System and method for controlling an operational mode of a vehicle

Abstract

The present disclosure relates to a system (101) for controlling an operational mode of a vehicle (100). The system (101) may include at least one motor (102) and at least one controller (104). The at least one motor (102) may be adapted to be operated in a plurality of operational modes. The at least one controller (104) may be connected with the at least one motor (102) and a power source (106). The at least one controller (104) may include a plurality of switching devices adapted to be selectively operated to operate the at least one motor (102) in one of the plurality of operational modes. The at least one controller (104) may be configured to determine the operational mode in which the at least one motor is to be operated. Herein, the operational mode includes at least one of a motoring mode and a braking mode.

Description

SYSTEM AND METHOD FOR CONTROLLING AN OPERATIONAL MODE OF A VEHICLEFIELD OF THE INVENTION

[0001] The present disclosure relates to vehicles. More particularly, the present disclosure relates to a system and a method for controlling an operational mode of a vehicle.BACKGROUND

[0002] Generally, a vehicle such as an Electric Vehicle (EV) is equipped with a motor controller and a motor adapted to supply power to the vehicle. The motor controller manages an operation of the motor by regulating the torque and speed of the motor. Further, the motor controller facilitates dynamic braking and regenerative braking to stop the motor by reducing the speed of the motor, such that the energy released during the braking of the motor can be restored and re-utilized.

[0003] Currently, in the dynamic braking, multiple external resistors are employed to increase the resistance of the motor to drop the kinetic energy of the motor, such that the motor is stopped by dynamically dissipating the braking energy. However, the implementation of the external resistors is costly and consumes more space which increases the overall size of the vehicle. Further, the dynamic braking results in energy losses. In addition, the regenerative braking recovers the energy during the braking of the motor and stores the recovered energy in a battery and / or a capacitor. Thus, the recovery of the energy depends on a storage capacity of the battery and / or the capacitor. This limits the consistency of the regenerative braking, which impacts the overall functionality of the vehicle.

[0004] Therefore, in view of the above-mentioned problems, it is desirable to provide a system and / or a method that can eliminate one or more of the above-mentioned problems associated with existing art.SUMMARY

[0005] This summary is provided to introduce a selection of concepts, in a simplified format, that is further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention nor is it intended for determining the scope of the invention.

[0006] The present disclosure relates to a system for controlling an operational mode of a vehicle. The system may include at least one motor and at least one controller. The at least one motor may be adapted to be operated in a plurality of operational modes. The at least one controller may be connected with the at least one motor and a power source. The at least one controller may include a plurality of switching devices adapted to be selectively operated tooperate the at least one motor in one of the plurality of operational modes. The at least one controller may be configured to determine the operational mode in which the at least one motor is to be operated. Herein, the operational mode includes at least one of a motoring mode and a braking mode. Further, the at least one controller may be configured to operate a voltage control circuit, based on the determined operational mode, to supply one or more predefined voltages to the plurality of switching devices. Herein, the one or more predefined voltages include a first predefined voltage and a set of second predefined voltages. Furthermore, the at least one controller may be configured to operate, based on the supplied one or more predefined voltages, the plurality of switching devices in one of a less lossy ohmic region and a more lossy ohmic region to control a resistance of at least two switching devices from among the plurality of switching devices to operate the at least one motor in one of the motoring mode and the braking mode.

[0007] Further, the present disclosure relates to a method for controlling an operational mode of a vehicle. The method may include determining, by at least one controller, an operational mode from among a plurality of operational modes in which at least one motor is to be operated. Herein, the operational mode includes at least one of a motoring mode and a braking mode of the at least one motor. Further, the method may include operating, by the at least one controller, a voltage control circuit, based on the determined operational mode, to supply one or more predefined voltages to a plurality of switching devices of the at least one controller. Herein, the one or more predefined voltages include a first predefined voltage and a set of second predefined voltages. Furthermore, the method may include operating, by the at least one controller based on the supplied predefined voltages, the plurality of switching devices in one of a less lossy ohmic region and a more lossy ohmic region to control a resistance of at least two switching devices from among the plurality of switching devices to operate the at least one motor in one of the motoring mode and the braking mode.

[0008] To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which are illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.BRIEF DESCRIPTION OF THE DRAWINGS

[0009] These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

[0010] Figure 1 illustrates a side view of a vehicle, according to an embodiment of the present disclosure;

[0011] Figure 2 illustrates a block diagram of a system for controlling an operational mode of the vehicle, according to an embodiment of the present disclosure;

[0012] Figure 3(a) illustrates a schematic view of the system, according to an embodiment of the present disclosure;

[0013] Figure 3(b) illustrates a schematic view of the system, according to another embodiment of the present disclosure;

[0014] Figure 3(c) illustrates a schematic view of the system, according to yet another embodiment of the present disclosure;

[0015] Figure 3(d) illustrates a graph depicting output characteristics of a MOSFET of the system, according to yet another embodiment of the present disclosure;

[0016] Figure 4(a) illustrates a schematic view of a voltage control circuit of the system, according to an embodiment of the present disclosure;

[0017] Figure 4(b) illustrates a schematic view of a circuit associated with the voltage control circuit of the system, according to an embodiment of the present disclosure.

[0018] Figure 4(c) illustrates a schematic view of the voltage control circuit of the system, according to another embodiment of the present disclosure;

[0019] Figure 4(d) illustrates a schematic view of the voltage control circuit of the system, according to yet another embodiment of the present disclosure;

[0020] Figure 5 illustrates a flow chart depicting the operation of the system, according to an embodiment of the present disclosure;

[0021] Figure 6 illustrates a block diagram depicting the operation of the system, according to an embodiment of the present disclosure; and

[0022] Figure 7 illustrates a flow chart depicting a method for controlling an operational mode of the EV, according to an embodiment of the present disclosure.

