A power distribution system for electric vehicles

Abstract

The present disclosure relates to a power distribution system (102) for an electric vehicle (EV) (100). The power distribution system (102) may include a primary controlling unit (104), a Power Distribution Unit (PDU) (110) and a Load Driver Unit (LDU) (112). The primary controlling unit (104) may be electrically connected to a power unit (106) and a plurality of critical components (108) of the EV (100). The primary controlling unit (104) may be configured to regulate a supply of electrical power to the plurality of critical components (108) from the power unit (106). The PDU (110) may be electrically connected to the primary controlling unit (104). The PDU (110) may be configured to receive the electrical power from the power unit (106). The LDU (112) may be in communication with the primary controlling unit (104) and electrically connected to the PDU (110) and a plurality of peripheral components (114).

Description

A POWER DISTRIBUTION SYSTEM FOR ELECTRIC VEHICLESFIELD OF THE INVENTION

[0001] The present disclosure relates to Electric Vehicles (EVs). More particularly, the present disclosure relates to a power distribution system for the EV.BACKGROUND

[0002] Generally, a vehicle such as an EV, is equipped with a plurality of ride-critical components and a plurality of peripheral components. The plurality of ride-critical components usually includes a speed sensor, a throttle device, a braking device, at least one actuator, and a side stand sensor. Further, the plurality of peripheral components usually includes a Power Take Out (PTO) and a USB charging port, lamps, actuators, a plurality of switches, and a horn. The plurality of ride-critical components and the plurality of peripheral components are coupled with a power source and are adapted to receive electrical power to perform respective functions.

[0003] Currently, the power source continuously supplies the electrical power to all the peripheral components and ride-critical components, even if some of such components are not in use. For example, when a user only wants to drive the EV by operating one or two components, even in such scenarios, the power source supplies the electrical power to all the peripheral components and ride-critical components. This leads to the power drainage of such components, which increases the overall power consumption of the EV. In addition, the existing architecture of the EV lacks modularity as various changes are required in the existing architecture to install a new comment and / or features. Due to lack of modularity, various changes are required to be made in the EV to install the additional component which increases the assembling cost of the EV. The existing architecture does not have any provision to install the additional components without incorporating substantial changes to the overall architecture. This increases the overall cost associated with manufacturing and assembly of the EV.

[0004] Moreover, the overall size of the existing architecture of the EV is increased to incorporate the additional components, as the existing architecture does not provide flexibility to include the additional components without increasing the overall size of the architecture. For example, a larger load driver unit is required to be included if the additional components are required to be connected in the future.

[0005] Therefore, in view of the above-mentioned problems, it is desirable to provide a power distribution system that can eliminate one or more of the above-mentioned problems associated with existing art.SUMMARY

[0006] 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 and nor is it intended for determining the scope of the invention.

[0007] The present disclosure relates to a power distribution system for an electric vehicle (EV). The power distribution system may include a primary controlling unit, a Power Distribution Unit (PDU), and a Load Driver Unit (LDU). The primary controlling unit may be electrically connected to a power unit and a plurality of critical components of the EV. The primary controlling unit may be configured to regulate a supply of electrical power to the plurality of critical components from the power unit. The PDU may be electrically connected to the primary controlling unit. The PDU may be configured to receive the electrical power from the power unit. The LDU may be in communication with the primary controlling unit and electrically connected to the PDU and a plurality of peripheral components. The LDU may be configured to regulate the supply of the electrical power to the plurality of peripheral components. The primary controlling unit may be configured to be operated in at least one of a low-power state and a high-power state to supply electrical power constantly to the plurality of critical components. Each of the LDU and the power unit may be configured to be operated in at least one of the low-power state, the high-power state, and an OFF-state, and may be configured to supply the electrical power selectively to one or more peripheral components. The at least one of the primary controlling unit, the LDU, and the power unit may be configured to be switched to the high power state based on at least one operational mode of the EV in one of a key-On state and a key-OFF state of the EV. The at least one operational mode includes at least one of a sleep mode, a standby mode and a motoring 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 theaccompanying drawings in which like characters represent like parts throughout the drawings, wherein:

[0010] Figure 1 illustrates a schematic view of an Electric Vehicle (EV), according to an embodiment of the present disclosure;

[0011] Figure 2 illustrates a block diagram of a power distribution system for the EV, according to an embodiment of the present disclosure;

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

[0013] Figure 4 illustrates a block diagram of a power unit of the power distribution system, according to an embodiment of the present disclosure;

[0014] Figure 5 illustrates a block diagram of a primary controlling unit of the power distribution system, according to an embodiment of the present disclosure;

[0015] Figure 6 illustrates a block diagram of a Power Distribution Unit (PDU) of the power distribution system, according to an embodiment of the present disclosure; and

[0016] Figure 7 illustrates a block diagram of a Load Driver Unit (LDU) of the power distribution system, according to an embodiment of the present disclosure.

[0017] 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 improve understanding 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

[0018] 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.

[0019] 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.

[0020] 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.”

[0021] 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.

[0022] 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 embodiments may 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.

[0023] 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.

[0024] 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 inherentto 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.

[0025] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.

[0026] 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.

[0027] Figure 1 illustrates a schematic view of an Electric Vehicle (EV) 100, according to an embodiment of the present disclosure. In an embodiment, an Electric Vehicle (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 a motor 101 using the power from the batteries provided in the EV 100. Furthermore, the EV 100 may have at least one wheel which is electrically powered to traverse such a vehicle. The term ‘wheel’ may refer to any groundengaging member which 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 a Battery Electric Vehicles (BEVs).

[0028] In construction, the EV 100 typically comprises a power source 118 such as a battery or battery pack enclosed within a battery casing and includes a Battery Management System (BMS) 120, an on-board charger 103, a Motor Controller Unit (MCU) 104, the motor 101 and an electric transmission system 105.

[0029] The primary function of the above-mentioned elements is detailed in the subsequent paragraphs: The battery of an EV 100 (also known as Electric Vehicle Battery (EVB) or traction battery) is re-chargeable in nature and is the primary source of energy required forthe operation of the EV 100, wherein the battery is typically charged using the electric current taken from the grid through a charging infrastructure 107. The battery may be charged using Alternating Current (AC) or Direct Current (DC), wherein in the case of AC input, the onboard charger 103 converts the AC signal to the DC signal after which the DC signal is transmitted to the battery via the BMS 120. However, in the case of DC charging, the onboard charger 103 is bypassed, and the current is transmitted directly to the battery via the BMS 120.

[0030] The battery 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 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 including, 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 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) 120 is an electronic system whose primary function is to ensure that the battery is operating safely and efficiently. The BMS 120 continuously monitors different parameters of the battery such as temperature, voltage, current, and so on, and communicates these parameters to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) 104 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.

[0031] In an embodiment, the MCU 104 may be embodied as a primary controlling unit 104, without departing from the scope of the present disclosure. The MCU 104 primarily controls / regulates the operation of the motor 101 based on the signal transmitted from the vehicle battery, wherein the primary functions of the MCU 104 include starting of the motor 101, stopping the motor 101, controlling the speed of the motor 101, enabling the vehicle 100 to move in the reverse direction and protect the motor 101 from premature wear and tear. The primary function of the motor 101 is to convert electrical energy into mechanical energy, wherein the converted mechanical energy is subsequently transferred to the transmission system 105 of the EV 100 to facilitate the movement of the EV 100. In subsequent paragraphs,the term “MCU 104” may be interchangeably referred to as the primary controlling unit 104, without departing from the scope of the present disclosure.

[0032] Additionally, the motor 101 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 of the EV 100. The types of motors 101 generally employed in EVs 100 include, but are not limited to DC series motor 101, Brushless DC motor (also known as BLDC motors), Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).

