Adaptive boost mode in electric vehicles

Abstract

Approaches for implementing a boost mode in an electric vehicle, such as an electric scooter, are described. For example, a control unit (106, 200) may include a control unit (106, 200) to monitor one or more parameters associated with an operation of the vehicle. The one or more parameters include a throttle state of the vehicle and a speed of the vehicle. Based on the monitoring, the control unit determines occurrence of a high-load event in the vehicle. The high-load event is indicative of a low torque output of the vehicle when the throttle state indicates a full throttle state. Upon determining the occurrence of the high-load event, the control unit (106, 200) is to automatically transition the vehicle to a temporary boost mode to increase a torque output of the vehicle.

Description

ADAPTIVE BOOST MODE IN ELECTRIC VEHICLESFIELD OF THE INVENTION

[0001] The present subject matter relates to electric vehicles, and more specifically, to an adaptive boost mode in electric vehicles.BACKGROUND

[0002] Electric vehicles (EVs), such as electric two-wheeled scooters, have gained significant popularity as an efficient and environment friendly alternative to conventional gasoline-powered vehicles. The EVs are typically powered by rechargeable batteries, and driven by electric motors, providing a clean mode of transportation. The electric vehicles are often used in diverse environments and across various terrains, such as flat roads, inclined paths, and areas with different traffic conditions.

[0003] To be able to efficiently manoeuvre the electric vehicle in the diverse environments, the electric vehicles are equipped with multiple operating modes, such as normal mode, a limp home mode or an Eco mode, and so on. The normal mode may be a default operating mode of the electric vehicle. The normal mode generally offers a balanced combination of speed, acceleration, and energy efficiency suitable for typical riding conditions on flat or mildly inclined surfaces. The eco mode may prioritize energy efficiency to extend the electric vehicle's range. The eco mode may limit top speed and acceleration to conserve battery power, making this mode suitable for longer trips or when battery preservation is a priority. Thus, the various operating modes may enhance efficiency of the electric vehicles.BRIEF DESCRIPTION OF FIGURES

[0004] The detailed description is provided with reference to the accompanying figures, wherein:

[0005] FIG. 1 illustrates an exemplary environment depicting anelectric vehicle on an inclined surface, according to an example of the present subject matter;

[0006] FIG. 2 illustrates a block diagram depicting components of an adaptive mode transitioning system, according to an example of the present subject matter;

[0007] FIG. 3 illustrates an exemplary method for implementing adaptive boost mode in an electric vehicle, according to an example of the present subject matter;

[0008] FIG. 4 illustrates another exemplary method for implementing adaptive boost mode in an electric vehicle, according to an example of the present subject matter; and

[0009] FIG. 5 illustrates another exemplary method for implementing adaptive boost mode in an electric vehicle, according to an example of the present subject matter.

[0010] Throughout the drawings, identical reference numbers designate similar, but not necessarily identical, elements. The figures are not necessarily to scale, and the size of some parts may be exaggerated to more clearly illustrate the example shown. Moreover, the drawings provide examples and / or implementations consistent with the description; however, the description is not limited to the examples and / or implementations provided in the drawings.DETAILED DESCRIPTION

[0011] As discussed above, electric vehicles (EVs), including electric two-wheeled scooters (hereinafter referred to as “Electric scooters”), are increasingly being adopted as an efficient and environmentally sustainable alternative to conventional internal combustion engine vehicles. However, electric scooters often face challenges in maintaining consistent performance under varying load conditions. For example, the conditions may include, but are not limited to, steep inclines, carrying additional weight,or on different road surfaces (e.g., smooth pavement, rough terrain, gravel). Such variations in conditions may significantly impact the vehicle’s performance, energy consumption, and range.

[0012] Existing control systems of conventional electric two-wheeled vehicles typically employ fixed operating modes. The fixed operating modes typically refer to predetermined settings that control the vehicle's performance characteristics. Examples of such fixed operating modes include, but are not limited to, a Normal mode, an Eco mode, and a Limp Home mode.

[0013] The normal mode generally provides moderate performance and energy consumption, suitable for everyday use in general riding conditions. The Eco mode provides a low-power configuration that prioritizes energy efficiency and extended range over performance. The Eco mode typically limits the vehicle’s top speed and acceleration to conserve battery life. The limp home mode is a reduced-performance mode designed to activate when the battery charge is critically low, thereby allowing the rider to travel to a charging point or their destination at reduced speed.