[0023] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improveunderstanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.DETAILED DESCRIPTION OF FIGURES

[0024] For the purpose of promoting an understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.

[0025] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.

[0026] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more. . .” or “one or more elements is required.”

[0027] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and / or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and / or elements of the proposed disclosure fulfill the requirements of uniqueness, utility, and non-obviousness.

[0028] Use of the phrases and / or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and / or elements described in connection with one or more embodimentsmay be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and / or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and / or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and / or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

[0029] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.

[0030] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.

[0031] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.

[0032] Furthermore, embodiments of the disclosed devices and systems may be readily implemented. In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and / or.” Furthermore, the use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.

[0033] Figure 1 illustrates a side view of a vehicle 100, according to an embodiment of the present disclosure. In an embodiment, the vehicle 100 may be embodied as an Electric Vehicle (EV) 100, without departing from the scope of the present disclosure. In the subsequent paragraphs, the vehicle 100 may be alternatively referred to as the EV 100. Herein, EV 100 or a battery-powered vehicle including, but not limited to, two-wheelers such as scooters,mopeds, motorbikes / motorcycles; three-wheelers such as auto -rickshaws, four-wheelers such as cars, and other Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs) primarily work on the principle of driving at least one motor 102 using the power from the batteries provided in the EV 100. Furthermore, the EV 100 may have at least one wheel that is electrically powered to traverse such a vehicle. The term ‘wheel’ may refer to any ground-engaging member that allows traversal of the electric vehicle 100 over a path. The types of EVs 100 include Battery Electric Vehicles (BEVs), Hybrid Electric Vehicles (HEVs) and Range Extended Electric Vehicles. However, the subsequent paragraphs pertain to the different elements of Battery Electric Vehicles (BEVs).

[0034] In construction, the EV 100 typically comprises a power source 106 such as a battery or battery pack 106 enclosed within a battery casing and includes a Battery Management System (BMS), an on-board charger 103, a Motor Controller Unit (MCU), the at least one motor 102, and an electric transmission system 105. The primary function of the above- mentioned elements is detailed in the subsequent paragraphs: The battery 106 (also known as Electric Vehicle Battery (EVB) or traction battery) of the EV 100 is re-chargeable in nature and is a primary source of energy required for the operation of the EV 100. The battery 106 may be typically charged using an electric current taken from the grid through a charging infrastructure 107. The battery 106 may be charged using an Alternating Current (AC) or a Direct Current (DC). In the case of AC, the onboard charger 103 converts an AC power signal to a DC power signal that is transmitted to the battery 106 via the BMS. However, in the case of the DC, the onboard charger 103 is bypassed, and the DC power signal is transmitted directly to the battery 106 via the BMS.

[0035] The battery 106 is made up of a plurality of cells which are grouped into a plurality of modules in a manner in which the temperature difference between the cells does not exceed a predefined range or value (generally, such temperature difference does not exceed 5 degrees Celsius). The terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different rechargeable cell compositions and configurations. Such rechargeable cell composition and configuration may include, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium- ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other battery type / configuration. The term “battery pack” as used herein may refer to multiple individual batteries enclosed within a single structure or a multi-piece structure. The individual batteries may be electrically interconnected to achieve the desired voltage and capacity for a desired application. The Battery Management System (BMS) is an electronicsystem, configured to ensure the safe and efficient operation of the battery 106. The BMS continuously monitors different parameters of the battery 106 such as temperature, voltage, current, and so on, and communicates these parameters to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV 100 using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU / MCU and other peripheral elements of the EV 100 without the requirement of a host computer.

[0036] The MCU primarily controls / regulates the operation of the motor 102 based on the signals transmitted from the vehicle battery. The primary functions of the MCU include, but not limited to, starting the motor 102, stopping the motor 102, controlling the speed of the motor 102, controlling the rotational direction of the motor 102, and protecting the motor 102 from premature wear and tear. The primary function of the motor 102 is to convert electrical energy into mechanical energy. The converted mechanical energy is subsequently transferred to the transmission system 105 of the EV 100 to facilitate the movement of the EV 100. Additionally, the motor 102 also acts as a generator during regenerative braking (i.e., kinetic energy generated during vehicle braking / deceleration is converted into potential energy and stored in the battery 106 (or any additional power source) of the EV 100. The types of motors 102 generally employed in the EVs 100 include, but are not limited to, DC series motors, Brushless DC motors (also known as BLDC motors), Permanent Magnet Synchronous Motors (PMSMs), 3-Phase AC induction motors, and Switched Reluctance Motors (SRMs).

[0037] The transmission system 105 of the EV 100 facilitates the transfer of the generated mechanical energy by the motor 102 to the wheels of the EV 100. Generally, the transmission systems 105 used in the EVs 100 include a single-speed transmission system or a multi-speed (i.e., two-speed) transmission system. The single-speed transmission system may include a single gear pair whereby the EV 100 is maintained at a constant speed. However, the multi- speed / two-speed transmission system may include a compound planetary gear system with a double-pinion planetary gear set and a single-pinion planetary gear set thereby resulting in two different gear ratios which facilitates a higher torque and vehicle speed.