[0033] The transmission system 105 of the EV 100 facilitates the transfer of the generated mechanical energy by the motor 101 to the wheels of the EV 100. Generally, the transmission systems 105 used in the EVs 100 include a single-speed transmission system 105 or a multispeed (i.e., two-speed) transmission system 105, wherein the single-speed transmission system 105 comprises a single gear pair whereby the EV 100 is maintained at a constant speed. However, the multi-speed / two-speed transmission system 105 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 facilitate higher torque and vehicle speed.

[0034] 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, wherein the processed data is indicated to the rider / driver of the EV 100 through a display unit 116 present in a dashboard 112 of the EV 100. In an embodiment, the display unit 116 may be an interactive display unit 116. In another embodiment, the display unit 116 may be a non- interactive display unit 116.

[0035] In an embodiment, the EV 100 may include, but is not limited to, a power distribution system 102 (as shown in Figure 2), a plurality of critical components 108, and a plurality of peripheral components 114. In an embodiment, the plurality of critical components 108 may be the components which are required to be operated while riding the EV 100. Herein, the plurality of critical components 108 may include, but is not limited to, one of a speed sensor 108-1, a throttle device 108-2, a braking device 108-3, at least one actuator 108-4, and a side stand sensor 108-5 (shown in Figure 5). In an embodiment, the plurality of peripheral components 114 may include, but is not limited to, one of a Power Take Out 114-1 (PTO), a USB charging port 114-2, a plurality of lamps 114-3, a horn 114-4, a charger lock actuator 114-5, a handlebar lock actuator 114-6, a trunk unlock actuator 114-7, a plurality of switches114-8 and an antenna 114-9 (shown in Figure 7), without departing from the scope of the present disclosure.

[0036] The power distribution system 102 may be configured to distribute electrical power to the plurality of critical components 108 and the plurality of peripheral components 114 of the EV 100. Herein, the EV 100 may be operated in at least one of a plurality of operational modes in one of a key-On state and a key-OFF state of the EV.

[0037] In the key-On state, a key may be in connection with the EV 100. In the key-OFF state, the key may be disconnected from the EV 100. In an embodiment, a wired key may be used to operate the EV 100. Herein, the key may make a physical connection with the EV 100 to activate the key-On state, and the key may be physically separated from the EV 100 to activate the key-OFF state. Usage of the wired key may be referred to as a key feature. In another embodiment, a wireless key may be used to operate the EV 100. Herein, the key may be connected or disconnected from the EV 100 via a wireless network. Usage of the wireless key may be referred to as a keyless feature.

[0038] In an embodiment, the plurality of operational modes includes at least one of a sleep mode, a standby mode, and a motoring mode. In the sleep mode, the plurality of critical components 108 and the plurality of peripheral components 114 may be deactivated. In the standby mode, one or more components from the plurality of critical components 108 may be activated or at least one of the plurality of peripheral components 114 may be activated. In the motoring mode, the plurality of critical components 108 may be activated. Herein, the system 102 may be adapted to distribute the power between the plurality of critical components 108 and the plurality of peripheral components 114 of the EV 100, based on the operational mode of the EV 100, to reduce the overall power consumption of the EV 100. Constructional and operational details of the power distribution system 102 are explained in the subsequent paragraphs with reference to Figures 2 to 3.

[0039] Figure 2 illustrates a block diagram of the power distribution system 102 for the EV 100, according to an embodiment of the present disclosure. Figure 3 illustrates a schematic view of the power distribution system 102, according to an embodiment of the present disclosure. Figure 4 illustrates a block diagram of a power unit 106 of the power distribution system 102, according to an embodiment of the present disclosure. In subsequent paragraphs, the power distribution system 102 may be interchangeably referred to as the system 102, without departing from the scope of the present disclosure. Referring to Figures 2, 3 and 4, the system 102 may include, but is not limited to, the primary controlling unit 104, a Power Distribution Unit (PDU) 110, a Load Driver Unit (LDU) 112, and the display unit 116. InFigure 3, dotted lines may be communication channels and solid lines may be electrical connections, with departing from the scope of the present disclosure.