[0014] However, the fixed operating modes may not adequately account for the dynamic nature of real-world riding conditions. For instance, when the load on the vehicle is high and the user is operating in a lower torque mode, the vehicle may either experience retardation, come to a halt, or even roll backwards when ascending an incline. This situation often requires the user to either manually switch to a higher performance mode or, in cases of power reduction, unload the vehicle. As a result, the existing techniques rely on user intervention and may not provide optimal performance and efficiency in all situations. For example, the rider of the vehicle may be required to press a button for changing an operating mode of the vehicle. This may be inconvenient to the rider especially in the high load condition.

[0015] In addition, frequent switching between different operating modes may result in higher battery consumption, thereby reducing the range of the vehicle. Further, as switching between operating modes is done manually, the vehicle may remain in high torque mode longer than needed, which may lead to increased battery consumption. Therefore, there is a need for a solution to limit the consumption of battery when the vehicle is in a high load condition.

[0016] The present subject matter describes an adaptive boost mode for electric vehicles, especially electric scooters. The adaptive boost mode may be a dynamic interim state for operating the vehicle with higher torque output to enhance the performance and efficiency of the electric scooter. The adaptive boost mode is activated automatically during periods of lower power-to-load ratios, without introducing a new static operating state.

[0017] In an example, the present subject matter provides a system for adaptive transitioning between operating modes. The system may include a control unit to monitor one or more parameters associated with an operation of the vehicle. The one or more parameters may include a throttle state of the vehicle and a speed of the vehicle. Based on the monitoring, the control unit may determine occurrence of a high-load event in the vehicle. The high-load event may be indicative of a low torque output of the vehicle when the throttle state indicates a full throttle state. Upon determining the occurrence of the high-load event, the control unit may automatically transition the vehicle to a temporary boost mode to increase a torque output of the vehicle.

[0018] In another example, the present subject matter may provide a method for adaptively transitioning between operating modes. The method may be performed by the aforementioned system for adaptive transitioning between operating modes. The method includes monitoring one or more parameters associated with an operation of the vehicle. The one or more parameters include a throttle state of the vehicle and a speed of the vehicle.Based on the monitoring, the method includes determining occurrence of a high-load event in the vehicle. The high-load event may be indicative of a low torque output of the vehicle when the throttle state indicates a full throttle state. The method further includes, upon determining the occurrence of the high-load event, automatically transitioning the vehicle to a temporary boost mode to increase a torque output of the vehicle.

[0019] Based on the aforementioned approaches, the vehicle may automatically transition to a temporary high-torque state to provide high torque to an electric motor of the electric vehicle. As a result, the electric vehicle may experience a rapid increase in speed and thus accelerate more effectively, thereby improving performance during demanding driving conditions.

[0020] Thus, the present subject matter facilitates meeting performance requirements while avoiding the need to add trivial modes or switch to higher performance modes that may lead to increased energy consumption. The activation or transition of the electric vehicle to the boost mode for a certain period ensures that the charge of the battery of the electric vehicle is not depleted quickly. As vehicle performance under challenging conditions may be improved, the present subject matter may enhance user experience through consistent performance without manual mode switching. In addition, by allowing operation in lower performance modes for longer periods, the present subject matter may increase vehicle range. Furthermore, the adaptive boost mode may be integrated within the existing software and control systems of the electric vehicles, thereby eliminating the need for additional hardware and providing a cost-effective implementation.

[0021] The present subject matter is further described with reference to the accompanying figures. Wherever possible, the same reference numerals are used in the figures and the following description to refer to the same or similar parts. It should be noted that the description and figuresmerely illustrate principles of the present subject matter. It is thus understood that various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[0022] The manner in which the present subject matter is implemented are explained in detail with respect to FIG. 1 to FIG. 5. While aspects of described subject matter can be implemented in any number of different devices, environments, and / or implementations, the examples are described in the context of the following system(s). It is to be noted that drawings of the present subject matter shown here are for illustrative purposes and are not drawn to scale.

[0023] FIG. 1 illustrates an exemplary environment 100 depicting an electric vehicle 102 (hereinafter referred to as the “vehicle 102”) on an inclined surface 104, according to an example of the present subject matter. Examples of such vehicle 102 may include, but are not limited to, twowheeler, car, bus, etc. The vehicle 102 includes a control unit 106 that manages and regulates various functions and operations of the vehicle 102. The control unit 106, amongst other capabilities, may be configured to fetch and execute computer-readable instructions to perform adaptive mode transitioning. Although depicted as a functional block, the control unit 106 may be implemented in the form of an electronic circuit. Further, even though depicted inside the vehicle, the control unit 106 may be present outside the vehicle 102.