[0038] In one embodiment, all data pertaining to the EV 100 and / or charging infrastructure 107 are collected and processed using a remote server (known as cloud) 109. The processed data is indicated to the rider / driver of the EV 100 through a display unit (not shown) present in a dashboard of the EV 100. In an embodiment, the display unit may be an interactive display unit. In another embodiment, the display unit may be a non-interactive display unit.

[0039] In an embodiment, the EV 100 may include, but is not limited to, a system 101 (as shown in Figure 2) for controlling an operational mode of the vehicle 100. The system 101 may be configured to operate the motor 102 in one of a braking mode and a motoring mode as required. Constructional and operational details of the system 101 are explained in the subsequent paragraphs with reference to Figures 2 to 6.

[0040] Figure 2 illustrates a block diagram of a system 101 for controlling an operational mode of the vehicle 100, according to an embodiment of the present disclosure. Figure 3(a) illustrates a schematic view of the system 101, according to an embodiment of the present disclosure. Figure 3(b) illustrates a schematic view of the system 101, according to another embodiment of the present disclosure. Figure 3(c) illustrates a schematic view of the system 101, according to yet another embodiment of the present disclosure. Figure 3(d) illustrates a graph depicting output characteristics of a MOSFET of the system 101, according to yet another embodiment of the present disclosure. Referring to Figures 2, 3(a), 3(b) and 3(c), the system 101 may be installed in the vehicle 100 for controlling the operational mode of the vehicle 100.

[0041] The system 101 may include, but is not limited to, the at least one motor 102, at least one controller 104, and a voltage control circuit 108. The at least one motor 102 may be adapted to supply power to rotate the wheels of the vehicle 100. In an embodiment, the at least one motor 102 may be embodied as an electric traction motor 102, without departing from the scope of the present disclosure.

[0042] Further, the at least one motor 102 may be adapted to be operated in a plurality of operational modes. In an embodiment, the operational mode includes at least one of the motoring mode and the braking mode. In the motoring mode, the at least one motor 102 may generate the power to rotate the wheels of the vehicle 100. In the braking mode, the at least one motor 102 may be stopped.

[0043] The at least one controller 104 may be connected with the at least one motor 102 and the power source 106. In an embodiment, the at least one controller 104 may be embodied as a motor controller 104, without departing from the scope of the present disclosure. The at least one controller 104 may include a plurality of switching devices adapted to be selectively operated to operate the at least one motor 102 in one of the plurality of operational modes.

[0044] The at least one controller 104 may be configured to operate the voltage control circuit 108, such that the plurality of switching devices may be selectively operated in one of a less lossy ohmic region and a more lossy ohmic region to control a resistance of at least two switching devices from among the plurality of switching devices. Such variation in theresistance of at least two switching devices operates the at least one motor 102 in one of the motoring mode and the braking mode. Herein, the more lossy ohmic region and the less lossy ohmic region of switching devices are marked via ellipses in Figure 3(d).

[0045] In an embodiment, the plurality of switching devices correspond to a plurality of Metal Oxide Silicon Field Effect Transistors (MOSFETs) adapted to be operated in one of the less lossy ohmic region and the more lossy ohmic region based on the determined operational mode of the at least one motor 102.

[0046] In another embodiment, the plurality of switching devices corresponds to one of a plurality of Insulated-Gate Bipolar Transistor (IGBTs), a plurality of Gallium nitride (GaN) devices and / or a plurality of silicon carbide (SiC).

[0047] Herein, each of the plurality of switching devices includes a source terminal, a gate terminal, and a drain terminal. The resistance between the drain terminal and the source terminal for the at least two switching devices may be controlled based on the determined operational mode of the at least one motor 102.

[0048] In an embodiment, the at least one controller 104 may include, but is not limited to, a processor 114, a memory 112, a database 118, and a plurality of modules 116. The processor 114, the memory 112, the plurality of modules 116, and the database 118 may be communicatively coupled with the memory 112.

[0049] The processor 114 may include any computing system which includes, but is not limited to, Central Processing Unit (CPU), an Application Processor (AP), a Graphics Processing Unit (GPU), a Visual Processing Unit (VPU), and / or an Al-dedicated processor such as a Neural Processing Unit (NPU). In an embodiment, the processor 114 can be a single processing unit or several units, all of which could include multiple computing units. The processor 114 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and / or any devices that manipulate signals based on operational instructions. Among other capabilities, the processor 114 may be configured to fetch and execute computer-readable instructions and data stored in the memory 112. The instructions can be compiled from source code instructions provided in accordance with a programming language such as Java, C++, C#.net, or the like. The instructions can also comprise code and data objects provided in accordance with, for example, the Visual Basic™ language, Lab VIEW, or another structured or object-oriented programming language. The one or a plurality of processors control the processing of the input data in accordance with a predefined operating rule or artificial intelligence (Al) model stored in the non-volatile memory 112 and the volatilememory 112. The predefined operating rule or artificial intelligence model is provided through training or learning algorithms which include, but are not limited to, supervised learning, unsupervised learning, semi-supervised learning, or reinforcement learning.