[0040] The primary controlling unit 104 may be electrically connected to the power unit 106 and the plurality of critical components 108 of the EV 100. Herein, the power unit 106 may include the power source 118 and the Battery Management System (BMS) 120. The power source 118 may be adapted to supply the electrical power to the plurality of critical components 108 and the plurality of peripheral components 114.

[0041] The BMS 120 may be electrically connected to the power source 118. The BMS 120 may be adapted to ensure safe charging and discharging of the power source 118, detect the key, and control the selective peripheral components. In an embodiment, the BMS 120 may detect the key or the lock / unlock switch of the keyless model of the EV 100. Herein, the BMS 120 may include a circuit 120-1 configured to be activated to turn ON the BMS 120 when the power source 118 is in the OFF-state for a predefined time. Further, the BMS 120 may include a circuit configured to be activated to allow a small inrush through the key for a very small duration, to break a layer of oxide formed on the key contacts. This permits the use of an unsealed key, which reduces the overall cost. Herein, a key lockset 130 may be an unsealed type of contact, and an inrush current is needed to break the oxide layer formed on the contacts which is exposed to the environment. Such circuit of the BMS is adapted to inrush the layer of oxide.

[0042] Figure 5 illustrates a block diagram of the primary controlling unit 104 of the power distribution system 102, according to an embodiment of the present disclosure. The primary controlling unit 104 may be configured to regulate a supply of electrical power to the plurality of critical components 108 from the power unit 106. In an embodiment, the primary controlling unit 104 may include, but is not limited to, a motor microcontroller 122, a communication bus 124, and an Inertial Measurement Unit (IMU) 126. The motor microcontroller 122 may be connected to the plurality of critical components 108. The motor microcontroller 122 may be configured to regulate the supply of electrical power to the plurality of critical components 108 from the power unit 106. The communication bus 124 may be configured to connect the motor microcontroller 122 with the LDU 112.

[0043] The IMU 126 may be in communication with the motor microcontroller 122 and the communication bus 124. The IMU 126 may be configured to detect an activity including the motion of the EV 100. Further, the IMU 126 may transmit an input indicative of the detected activity of the EV 100 to the motor microcontroller 122.

[0044] Figure 6 illustrates a block diagram of the Power Distribution Unit (PDU) 110 of the power distribution system 102, according to an embodiment of the present disclosure. The PDU 110 may be electrically connected to the primary controlling unit 104. The PDU 110 may be configured to receive the electrical power from the power unit 106. The PDU 110 may be in communication with the motor microcontroller 122. The PDU 110 may be configured to supply a first electrical power output Pl, a second electrical power output P2, and a third electrical power output P3. The first electrical power output Pl may be supplied to the display unit 116 when the key is in connection with the EV 100 or is disconnected from the EV 100. Further, the second electrical power output P2 may be supplied to the at least one of the plurality of peripheral components 114 when the key is in connection with the EV 100. Furthermore, the third electrical power output P3 may be supplied to the at least one of the plurality of peripheral components 114 which demands higher power for a predefined interval of time.

[0045] The display unit 116 may be connected to the primary controlling unit 104, the PDU 110, and the LDU 112. Herein, the display unit 116 may include a microcontroller in communication with the primary controlling unit 104, the PDU 110, and the LDU 122. The display unit 116 may be configured to receive inputs from a user and the received inputs may be transmitted to one of the primary controlling unit 104, the PDU 110, and the LDU 122 to selectively operate one or more of the components 108, 114 of the EV 100.

[0046] In an embodiment, the display unit 116 may provide the user’s inputs to the LDU 112 to turn ON or OFF any particular peripheral component 114 such as the lamp. Further, the particular peripheral component 114 such as the lamp may be turned ON or OFF based on the user’s inputs. Further, the display unit 116 may display the operational data associated with the EV 100. Herein, the operational data may include, but is not limited to, the operational mode and the power state of the EV 100. Such representation of the operational data keeps the user aware of the current operational condition of the EV 100.