[0024] According to an aspect of the present subject matter, the control unit 106 may monitor one or more parameters associated with an operation of the vehicle 102ln an example, the operations of the vehicle may include various functions that the vehicle performs during use, such as, driving, power management, navigating or the like. Accordingly, the one ormore parameters associated with the operation of the vehicle may refer to measurable values that help monitor and assess how the vehicle is functioning including speed, throttle state, angle of inclination of the vehicle. The control unit106 may be communicatively coupled with various sensors (not shown) and user interfaces to detect the one or more parameters associated with the operation of the vehicle 102. The control unit 106 may process a data corresponding to the detection using embedded software or firmware, and output control signals to different components of the twowheeler to optimize performance, efficiency, and safety.

[0025] In an example, during a driving condition of the vehicle 102, when operating in a normal mode or an eco-mode (or a limp home mode), the control unit 106 may continuously monitor parameters, such as a vehicle speed and a throttle state associated with the operation of the vehicle 102 to occurrence of a high load event. In an example, the parameters may also include an inclination angle of the vehicle 102. For example, the control unit 106 may determine whether the throttle is in a partially open state, a closed state or a full throttle state. In addition, the control unit 106 may monitor the speed of the vehicle 102. For example, based on the monitoring of the speed, the control unit 106 may determine whether the speed of the vehicle 102 is increasing or decreasing.

[0026] Based on the monitoring of the one or more parameters, the control unit 106 may determine the occurrence of the high load event. The high load event may be characterized by a low torque output of the vehicle when the throttle state indicates a full throttle state. Upon determining the occurrence of the high load event, the control unit 106 may automatically transition the vehicle 102 to a temporary boost mode to increase the torque output of the vehicle 102.

[0027] For example, when the throttle state of the vehicle is determined to be in a full throttle state, also referred to as, wide open throttle (WOT), and the speed is determined to be retarding, the control unit106may determine occurrence of the high load event, and may automatically activate the adaptive boost mode. Upon activation of the adaptive boost mode, an increase in torque output is provided to the vehicle 102, allowing the vehicle 102 to maintain its speed despite the high load event.

[0028] In another example, the vehicle 102 may be moving on the inclined surface 104 and an inclination angle of the vehicle 102 is detected to be greater than 1 degree. In this scenario, if the throttle state of the vehicle is determined to be in a full throttle state, and the speed is determined to be retarding, a high load event is determined and the control unit 106 may automatically transition the vehicle 102 to a temporary boost mode to increase the torque output of the vehicle 102.

[0029] Further, the control unitcontrol unit 106 may monitor one or more predefined conditions to determine if the high load event is overcome. For example, the one or more predefined conditions include, but are not limited to, an increase in acceleration of the vehicle, a braking indication, a partially open throttle state, and a closed throttle state. Upon detecting any one of the predefined conditions, the control unitcontrol unit 106 may automatically transition the vehicle 102 from the temporary boost mode to a previous operating mode. The previous operating mode may be, for example, the normal mode, or the eco mode of the vehicle.

[0030] The automatic transition between the adaptive boost mode and the previous operating mode may optimize the vehicle's performance and energy consumption under varying load conditions. By providing a temporary increase in torque when needed, and automatically returning to a lower performance mode when the high load condition is overcome, the adaptive boost mode may allow the vehicle to maintain performance while minimizing energy consumption.

[0031] The above approaches have been described in the context of a two-wheeled vehicle 102. However, the same ought not to be considered as a limitation. Similar approaches may be applicable for even three-wheeled or four-wheeled vehicles, without deviating from the scope of the present subject matter. Furthermore, the different examples described above are not to be considered as limiting and only fall within the purview of the present subject matter.

[0032] FIG. 2 illustrates a block diagram depicting a control unit 200 for adaptive transitioning between operating modescontrol unit 200control unit 200, in accordance with an example of the present subject matter. The control unit 200 may be similar to the control unit 106. The control unit 200 may be implemented in an electric vehicle (hereinafter referred to as the vehicle).