[0050] Furthermore, the modules 116, processes, systems, and devices can be implemented as a single processor 114 or as a distributed processor 114. Also, the processes, modules 116, and sub-modules 116 described in the various figures of and for embodiments herein may be distributed across multiple computers or systems or may be co-located in a single processor 114 or system. Further, the modules 116 can be implemented in hardware, instructions executed by a processing unit, or by a combination thereof. The processing unit can comprise a computer, a processor, such as the processor 114, a state machine, a logic array, or any other suitable devices capable of processing instructions. The processing unit can be a general- purpose processor 114 which executes instructions to cause the general -purpose processor 114 to perform the required tasks or, the processing unit can be dedicated to performing the required functions. In another embodiment of the present disclosure, the modules 116 may be machine-readable instructions (software) which, when executed by a processor / processing unit, perform any of the described functionalities. The database 118 serves, amongst other things, as a repository for storing data processed, received, and generated by one or more of the modules 116. Exemplary structural embodiment alternatives suitable for implementing the modules 116, sections, systems, means, or processes described herein are provided below.

[0051] In an embodiment, the plurality of modules 116 may include, but are not limited to, a determining module 116-1, a first operating module 116-2, and a second operating module 116-3. The determining module 116-1, the first operating module 116-2, and the second operating module 116-3 may be disposed in communication with each other. In an embodiment, the plurality of modules 116 may be implemented by way of suitable hardware and / or software components.

[0052] In an embodiment, the determining module 116-1 may be configured to determine the operational mode in which the at least one motor 102 is to be operated. To determine the operational mode from among the plurality of operational modes, the determining module 116-1 may be configured to receive, from one of a throttle device and a braking unit of the vehicle 100, an input indicative of a torque required to operate the at least one motor 102. Further, the determining module 116-1 may determine, based on the received input, that the at least one motor 102 is to be operated in the motoring mode when the required torque is positive. Furthermore, the determining module 116-1 may determine, based on the received input, that the at least one motor 102 is to be operated in the braking mode when the requiredtorque is negative. Herein, the braking mode may include a dynamic braking operation and a regenerative braking operation.

[0053] In an embodiment, the first operating module 116-2 may be configured to operate the voltage control circuit 108 to supply one or more predefined voltages to the plurality of switching devices. Herein, the voltage control circuit 108 may be operated based on the determined operational mode. The one or more predefined voltages include a first predefined voltage and a set of second predefined voltages. In an embodiment, the one or more predefined voltages may be a voltage supplied to the gate terminal and further supplied to the source terminal of each switching device. Thus, the one or more predefined voltages may be gate-to- source predefined voltages Vgs.

[0054] The second operating module 116-3 may be configured to operate the plurality of switching devices in the less lossy ohmic region and the more lossy ohmic region to control the resistance of at least two switching devices to operate the at least one motor 102 in one of the motoring mode and the braking mode. Herein, the plurality of switching devices may be operated based on the supplied one or more predefined voltages.

[0055] The second operating module 116-3 may be configured to operate the voltage control circuit 108 to supply the first predefined voltage to the plurality of switching devices to reduce the resistance of the at least two switching devices when the determined operational mode is the motoring mode. In an embodiment, the first predefined voltage may be 18 Volts (V), without departing from the scope of the present disclosure.

[0056] Further, the second operating module 116-3 may be configured to operate the voltage control circuit 108 to supply the set of second predefined voltages to the plurality of switching devices to increase the resistance of the at least two switching devices, when the determined operational mode is the braking mode. Herein, the resistance between the drain terminal and the source terminal for the at least two switching devices is reduced or increased based on the determined operational mode of the at least one motor 102. In an embodiment, the set of second predefined voltages may be in a range of 6V to 18 V, without departing from the scope of the present disclosure.

[0057] In an embodiment, as shown in Figure 3(a), the plurality of switching devices may include a first switching device 110-1, a second switching device 110-2, a third switching device 110-3, a fourth switching device 110-4, a fifth switching device 110-5, and a sixth switching device 110-6 electrically connected with each other. The first switching device 110- 1, the second switching device 110-2, the third switching device 110-3, the fourth switching device 110-4, the fifth switching device 110-5, and the sixth switching device 110-6 may beconfigured to be operated to operate the at least one motor 102 in one of the motoring mode and the braking mode.

[0058] Herein, the first switching device 110-1, the second switching device 110-2, the third switching device 110-3, the fourth switching device 110-4, the fifth switching device 110-5, and the sixth switching device 110-6 may be installed in a 3-phase inverter motor 102. Herein, the first switching device 110-1 and the second switching device 110-2 supply a first phase voltage to the 3-phase inverter motor 102. Further, the third switching device 110-3 and the fourth switching device 110-4 supply a second phase voltage to the 3-phase inverter motor 102. Furthermore, the fifth switching device 110-5 and the sixth switching device 110-6 supply a third phase voltage to the 3-phase inverter motor 102. In another embodiment, the implementation of the plurality of switching devices may be applicable to one of a 5-phase inverter motor and a 6-phase inverter motor, without departing from the scope of the present disclosure. In one embodiment, the implementation of the plurality of switching devices may be applicable to a multiphase inverter motor, without departing from the scope of the present disclosure.

[0059] The first switching device 110-1, the second switching device 110-2, the third switching device 110-3, the fourth switching device 110-4, the fifth switching device 110-5, and the sixth switching device 110-6 may be configured to supply a first power to the at least one motor 102, when the determined operational mode is the motoring mode. Further, the first switching device 110-1, the second switching device 110-2, the third switching device 110-3, the fourth switching device 110-4, the fifth switching device 110-5, and the sixth switching device 110-6 may be configured to supply a second power to the at least one motor 102 to perform the dynamic braking and the regenerative braking operation of the at least one motor 102 when the determined operational mode is the braking mode. The first switching device 110-1, the second switching device 110-2, the third switching device 110-3, the fourth switching device 110-4, the fifth switching device 110-5, and the sixth switching device 110- 6 may be operated by the voltage control circuit 108. In an embodiment, the first power and the second power may be derived from the power source 106. Herein, the derived power may be regulated through a capacitor.