[0047] Figure 7 illustrates a block diagram of the Load Driver Unit (LDU) 112 of the power distribution system 102, according to an embodiment of the present disclosure. The LDU 112 may be in communication with the primary controlling unit 104 and electrically connected to the PDU 110 and the plurality of peripheral components 114. The LDU 112 may be configured to regulate the supply of the electrical power to the plurality of peripheral components 114. Herein, the LDU 112 may decide when to turn ON or OFF any particular peripheral component 114 based on the user’s inputs and the operational mode of the EV inthe key-On state and the key-OFF state. The LDU 112 may include an LDU microcontroller 128 in communication with the PDU 110.

[0048] The primary controlling unit 104 may be configured to be operated in at least one of a low-power state and a high-power state to supply electrical power constantly to the plurality of critical components 108. Further, each of the LDU 112 and the power unit 106 may also be configured to be operated in at least one of the low-power state, the high-power state, and an OFF- state.

[0049] In an embodiment, the low-power state may be defined as a state in which at least one of the plurality of critical components 108 and the plurality of peripheral components 114 may be operated with minimal electrical power. Further, the high-power state may be defined as a state in which the plurality of critical components 108 and the plurality of peripheral components 114 may be operated with the largest electrical power. Moreover, the OFF- state may be defined as a state in which the electrical power may not be supplied to the plurality of critical components 108 and the plurality of peripheral components 114.

[0050] Each of the LDU 112 and the power unit 106 may be configured to supply the electrical power selectively to one or more peripheral components 114. Thus, the at least one of the primary controlling unit 104, the LDU 112, and the power unit 106 may be switched to the high power state based on the at least one operational mode of the EV 100 in one of the key-On state and the key-OFF state.

[0051] The primary controlling unit 104 may be configured to detect at least one operational mode of the EV 100. Herein, the primary controlling unit 104 may detect that the operational mode is one of the sleep mode and the standby mode when the EV 100 is inactive for a predefined time. Herein, the LDU 112 is operated in the low-power state to decrease the electrical power supplied to the peripheral components in the sleep mode. The LDU 112 may be operated in the low-power state to decrease the electrical power supplied to at least one of the plurality of peripheral components 114 when the at least one of the critical components demands higher electrical power. Thus, the plurality of peripheral components 114 may be operated in the low-power state.

[0052] When any activity is detected within the EV 100, the primary controlling unit 104 may detect that the operational mode is the motoring mode. Herein, the motor microcontroller 122 and the LDU 112 may be operated in the high-power state to supply the electrical power to the critical components in the motoring mode. In the high-power state, the electrical power supplied to at least one of the plurality of peripheral components 114 may be decreased when the at least one of the critical components demands higher electrical power.

[0053] In an embodiment, to switch from the low-power state to the high-power state, the IMU 126 may be configured to transmit the input indicative of detected activity within the EV 100 to the motor microcontroller 122. Based on the received input from the IMU 126, the motor microcontroller 122 may be activated. Further, the motor microcontroller 122 activates the communication bus 124 to activate the microcontroller, the PDU 110, and the LDU microcontroller 128 to switch the display unit 116, the LDU, and the PDU 110 from the low- power state to the high-power state.

[0054] In another embodiment, to switch from the low-power state to the high-power state, the LDU 112 may be configured to activate the communication bus 124. Further, the motor microcontroller 122 activates the communication bus 124 to activate the microcontroller, the PDU 110, and the motor microcontroller 122 to switch the display unit 116, the LDU, and the PDU 110 from the low-power state to the high-power state.

[0055] The implementation of the system 102 offers enough space to install additional components in the EV 100, such that the additional components may be installed to provide additional features to the EV, without making any hardware changes in the EV 100. This improves the modularity of the EV 100. To bring such modularity, spare General-Purpose Inputs / Outputs (GPIOs), analogue-to-digital (A2D) inputs, and load drivers may be installed in the EV 100. These components may not be connected to any other component, such that such components may be connected to the peripheral components or sensors in the upcoming versions of the EV. This achieves any additional functionality for the EV 100 by keeping the EV 100 ready for any upgrade without making any changes to the hardware of the EV 100.