[0033] The control unit 200 may be communicably coupled to one or more sensors 202. The one or more sensors 202 may comprise various types of sensing devices that gather information about the vehicle's operational state, driver inputs, and environmental conditions. The sensors 202 may include, but are not limited to, a vehicle speed sensor that monitors the rotational speed of a vehicle's wheels or motor shaft for measuring the current speed of the vehicle, a load sensor for determining a load of the vehicle, an inclination sensor to determine vehicle’s incline relative to the Earth's gravitational field, a throttle state sensor that monitors and measures the position of the throttle in the vehicle, a braking sensor to determine an intent for applying brakes to the vehicle, and an acceleration pedal sensor for detecting an acceleration demand of the vehicle.

[0034] In an example, the sensors 202 may communicate with the control unit 200 through various protocols and interfaces, such as a Controller Area Network (CAN) bus, Local Interconnect Network (LIN) bus, or other automotive communication standards. The data from these sensors 202 may be continuously sampled and processed to provide real-time information to the control unit 200.

[0035] The control unit 200, amongst other capabilities, may be configured to fetch and execute computer-readable instructions to performadaptive mode transitioning. In an example, the control unit 200 may be implemented as one or more processing units, microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and / or any devices that manipulate signals based on operational instructions. The functions of the various elements shown in the figure may be provided through the use of dedicated hardware as well as hardware capable of executing machine readable instructions. Although depicted in the form of functional module, the control unit 200 may be implemented in the form of electronic circuitry, which amongst other capabilities, may specifically be configured to monitor one or more parameters associated with an operation of the vehicle to detect occurrence of a high load event and subsequently transition between one or more operating modes of the vehicle. The one or more operating modes of the vehicle may include, but are not limited to, a normal mode, an eco-mode, and a boost mode.

[0036] The control unit 200, amongst other things, includes routines, programs, objects, components, and data structures, which perform particular tasks or implement particular abstract data types. The control unit 200 may also be implemented as, signal processor(s), state machine(s), logic circuitries, and / or any other device or component that manipulates signals based on operational instructions. Further, the control unit 200 can be implemented by hardware, by computer-readable instructions executed by a processing unit, or by a combination thereof. In one example, the control unit 200 may also include programs or coded instructions that supplement the applications or functions performed by the control unit 200.

[0037] Further, in an example, the control unit 200 may be implemented within one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers,microprocessors, electronic devices, other electronic units designed to perform the functions described herein, or in combination thereof. For a firmware and / or software implementation, the methodologies may be implemented with modules (e.g., procedures, functions, and so on) that perform the functions described herein.

[0038] The control unit 200 includes engine(s) 204 and data 206. The engines 204, amongst other things, includes routines, programs, objects, components, and data structures, which perform particular tasks or implement particular abstract data types. The engines 204 may also be implemented as, signal processor(s), state machine(s), logic circuitries, and / or any other device or component that manipulates signals based on operational instructions. Further, the engines 204 can be implemented by hardware, by computer-readable instructions executed by a processing unit, or by a combination thereof. In one example, the engines 204 may include programs or coded instructions that supplement the applications or functions performed by the control unit 200.

[0039] In an example, the engine(s) 204 include a monitoring engine 208 and a transitioning engine 210. The data 206, on the other hand, includes data that is either stored or generated due to functionalities implemented by any of the engine(s) 204 or the control unit 200. It may be further noted that information stored by the engine(s) 204 for performing various functions by the control unit 200. In an example, the data 206 may include throttle data 212, speed data 214, inclination data 216, and other data 218. The other data 218, amongst other things, may serve as a repository for storing data that is processed, or received, or generated as a result of the execution of instructions comprised in the control unit 200.

[0040] The monitoring engine 208 is configured to continuously monitor one or more parameters associated with the operation of the vehicle. In an example, the monitoring engine 208 may monitor the throttle state based on the information captured by the throttle state sensor. Thethrottle state sensor may be configured to detect various throttle positions of the vehicle, such as the electric scooter. In an example, the throttle state sensor may be located on or near handlebars of the electric scooter, where it can measure the degree of throttle actuation by the rider. The throttle state sensor may detect a range of throttle positions, from fully closed to fully open (wide open throttle (WOT)), and any intermediate positions, such as a partially open throttle state. In the WOT position, the throttle is actuated to its fullest extent by the rider, indicating a request for maximum power output from the electric motor. The monitoring engine 208 may store the various throttle positions as the throttle data 212.