[0060] In another embodiment, as shown in Figure 3(b), the plurality of switching devices may include a first switching device 110-1, a second switching device 110-2, a third switching device 110-3, a fourth switching device 110-4, a fifth switching device 110-5, a sixth switching device 110-6, a seventh switching device 110-7, an eighth switching device 110-8, and a ninth switching device 110-9 electrically connected with each other.

[0061] Herein, the first switching device 110-1, the second switching device 110-2, the third switching device 110-3, the fourth switching device 110-4, the fifth switching device 110-5, the sixth switching device 110-6 may be configured to be operated at Maximum Torque Per Ampere (MTPA) to operate the at least one motor 102 in the motoring mode. Herein, MTPA ensures that the system may be operated to give the optimum performance and efficiency.

[0062] Further, the seventh switching device 110-7, the eighth switching device 110-8, and the ninth switching device 110-9 may be configured to be operated to operate the at least one motor 102 in the braking mode to perform the dynamic braking and the regenerative braking operation of the at least one motor 102.

[0063] In yet another embodiment, as shown in Figure 3(c), the plurality of switching devices may include a first switching device 110-1, a second switching device 110-2, a third switching device 110-3, a fourth switching device 110-4, a fifth switching device 110-5, a sixth switching device 110-6, a seventh switching device 110-7 and an eighth switching device 110-8 electrically connected with each other.

[0064] Herein, the first switching device 110-1, the second switching device 110-2, the third switching device 110-3, the fourth switching device 110-4, the fifth switching device 110-5, the sixth switching device 110-6 are configured to be operated at Maximum Torque Per Ampere MTPA to operate the at least one motor 102 in the motoring mode. Further, the seventh switching device 110-7 and the eighth switching device 110-8 may be configured to operate the at least one motor 102 in the braking mode to perform the dynamic braking and the regenerative braking operation of the at least one motor 102.

[0065] The voltage control circuit 108 may be configured to supply the one or more predefined voltages to the plurality of switching devices, based on the determined operational mode, to vary the resistance of at least two switching devices to operate the motor in one of the motoring mode and the braking mode. Constructional and operational details of the voltage control circuit 108 are explained in the subsequent paragraphs with reference to Figures 4(a) to 4(c).

[0066] Figure 4(a) illustrates a schematic view of the voltage control circuit 108 of the system 101, according to an embodiment of the present disclosure. Figure 4(b) illustrates a schematic view of a circuit associated with the voltage control circuit 108 of the system 101, according to an embodiment of the present disclosure. Figure 4c) illustrates a schematic view of the voltage control circuit 108 of the system 101, according to another embodiment of the present disclosure. Figure 4(d) illustrates a schematic view of the voltage control circuit 108 of the system 101, according to yet another embodiment of the present disclosure. In anembodiment, as shown in Figure 4(a), the voltage control circuit 108 may include a gate driver 120 having an electrical converter configured to vary the one or more predefined voltages to be selectively supplied to the plurality of switching devices. In an embodiment, the gate driver 120 includes a Digital-to-Analog Converter (DAC) communicatively coupled with the at least one controller 104. As shown in Figure 4(b), Herein, the Vout of a Sw Reg is varied through the DAC. This Vout is the Vcc bias supply for the gate driver 120 so varying the Vout varies the Vcc. Thus, the voltage drives the switching device such as MOSFET 110- 1, 110-2 from the gate driver 120, in effect Vgs are varied by using the DAC. The circuit is configured through the feedback resistors and series resistance to DAC -> for a first predefined voltage range of DAC to give linear change within a second predefined voltage range of Vgs. In an exemplary embodiment, the first predefined voltage range may be from 0V to 3.3V, and the second predefined voltage may be froml8V to 6V of Vgs.

[0067] In another embodiment, as shown in Figure 4(c), the voltage control circuit 108 may include a gate driver 120’, a non-inverting amplifier 122, a Push-Pull driver 126, a transformer 128, and a plurality of secondary winding circuits. The gate driver 120’ may be configured to convert one or more pulse width modulation PWM signals of the controller 104 into one or more predefined voltage pulses. The non-inverting amplifier 122 may be configured to convert a DAC command of the controller 104 from 0V to the one or more predefined voltage pulses.

[0068] The diodes D2 and D3 pull the output of the gate driver 120’ to the voltage set by controller 104. The Push-Pull driver 126 may be connected with the gate driver 120’ and the non-inverting amplifier 122 and configured to convert the one or more predefined voltage pulses to a power signal. Further, the transformer 128 may include a primary winding and a plurality of secondary windings. Herein, the power signal from the push-pull driver 126 is applied to the primary winding of the transformer 128. Further, the plurality of secondary winding circuits corresponds to the plurality of second windings of the transformer 128 and may be configured to convert the power signal applied to the primary winding of the transformer 128 to the one or more predefined voltages. Each of the secondary winding circuits may include a combination of one or more resistors R1 to R9, one or more diodes DI, D4, one or more capacitors Cl, C3, and one or more MOSFET switches 110-1, 110-2. Herein, a combination of Rl, DI, R2, R4, Cl and Push-Pull driver 126 is used to adjust a rise time and a fall time of the MOSFET switch 110-1. A combination of R6, D4, R7, R9, C3 and Push- Pull driver 126 is used to adjust the rise time and the fall time of the MOSFET switch 110-2. Further, R8 and C2 may be added to augment Faster switching and removing DC bias. TheTransformer 128 may be used to isolate the floating voltage of the motor phase and Logic circuits.