[0056] For example, the implementation of the system 102 offers an additional space to accommodate the keyless feature as well as get rid of the keyless feature and bring back the key into the EV 100. This can be achieved by providing a common platform for the different components and their variants to have the key or the keyless feature. In an embodiment, the plurality of peripheral components 114 such as the handlebar lock actuator, the trunk unlock actuator, the plurality of switches, and the antenna, are essentially installed in the EV 100 to selectively provide the key feature and / or the keyless feature. This allows for component commonization across variants.

[0057] The system 102 of the present disclosure may operate the EV 100 with minimal power consumption. The system 102 selectively distributes the electrical power between the plurality of critical components 108 and the plurality of peripheral components 114, based on the operational modes of the EV 100. Herein, the system 102 decides when to turn on or off any particular component 108, 114 based on the user’s inputs and the operational mode of the EV,to reduce the overall power consumption. For example, to ride the EV 100, the system 102 supplies the electrical power to the critical components 108 without supplying electrical power to the peripheral components 114. This further reduces the overall power consumption of the EV 100. Thus, the implementation of the system 102 reduces the overall power consumption of the EV 100 without making any hardware changes in the EV 100.

[0058] The implementation of the system 102 provides the additional space to install additional components in the EV 100, such that the additional components may be installed to provide additional features to the EV 100 without making any hardware changes in the EV 100. This improves the modularity of the EV 100, which the overall operational and maintenance cost of the EV 100 may be reduced. Moreover, the implementation of the system 102 may provide flexibility to the architecture of the EV 100, such that the additional components may be incorporated without increasing the overall size of the architecture. Therefore, the present disclosure provides a compact, cost-effective, and energy-efficient system 102 for the EV 100.

[0059] 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.

[0060] 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 power distribution system (102) for an electric vehicle (EV) (100), the power distribution system (102) comprising: a primary controlling unit (104) electrically connected to a power unit (106) and a plurality of critical components (108) of the EV (100), and configured to regulate a supply of electrical power to the plurality of critical components (108) from the power unit (106); a Power Distribution Unit (PDU) (110) electrically connected to the primary controlling unit (104), and configured to receive the electrical power from the power unit (106); and a Load Driver Unit (LDU) (112) in communication with the primary controlling unit (104) and electrically connected to the PDU (110) and a plurality of peripheral components (114), the LDU (112) is configured to regulate the supply of the electrical power to the plurality of peripheral components (114); wherein the primary controlling unit (104) is configured to be operated in at least one of a low-power state and a high-power state to supply electrical power constantly to the plurality of critical components (108), wherein each of the LDU (112) and the power unit (106) is configured to be operated in at least one of the low-power state, the high-power state, and an OFF-state, and is configured to supply the electrical power selectively to one or more peripheral components, and wherein at least one of the primary controlling unit (104), the LDU (112), and the power unit (106) is configured to be switched to the high power state based on at least one operational mode of the EV (100) in one of a key-On state and a key-OFF state, wherein the at least one operational mode includes at least one of a sleep mode, a standby mode and a motoring mode.

2. The power distribution system (102) as claimed in claim 1, wherein: the plurality of critical components (108) comprises one of a speed sensor, a throttle device, a braking device, at least one actuator, and a side stand sensor; and the plurality of peripheral components (114) comprises one of a Power Take Out (PTO) and a USB charging port, a plurality of lamps, a horn, a charger lock actuator, a handlebar lock actuator, a trunk unlock actuator, a plurality of switches and an antenna.

3. The power distribution system (102) as claimed in claim 1, wherein: in the sleep mode, the plurality of critical components (108) and the plurality of peripheral components (114) are deactivated, in the standby mode, one or more components from the plurality of critical components (108) is activated or at least one of the plurality of peripheral components (114) is activated, and in the motoring mode, the plurality of critical components (108) is activated.