[0041] Further, the control unit 200monitoring engine 208 may continuously monitor the speed of the vehicle by means of the speed sensor. In some aspects, the speed sensor may be mounted on or near one or both wheels of the vehicle, such as the electric scooter. In some implementations, the speed sensor may be integrated into the electric motor itself, utilizing the motor's internal components to measure rotational speed. The speed sensor may generate electrical signals corresponding to the rotational speed of the wheel or motor. These signals may be transmitted to the control unit 200, which can then calculate the actual speed of the vehicle based on the wheel diameter or gear ratios. The monitoring engine 208 may store the speed of the vehicle as the speed data 214.

[0042] In addition, the monitoring engine 208 may monitor an inclination or detects the angle of the road based on the data received from the inclination sensor. Inclination sensor may be incorporated into the electric scooter to detect an angle of inclination or tilt of the vehicle relative to a horizontal plane. In some aspects, the inclination sensor may be mounted within the frame or body of the electric scooter, preferably in a location that accurately represents the overall inclination of the vehicle. The monitoring engine 208 may store the information received from the inclination sensor as the inclination data 216.

[0043] In operation, the monitoring engine 208 may monitor the above-described parameters to determine occurrence of a high load event. The high load event is indicative of a low torque output of the vehicle when the throttle state indicates a full throttle state. In one aspect, the monitoring engine 208 may monitor how much the rider is engaging the throttle, and the speed of the vehicle in real-time. Based on the monitored parameters, the transitioning engine 210 may determine occurrence of the high load event. For example, if the throttle is in a full throttle or WOT state, but the vehicle is not able to maintain or increase the speed, the transitioning engine 210 may determine an occurrence of the high load event. In an example, if the speed of the vehicle suddenly decreases from 15 mph to 10 mph while the throttle is fully engaged, the transitioning engine 210 may detect occurrence of the high load event.

[0044] In another example, the vehicle may be determined to be going on an inclined surface, having an inclination angle greater than 1 . For example, if the inclination angle of the vehicle indicates a 10-degree slope, the transitioning engine 210 may detect that the vehicle is climbing a hill. In this scenario, if the transitioning engine 210 determines a full throttle or WOT state, but the speed of the vehicle is retarding, the transitioning engine 210 may determine an occurrence of the high load event.

[0045] Consider another example where a rider is traveling at 30 kmph on flat ground with the throttle at 50%, indicating a partially open throttle state. The vehicle encounters a steep hill (detected by the inclination sensor). As a result, the rider may fully engage the throttle (100%), but the speed begins to drop to 25 kmph, then 20 kmph. The monitoring engine 208 may detect the decreasing speed and the full throttle state. Thus, the transitioning engine 210 may recognize the combination of factors, such as decreasing speed, full throttle state, and detected incline as high load event.

[0046] Upon determination of the occurrence of the high load event, the transitioning engine 210 may automatically transition the vehicle to atemporary boost mode to increase a torque output of the vehicle. Without any input from the rider, the transitioning engine 210 may automatically activate the adaptive boost mode, thereby increasing the motor's torque output. This allows the vehicle to maintain a higher speed in the high load event without the rider needing to manually switch to a different mode.

[0047] In another example, consider a scenario where the rider is traveling at 40 kmph on a highway with the throttle at 60%, indicating the partially open throttle state. The rider approaches a slower-moving vehicle ahead and decides to overtake. To initiate an overtaking manoeuvre, the rider fully engages the throttle to 100% achieving a full throttle state, expecting a rapid acceleration. Due to a combination of factors, such as increased aerodynamic drag and possibly a headwind, the vehicle's speed does not increase as expected and instead begins to plateau at 42 kmph, then drops slightly to 40 kmph.

[0048] In this scenario, the transitioning engine 210 may detect the occurrence of high load event by recognizing the full throttle state, the attempted acceleration, and the lack of corresponding speed increase. In response, the transitioning engine 210 may automatically activate a temporary boost mode to increase the torque output of the motor. This adaptive boost allows the vehicle to overcome the high load event and complete the overtaking manoeuvre safely and efficiently, without requiring the rider to manually switch modes or intervene further.

[0049] The monitoring engine 208 may further continuously monitor one or more parameters to detect one or more predefined conditions to determine if the high load event has ceased to exist. For example, once the vehicle crests the hill or the rider releases the throttle, the transitioning engine 210 may detect that the high load condition has passed and the transitioning engine 210 may automatically transition the vehicle from the temporary boost mode to a previous operating mode. For instance, the one or more predefined conditions may include, but are not limited to, anincrease in acceleration of the vehicle, a braking indication, a partially open throttle state, and a closed throttle state.