[0069] Further, if any voltage value is lower than the first predefined voltage of 16V, the noninverting amplifier 122 pulls it and sets voltage value a preconfigured voltage. For example, 16V and 0V pulse may be converted into 7V and 0V pulse. The Push-Pull driver 126 may be operated in the more lossy ohmic region to convert the logic signal of 7V and 0V to the power signal of 7V and 0V using voltage bias of 16V.

[0070] In yet another embodiment, as shown in Figure 4(d), the voltage control circuit 108 may include an operational amplifier (Opamp) 124. The operational amplifier 124 may be adapted to reduce the first predefined voltage to operate the at least one motor 102 in the motoring mode. Further, the operational amplifier 124 may be adapted to amplify the set of second predefined voltages to operate the respective switching devices in the linear region to operate at least one motor 102 in the braking mode.

[0071] In an embodiment, variations of all three voltage control circuits 108, as shown in Figures 4(a), 4(c), and 4(d), may be done to achieve the voltage control. In one of the variations, the sections of one voltage control circuit 108 may be used in the other voltage control circuit 108 to achieve the respective result.

[0072] Figure 5 illustrates a flow chart depicting the operation of the system 101, according to an embodiment of the present disclosure. Figure 6 illustrates a block diagram of a field- oriented control block as shown in Figure 5, according to an embodiment of the present disclosure. Referring to Figure 5, the operation 500 begins at step 502 in which the throttle device gives the input indicative of the torque required to operate the at least one motor 102, to the at least one controller 104.

[0073] At step 504, the at least one controller 104 performs the torque speed mapping based on the received input indicative and speed feedback of the at least one motor 102. Further, the operation moves at the step 506 at which the at least one controller 104 performs the thermal degradation and generates a first input and a second input. Herein, the first input is indicative of the torque request and the second input is indicative of determining the operational mode.

[0074] At step 508, the at least one controller 104 determines the operational mode of the at least one motor 102. Herein, if the throttle may be more than a predefined value, then the at least one controller 104 operates the at least one motor 102 in the motoring mode and supplies the first predefined voltage to operate the at least two switching devices to operate the at least one motor 102 in the motoring mode. If the throttle may be less than predefined value, then the at least one controller 104 that the at least one controller 104 is to be operated in thebraking mode and supplies the second set of predefined voltages to operate the at least two switching devices to operate the at least one motor 102 in the braking mode.

[0075] At step 510, the at least one controller 104 receives the first input and operates the field-oriented control block. Referring to Figures 5 and 6, in the field-oriented control block, the at least one controller 104 determines that the torque request is positive or negative. If the torque request is positive, the at least one controller 104 operates the voltage control circuit 108 to supply the first predefined voltage to operate the switching devices at Maximum Torque Per Ampere (MTPA), such that the at least one motor 102 may be operated in the motoring mode.

[0076] If the torque request is negative, the at least one controller 104 operates the voltage control circuit 108 to supply the second set of predefined voltages to operate the switching devices, such that the motor may be operated in the braking mode.

[0077] Herein, the torque ref may be sent to an Iqref calculation block which is in communication with a Space Vector Pulse Width Modulation (SVPWM) block. At MTPA, a first Idref 1 may be provided to an Idref selection block, based on the torque request. Further, an Ibat controller provides a second Idref 2 to the Idref selection block. The Idref selection block may be configured to compare the Idref 1 and Idref 2. Further, the Idref selection block may select one of the Idref 1 and Idref 2, based on the comparison and generate the selected Idref for the SVPWM Block, and the Iqref calculation may also generate Iqref for the SVPWM Block. Based on the received inputs, the SVPWM Block provides a 3-phase voltage to the motor 102.

[0078] Figure 7 illustrates a flow chart depicting a method 700 for controlling the operational mode of the vehicle 100, according to an embodiment of the present disclosure. As shown in Figure 7, the present disclosure also relates to the method 700 performed by the system 101 as shown in Figures 1 to 6. The order in which the method steps are described below is not intended to be construed as a limitation, and any number of the described method steps can be combined in any appropriate order to execute the method or an alternative method. Additionally, individual steps may be deleted from the method without departing from the spirit and scope of the subject matter described herein.

[0079] The method 700 begins at step 702 in which the method 700 may include determining 702, by the at least one controller 104, the operational mode from among the plurality of operational modes in which at least one motor 102 is to be operated. Herein, the operational mode includes at least one of the motoring mode and the braking mode of the at least one motor 102.

[0080] In an embodiment, the method 700 includes receiving, from one of the throttle device and the braking unit, an input indicative of a torque required to operate the at least one motor 102. Further, the method 700 includes determining, based on the received input, that the at least one motor 102 is to be operated in the motoring mode when the required torque is positive. Alternatively, the method 700 includes determining, based on the received input, that the at least one motor 102 is to be operated in the braking mode when the required torque is negative. Herein, the braking mode includes a dynamic braking operation and a regenerative braking operation.

[0081] At step 704, the method 700 may include operating, by the at least one controller 104, the voltage control circuit 108, based on the determined operational mode, to supply one or more predefined voltages to the plurality of switching devices of the at least one controller 104. Herein, the one or more predefined voltages include a first predefined voltage and a set of second predefined voltages.

