longer than the first performance return riding range.

9. The off-road electric vehicle of claim 1 , further comprising a return ride notification unit, communicatively-coupled to the return riding range estimation module and configured to providean alert indication in accordance with the estimated return riding range and the indicator of remaining range.

10. The off-road electric vehicle of claim 9, wherein the return ride notification unit provides a first alert indication based on the comparison of the indicator of remaining range to the first performance return riding range.

11. The off-road electric vehicle of claim 9, wherein the return ride notification unit provides a second alert indication based on the comparison of the indicator of remaining range to the second performance return riding range, wherein the second alert is provided after the first alert indication.

12. The off-road electric vehicle of claim 9 wherein, the return riding range estimation module instructs the electric motor controller to operate under a limited electric power consumption mode, based on the comparison of the indicator of remaining range to the second performance return riding range.

13. The off-road electric vehicle of claim 9, wherein the first and second alert indications of the return ride notification unit comprise auditory, visual, vibratory and / or haptic presentations.

14. The off-road electric vehicle of claim 1, wherein the return riding range is estimated in accordance with the vehicle reaching the starting riding location position with a predetermined remaining riding range.

15. The off-road electric vehicle of claim 1 , wherein the geolocation unit comprises an external device that is disposed in proximate distance to the off-road electric vehicle.

16. A method of estimating a return riding range for an off-road electric vehicle, in which: the electric off-road electric vehicle comprises: an electric motor configured to provide propulsive movement to the off-road electric vehicle for riding operations, an electric motor controller configured to control characteristics of the propulsive movement during riding operations, a battery configured to supply electrical power to the electric motor, a battery management module configured to provide an indicator of remaining range, a geolocation unit configured to provide current positioning data of the off-road electric vehicle, and a return riding range estimation module communicatively-coupled to the geolocation unit, the electric motor controller, and the battery management module; the method comprising: receiving current location position data from the geolocation unit, determining a starting riding location position, receiving an indicator of remaining range from the battery management module, and determining whether the off-road electric vehicle can reach the starting riding location position, based on the indicator of remaining range and the current location position.

17. The method of claim 16, wherein the battery management module is configured to monitor electric power consumption data during riding operations and further comprising a memory unit, communicatively coupled to the battery management module, configured to store the data the during riding operations.

18. The method of claim 16, wherein the estimated return riding range further comprises incorporating a return route that is determined based on the starting riding location position and the current riding location position data.

19. The method of claim 16 wherein, based on the starting riding location position and the current riding location position data, the return riding range estimation module is further configured for: determining a first performance return riding range to enable the off-road electric vehicle to return to the starting riding location position and determining a second performance return riding range to enable the off-road electric vehicle to return to the starting riding location position, wherein the second performance return riding range is different from the first performance return riding range.

20. The method of claim 19, wherein the first and second performance return riding ranges are determined in accordance with the stored electric power consumption data.

21. The method of claim 19, wherein each of the first and second performance return riding ranges are determined based on different vehicle propulsive characteristics.

22. The method of claim 21, wherein the propulsive characteristics associated with the second performance return riding range result in lower power consumption over the second performance return riding range than over the first performance return riding range.

23. The method of claim 19, wherein the second performance return riding range is longer than the first performance return riding range.

24. The method of claim 19, further comprising a return ride notification unit, communicatively-coupled to the return riding range estimation module for providing an alertindication in accordance with the estimated return riding range and the indicator of remaining range.

25. The method of claim 19, further comprising providing a first alert indication based on the comparison of the indicator of remaining range to the first performance return riding range.

26. The method of claim 19, further comprising providing a second alert indication based on the comparison of the indicator of remaining range to the second performance return riding range, wherein the second alert is provided after the first alert indication.

27. The method of claim 19, further comprising, the return riding range estimation module providing instructions to the electric motor controller to operate under a limited electric power consumption mode, based on the comparison of the indicator of remaining range to the second performance return riding range.

28. The method of claim 24, wherein the first and second alert indications comprise auditory, visual, vibratory and / or haptic presentations.

29. The method of claim 16, wherein the return riding range is estimated in accordance with the vehicle reaching the starting riding location position with a predetermined remaining riding range.

30. The method of claim 16, wherein the geolocation unit comprises an external device that is disposed in proximate distance to the off-road electric vehicle

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