[0050] For example, during operation, upon activation of the temporary boost mode, the monitoring engine 208 may continuously monitor the parameters to detect one or more predefined conditions indicating the cessation of the high-load event. Based on these conditions, the transitioning engine 210 determines that the high-load event has ended and automatically transitions the vehicle from the temporary boost mode back to its previous operating mode, such as eco or normal mode.

[0051] Accordingly, the present subject matter provides for the boost mode that may be implemented without requiring additional hardware, thereby reducing the cost and complexity of the vehicle. The adaptive transitioning to temporary boost mode and back to the normal or eco mode may therefore provide a cost-effective solution for improving the performance of electric vehicles under high load conditions.

[0052] In example implementations, the vehicle may include a user interface (not shown) that provides visual or auditory feedback to the rider when the boost mode is activated or deactivated. This feedback may help the rider to understand the current operating mode of the vehicle and adjust their driving behaviour accordingly.

[0053] In another example, the user interface may include a display screen, a speaker, or a combination of both. The display screen may show a visual indicator, such as a light or a symbol, when the adaptive boost mode is activated. Similarly, the speaker may emit a sound or a voice message when the adaptive boost mode is activated or deactivated. The visual or auditory feedback may be designed to be easily noticeable and understandable, enhancing the user experience.

[0054] In some embodiments, the control unit 200 may include a timer (not shown) that controls the duration of the adaptive boost mode. Thetimer may start when the adaptive boost mode is activated and stop when the mode is deactivated. In some examples, the duration of the adaptive boost mode may be predetermined, such as a few seconds or minutes, or it may be dynamically adjusted based on the vehicle's parameters and the severity of the high load condition. The control unit 200 may monitor the timer to detect an elapsed time since the activation of the temporary boost mode. Upon reaching a predetermined duration, the control unit 200 may deactivate the temporary boost mode and transition the vehicle to the previous mode.

[0055] In another implementation, the control unit 200 may include a power management module (not shown) that optimizes the energy consumption of the vehicle during the adaptive boost mode. The power management module may monitor the vehicle's battery level and adjust the torque output of the vehicle to conserve energy. This feature may extend the vehicle's range and prolong the battery life, providing additional benefits to the user.

[0056] FIG. 3 illustrates an exemplary method 300 for adaptively transitioning to a boost mode, in accordance with an example of the present subject matter. The method 300 may be implemented by the control unit 200. In some aspects, the method 300 can be implemented by processor(s) or device(s) through any suitable hardware, a non-transitory machine readable medium, or a combination thereof. Further, although the method 300 is described in context of a system which is similar to the aforementioned control unit 200, other suitable devices or systems may be used for execution of the method 300.

[0057] In an example, at block 302, the method 300 may include monitoring one or more parameters associated with an operation of a vehicle. The one or more parameters includes a throttle state of the vehicle and a speed of the vehicle. For example, real-time data corresponding to the throttle state and speed of the vehicle may be monitored. In anotherexample, the one or more parameters may include an inclination angle of the vehicle.

[0058] At block 304, the method 300 may include determining occurrence of a high load event in the vehicle based on the monitoring. The high load event may be indicative of a low torque output of the vehicle when the throttle state indicates a full throttle state. For example, when the throttle is detected to be in a full throttle state, but the torque output of the vehicle is reducing, the speed of the vehicle is detected to be retarding. In such a condition, the vehicle is determined to be experiencing a high load event.

[0059] For instance, when the vehicle is determined to be in a full throttle state, but the vehicle is not able to maintain or increase the speed, an occurrence of the high load event may be determined. In an example, if the speed of the vehicle suddenly decreases from 15 mph to 10 mph while the throttle is fully engaged, a high load event may be determined.

[0060] In another example, if the vehicle is determined to be going uphill based on the inclination angle of the vehicle, and the speed keeps reducing despite of the throttle being fully engaged, a high load event may be determined.

[0061] Further, at block 306, the method 300 may include automatically transitioning the vehicle to a temporary boost mode upon determining occurrence of the high-load event, to increase a torque output of the vehicle.

[0062] For example, the vehicle may automatically activate the adaptive boost mode, thereby increasing the motor's torque output. The activation of adaptive boost mode may help the vehicle maintain a higher speed in the high load event without the rider needing to manually switch to a different mode.

[0063] FIG. 4 illustrates an exemplary method 400 for implementing adaptive boost mode in a vehicle, according to an example of the presentsubject matter. The order in which the above-mentioned method is described is not intended to be construed as a limitation, and some of the described method blocks may be combined in a different order to implement the method, or alternative method.