[0082] Herein, the method 700 includes operating the voltage control circuit 108 to supply the first predefined voltage to the plurality of switching devices, when the determined operational mode is the motoring mode, to reduce the resistance of the at least two switching devices. Further, the method 700 includes operating the voltage control circuit 108 to supply the second predefined voltages to the plurality of switching devices when the determined operational mode is braking mode to increase the resistance of the at least two switching devices to perform the dynamic braking operation of the at least one motor 102. In an embodiment, each of the plurality of switching devices may include the source terminal, the gate terminal, and the drain terminal. The resistance between the drain terminal and the source terminal for the at least two switching devices may be reduced or increased based on the determined operational mode of the at least one motor 102.

[0083] At step 706, the method 700 may include operating, by the at least one controller 104 based on the supplied predefined voltages, the plurality of switching devices in one of the less lossy ohmic region and the more lossy ohmic region to control a resistance of at least two switching devices from among the plurality of switching devices to operate the at least one motor 102 in one of the motoring mode and the braking mode.

[0084] The system 101 and the method 700 facilitate the dynamic braking and regenerative braking of the at least one motor 102 without employing any external resistors. Herein, the switching devices of the at least one controller 104 may be operated in the less lossy ohmic region and the more lossy ohmic region to increase the resistance of the switching devices, such that the switching devices act as resistors. Such operation of the switching devices dropsthe power of the at least one motor 102 and performs the braking of the at least one motor 102. Thus, the present disclosure eliminates the implementation of the external resistors in the dynamic braking of the at least one motor 102. This makes the overall system 101 compact and saves the installation space. Further, the implementation of the system 101 reduces the overall time and effort associated with the assembly and manufacturing of the at least one motor 102 which further reduces the overall manufacturing cost. Moreover, the implementation of the system 101 improves the overall efficiency of the at least one motor 102.

[0085] Furthermore, embodiments of the disclosed devices and systems may be readily implemented, fully or partially, in software using, for example, object or object-oriented software development environments that provide portable source code that can be used on a variety of computer platforms. Alternatively, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program products can be implemented partially or fully in hardware using, for example, standard logic circuits or a very -large- sc ale integration (VLSI) design. Other hardware or software can be used to implement embodiments depending on the speed and / or efficiency requirements of the systems, the particular function, and / or the particular software or hardware system, microprocessor, or microcomputer being utilized.

[0086] In this application, unless specifically stated otherwise, the use of the singular includes the plural, and the use of “or” means “and / or.” Furthermore, the use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.

Claims

CLAIMS:

1. A system (101) for controlling an operational mode of a vehicle (100), comprising: at least one motor (102) adapted to be operated in a plurality of operational modes; at least one controller (104) connected with the at least one motor (102) and a power source (106) and comprising a plurality of switching devices adapted to be selectively operated to operate the at least one motor (102) in one of the plurality of operational modes, the at least one controller (104) is configured to: determine the operational mode in which the at least one motor (102) is to be operated, wherein the operational mode includes at least one of a motoring mode and a braking mode; operate a voltage control circuit (108), based on the determined operational mode, to supply one or more predefined voltages to the plurality of switching devices, wherein the one or more predefined voltages includes a first predefined voltage and a set of second predefined voltages; and operate, based on the supplied one or more predefined voltages, the plurality of switching devices in one of a less lossy ohmic region and a more lossy ohmic region to control a resistance of at least two switching devices from among the plurality of switching devices to operate the at least one motor (102) in one of the motoring mode and the braking mode.

2. The system (101) as claimed in claim 1, wherein the plurality of switching devices correspond to a plurality of Metal Oxide Silicon Field Effect Transistors (MOSFETs) adapted to be operated in one of the less lossy ohmic region and the more lossy ohmic region based on the determined operational mode of the at least motor.

3. The system (101) as claimed in claim 1, wherein to determine the operational mode from among the plurality of operational modes, the at least one controller (104) is configured to: receive, from one of a throttle device and a braking unit of the vehicle (100), an input indicative of a torque required to operate the at least one motor (102); determine, based on the received input, that the at least one motor (102) is to be operated in the motoring mode when the required torque is positive; and / or determine, based on the received input, that the at least one motor (102) is to be operated in the braking mode when the required torque is negative, wherein the braking mode comprises a dynamic braking operation and a regenerative braking operation.

4. The system (101) as claimed in claim 3, wherein to operate the plurality of switching devices in one of the less lossy ohmic region and the more lossy ohmic region, the at least one controller (104) is configured to: when the determined operational mode is the motoring mode, operate the voltage control circuit (108) to supply the first predefined voltage to the plurality of switching devices to reduce the resistance of the at least two switching devices; and / or when the determined operational mode is the braking mode, operate the voltage control circuit (108) to supply the set of second predefined voltages to the plurality of switching devices to increase the resistance of the at least two switching devices, wherein each of the plurality of switching devices comprises a source terminal, a gate terminal, and a drain terminal, and wherein the resistance between the drain terminal and the source terminal for the at least two switching devices is reduced or increased based on the determined operational mode of the at least one motor (102).

5. The system as claimed in claim 3, wherein the plurality of switching devices comprises a first switching device (110-1), a second switching device (110-2), a third switching device (110-3), a fourth switching device (110-4), a fifth switching device (110-5), and a sixth switching device (110-6) electrically connected with each other and configured to operate the at least one motor (102) in at least one of: the motoring mode by supplying a first power when the determined operational mode is the motoring mode; and the braking mode by supplying a second power to perform the dynamic braking and the regenerative braking operation of the at least one motor (102) when the determined operational mode is the braking mode.