4. The power distribution system (102) as claimed in claim 1, wherein the primary controlling unit (104) is configured to detect at least one operational mode of the EV (100), the primary controlling unit (104) is configured to: detect that the operational mode is one of the sleep mode and the standby mode when the EV (100) is inactive for a predefined time, wherein the LDU (112) is operated in the low-power state to decrease the electrical power supplied to the peripheral components in sleep mode; and / or detect that the operational mode is the motoring mode when any activity is detected within the EV (100), wherein a motor microcontroller (122) and the LDU (112) are operated in the high-power state to supply the electrical power to the critical components in the motoring mode.

5. The power distribution system (102) as claimed in claim 1, comprising a display unit (116) connected to the primary controlling unit (104), the PDU (110) and the LDU (112) and configured to: receive inputs from a user; and display an operational data associated with the EV (100), wherein the display unit (116) comprises a microcontroller in communication with the primary controlling unit (104), the PDU, and the LDU.

6. The power distribution system (102) as claimed in claim 1, wherein the primary controlling unit (104) comprises: a motor microcontroller (122) connected to the plurality of critical components (108) and configured to regulate the supply of electrical power to the plurality of critical components (108) from the power unit (106); a communication bus (124) configured to connect the motor microcontroller (122) with the LDU (112); and an Inertial Measurement Unit (IMU) (126) in communication with the motor microcontroller (122) and communication bus (124), the IMU (126) is configured to:detect an activity including the motion of the EV (100); and transmit an input indicative of the detected activity of the EV (100) to the motor microcontroller (122).

7. The power distribution system (102) as claimed in claim 1 , wherein the power unit (106) comprises: a power source (118) adapted to supply the electrical power to the plurality of critical components (108) and the plurality of peripheral components (114); and a Battery Management System (BMS) (120) electrically connected to the power source (118), wherein the BMS (120) comprises a circuit configured to be activated to turn ON the BMS (120) when the power source (118) is in the OFF-state for a predefined time;8. The power distribution system (102) as claimed in claim 5, wherein the PDU (110) in communication with the microcontroller, the PDU (110) is configured to supply: a first electrical power output (Pl) to the display unit (116) when the key is in connection with the EV (100) or is disconnected from the EV (100); a second electrical power output (P2) to the at least one of the plurality of peripheral components (114) when the key is in connection with the EV (100); and a third electrical power output (P3) to the at least one of the plurality of peripheral components (114) which demands higher power for a predefined interval of time.

9. The power distribution system (102) as claimed in claim 8, wherein the LDU (112) comprises an LDU microcontroller (128) in communication with the PDU (110) the LDU (112) is configured to be operated in at least one of: the low-power state by decreasing the electrical power supplied to at least one of the plurality of peripheral components (114) when the at least one of the critical components demands higher electrical power, such that the plurality of peripheral components (114) is operated in the low-power state; and the high-power state by increasing the electrical power supplied to at least one of the plurality of peripheral components (114) when the at least one of the critical components demands higher electrical power.

10. The power distribution system (102) as claimed in claims 6 or 9, wherein to switch from the low-power state to the high-power state: the IMU (126) is configured to transmit the input to the motor microcontroller (122) to activate the motor microcontroller (122); andthe motor microcontroller (122) activates the communication bus (124) to activate the microcontroller, the PDU (110), and the LDU microcontroller (128) to switch the display unit (116), the LDU, and the PDU (110) from the low-power state to the high- power state.

11. The power distribution system (102) as claimed in claims 6 and 9, wherein to switch from the low-power state to the high -power state: the LDU (112) is configured to activate the communication bus (124); and the motor microcontroller (122) activates the communication bus (124) to activate the microcontroller, the PDU (110), and the motor microcontroller (122) to switch the display unit (116), the LDU (112), and the PDU (110) from the low-power state to the high-power state.

Images