[0064] Furthermore, the above-mentioned method may be implemented in a suitable hardware, computer-readable instructions, or combination thereof. The steps of such method may be performed by either a system under the instruction of machine executable instructions stored on a non-transitory computer readable medium or by dedicated hardware circuits, microcontrollers, or logic circuits. For example, the method may be performed by a control device, such as control unit 106 and 200. In an implementation, the method may be performed under an “as a service” delivery model, where the control unit 106 and 200, operated by a provider, receives programmable code. Herein, some examples are also intended to cover non-transitory computer readable medium, for example, digital data storage media, which are computer readable and encode computerexecutable instructions, where said instructions perform some or all the steps of the above-mentioned methods.

[0065] At block 402, the method 400 may include monitoring parameters associated with an operation of the vehicle, such as throttle state and speed of the vehicle may be determined. For example, the control device may determine the parameters pursuant to the vehicle. In an example, the throttle state may be determined by the throttle state sensor, and the speed may be determined by the speed sensor.

[0066] At block 404, the method 400 may include determining if the throttle position is wide open throttle (Woot), i.e. , if the throttle is actuated to its fullest extent by the rider. In addition, the control device may determine whether the speed of the vehicle is reducing when the throttle is wide open. If it is determined that all of the above conditions are met, the control device may detect occurrence of a high-load condition.

[0067] In response to the detection of the high load condition, the method 400 may move to block 406 (‘Yes’ path). At block 406, the control device may cause the vehicle to temporarily transition to a boost mode. In the boost mode, an increased torque is applied, allowing the vehicle to maintain its speed despite the high load.

[0068] In case the conditions defined at block 404 are not met, the control device may continue to monitor the operating parameters, such as throttle position, inclination, and speed of the vehicle (‘No’ path).

[0069] Further, once the vehicle is transitioned to the boost mode, the control device may continue to monitor the parameters of the vehicle. At block 408, the method 400 may include determining if the vehicle is accelerating. Further, it may be determined if the throttle position has changed from wide open throttle, i.e. , if the throttle is no more actuated to its fullest extent by the rider. Alternatively, the control unit 200 may determine whether the speed of the vehicle is increasing. For example, if the speed of vehicle is greater than 20 kilometres per hour (Kmph).

[0070] If it is determined that any of the conditions mentioned in block 408 are met, the control device may detect that the high load event does not exist anymore. In response to the detection, the method 400 may move to block 410 (‘Yes’ path). At block 410, the control device may cause the vehicle to transition to an operating mode previous to the boost mode. For example, previous to the boost mode, the vehicle may be operating in the normal mode or an Eco mode. Accordingly, the control device may transition the vehicle to the normal mode or the Eco mode.

[0071] In case any of the conditions mentioned in block 408 are not met, the control device may continue to operate the vehicle in the boost mode (‘No’ path).Thus, the adaptive transitioning to a temporary boost mode provided by the present subject matter introduces a dynamic, temporary state of vehicleoperation that provides increased torque when the load on the vehicle is high relative to the power output. The boost mode is activated automatically based on the operating parameters of the vehicle, without requiring user intervention. This automatic activation and deactivation of the boost mode, along with the swift transition of increased torque. As the boost mode provides a temporary increase in performance when needed, the boost mode does not cause any significant increase in energy consumption of the vehicle.

[0072] FIG. 5 illustrates a method 500 for adaptively transitioning to a boost mode, in accordance with an example of the present subject matter. The method 500 may be implemented by the control unit 200. In some aspects, the method 500 can be implemented by processor(s) or device(s) through any suitable hardware, a non-transitory machine-readable medium, or a combination thereof. Further, although the method 500 is described in context of a system which is similar to the aforementioned control unit 200, other suitable devices or systems may be used for execution of the method 500.

[0073] At block 502, the method 500 may include detecting one or more parameters associated with an operation of a vehicle by one or more sensor. For example, the one or more sensors may comprise various types of sensing devices that gather information about the vehicle's state, driver inputs, and environmental conditions.

[0074] For example, the one or more parameters may include a throttle state of the vehicle and a speed of the vehicle. In some aspects, the one or more parameters may also include an angle of inclination of the vehicle.

[0075] At block 504, the method 500 may include monitoring the one or more parameters associated with the operation of the vehicle.