6. The system as claimed in claim 3, wherein the plurality of switching devices comprises a first switching device (110-1), a second switching device (110-2), a third switching device (110-3), a fourth switching device (110-4), a fifth switching device (110-5), a sixth switching device (110-6), a seventh switching device (110-7), an eighth switching device (110-8), and a ninth switching device (110-9) electrically connected with each other, wherein: the first switching device (110-1), the second switching device (110-2), the third switching device (110-3), the fourth switching device (110-4), the fifth switching device (110-5), the sixth switching device (110-6) are configured to be operated at MaximumTorque Per Ampere (MTPA) to operate the at least one motor (102) in the motoring mode; and the seventh switching device (110-7), the eighth switching device (110-8) and the ninth switching device (110-9) are configured to be operated to operate the at least one motor (102) in the braking mode to perform the dynamic braking and the regenerative braking operation of the at least one motor (102).

7. The system as claimed in claim 3, wherein the plurality of switching devices comprises a first switching device (110-1), a second switching device (110-2), a third switching device (110-3), a fourth switching device (110-4), a fifth switching device (110-5), a sixth switching device (110-6), a seventh switching device (110-7) and an eighth switching device (110-8) electrically connected with each other, wherein: the first switching device (110-1), the second switching device (110-2), the third switching device (110-3), the fourth switching device (110-4), the fifth switching device (110-5), the sixth switching device (110-6) are configured to be operated at Maximum Torque Per Ampere (MTPA) to operate the at least one motor (102) in the motoring mode; and the seventh switching device (110-7) and the eighth switching device (110-8) are configured to be operated to operate the at least one motor (102) in the braking mode to perform the dynamic braking and the regenerative braking operation of the at least one motor (102).

8. The system (101) as claimed in claim 3, wherein the voltage control circuit (108) is configured to supply the one or more predefined voltages to the plurality of switching devices, based on the determined operational mode, to vary the resistance of at least two switching devices to operate the motor in one of the motoring mode and the braking mode.

9. The system (101) as claimed in claim 3, wherein the voltage control circuit (108) comprises: a gate driver (120) having an electrical converter configured to vary the one or more predefined voltages to be selectively supplied to the plurality of switching devices.

10. The system (101) as claimed in claim 4, wherein the voltage control circuit (108) comprises: a gate driver (120’) configured to convert one or more pulse width modulation (PWM) signals of the controller (104) into one or more predefined voltage pulses;a non-inverting amplifier (122) configured to convert a DAC command of the controller (104) to 0V to the one or more predefined voltage pulses; a Push-Pull driver (126) connected with the gate driver (120’) and the noninverting amplifier (122), and configured to convert the one or more predefined voltage pulses to a power signal; a transformer (128) comprising a primary winding and a plurality of secondary windings, wherein the power signal from the push-pull driver (126) is applied to the primary winding of the transformer (128); and a plurality of secondary winding circuits corresponding to the plurality of second windings of the transformer (128) and configured to convert the power signal applied to the primary winding of the transformer (128) to the one or more predefined voltages, wherein each of the secondary winding circuits comprises a combination of one or more resistors, one or more diodes, one or more capacitors, and one or more MOSFET switches.

11. The system (101) as claimed in claim 3, wherein the voltage control circuit (108) comprises an operational amplifier (Opamp) (124) adapted to: reduce the first predefined voltage to operate the at least one motor (102) in the motoring mode; and amplifying the set of second predefined voltages to operate the respective switching devices in the linear region to operate at least one motor (102) in the braking mode.

12. A method (700) for controlling an operational mode of a vehicle (100), the method (700) comprising: determining (702), by at least one controller (104), an operational mode from among a plurality of operational modes in which at least one motor (102) is to be operated, wherein the operational mode includes at least one of a motoring mode and a braking mode of the at least one motor (102); operating (704), by the at least one controller (104), a voltage control circuit (108), based on the determined operational mode, to supply one or more predefined voltages to a plurality of switching devices of the at least one controller (104), wherein the one or more predefined voltages includes a first predefined voltage and a set of second predefined voltages; and operating (706), by the at least one controller (104) based on the supplied predefined voltages, the plurality of switching devices in one of a less lossy ohmicregion and a more lossy ohmic region to control a resistance of at least two switching devices from among the plurality of switching devices to operate the at least one motor (102) in one of the motoring mode and the braking mode.

13. The method (700) as claimed in claim 12, wherein determining the operational mode from among the plurality of operational modes, comprises: receiving, from one of a throttle device and a braking unit of the vehicle (100), an input indicative of a torque required to operate the at least one motor (102); determining, based on the received input, that the at least one motor (102) is to be operated in the motoring mode when the required torque is positive; and / or determining, based on the received input, that that the at least one motor (102) is to be operated in the braking mode when the required torque is negative, wherein the braking mode comprises a dynamic braking operation and a regenerative braking operation.

14. The method (700) as claimed in claim 12, wherein operating the plurality of switching devices in one of the less lossy ohmic region and the more lossy ohmic region, comprises: operating the voltage control circuit (108) to supply the first predefined voltage to the plurality of switching devices, when the determined operational mode is the motoring mode, to reduce the resistance of the at least two switching devices; and / or operating the voltage control circuit (108) to supply the second predefined voltages to the plurality of switching devices when the determined operational mode is braking mode to increase the resistance of the at least two switching devices to perform the dynamic braking operation of the at least one motor (102), wherein each of the plurality of switching devices comprises a source terminal, a gate terminal, and a drain terminal, and wherein the resistance between the drain terminal and the source terminal for the at least two switching devices is reduced or increased based on the determined operational mode of the at least one motor (102).

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