[0076] Further, at block 506, the method 600 may include determining the occurrence of a high load event in the vehicle based on the monitoring. The high load event may be indicative of a low torque output of the vehicle when the throttle state indicates a full throttle state.

[0077] For instance, when the throttle is detected to be in a fully open state, but the vehicle fails to maintain or increase its speed, the vehicle interprets this as a potential high load condition. Specifically, if the vehicle speed begins to decline while the throttle remains fully engaged — such as a drop from 15 mph to 10 mph — this behaviour may indicate that the vehicle is under significant load.

[0078] In another example, the inclination angle of the vehicle may be used to determine that the vehicle is ascending a slope. If, during this uphill movement, the throttle remains fully engaged and the vehicle speed continues to decrease, it may be determined that a high load event is occurring.

[0079] At block 508, the method 500 may include automatically transitioning the vehicle to a temporary boost mode upon determining occurrence of the high-load event, to increase a torque output of the vehicle.

[0080] For example, an adaptive boost mode may be autonomously initiated in response to detecting a high load event. This mode may increase the torque output of the motor, thereby enabling the vehicle to sustain or regain speed under demanding conditions. The activation of the adaptive boost mode may occur without requiring manual intervention from the rider, ensuring a seamless and responsive performance enhancement during scenarios such as uphill climbs or sudden deceleration under full throttle.

[0081] Continuing further, at block 510, the method 500 may include detecting one or more predefined conditions to determine if the high load event has ceased to exist.

[0082] Once the vehicle is transitioned to the boost mode, the parameters of the vehicle may be continuously monitored to detect one or more predefined conditions. The one or more predefined conditions include, but are not limited to, an increase in acceleration of the vehicle, a braking indication, a partially open throttle state, and a closed throttle state. Detecting one or more of the aforementioned conditions may indicate that the high load event has passed.

[0083] In response to the detection, the method 500 may include, at block 512, automatically transitioning the vehicle from the temporary boost mode to a previous operating mode. For example, upon detecting that the high load event has ceased to exist, the vehicle may automatically transition from the temporary boost mode back to its previous operating mode, such as eco or normal mode.

[0084] The aforementioned approach of the present subject matter provides an adaptive boost mode for electric vehicles that enhances performance during high load conditions without requiring additional hardware. By integrating this functionality into existing control systems, the solution remains cost-effective and avoids added complexity. The vehicle automatically transitions to a temporary high-torque state when needed, improving acceleration and responsiveness, and reverts to normal or eco mode once the load subsides.

[0085] This adaptive mode switching optimizes energy consumption by limiting high-performance operation to brief periods, thereby preserving battery life and extending vehicle range. It eliminates the need for manual intervention or permanent high-performance modes, ensuring consistent performance and an improved user experience under varying driving conditions.

[0086] Although aspects of the present disclosure have been described in a language specific to structural features and / or methods, it is to be understood that the appended claims are not limited to the specificfeatures or methods described herein. Rather, the specific features and methods are disclosed as examples of the present disclosure

Claims

1. l / We Claim:1 . A control unit (106, 200) to: monitor one or more parameters associated with an operation of a vehicle (102), wherein the one or more parameters include a throttle state of the vehicle (102) and a speed of the vehicle (102); based on the monitoring, determine occurrence of a high-load event in the vehicle, wherein the high-load event is indicative of a low torque output of the (102) when the throttle state indicates a full throttle state; and upon determining occurrence of the high-load event, automatically transition the vehicle (102) to a temporary boost mode to increase a torque output of the vehicle (102).

2. The control unit (106, 200) as claimed in claim 1 , wherein the control unit (106, 200) further comprises one or more sensors (202) to detect the one or more parameters associated with the vehicle (102).

3. The control unit (106, 200) as claimed in claim 1 , wherein the one or more parameters further include an inclination angle of the vehicle (102).

4. The control unit (106, 200) as claimed in claim 1 , wherein the control unit (106, 200) is further configured to: detect one or more predefined conditions to determine if the high- load event has ceased to exist; and based on the detection, automatically transition the vehicle (102) from the temporary boost mode to a previous operating mode.

5. The control unit (106, 200) as claimed in claim 4, wherein the one or more predefined conditions includes an increase in acceleration of the vehicle (102), a braking indication, a partially open throttle state, and a closed throttle state.

6. The control unit (106, 200) as claimed in one of claims 1 to 5, whereinthe control unit (106, 200) further comprises a timer to: monitor an elapsed time since activation of the temporary boost mode, wherein when the elapsed time reaches a predetermined duration, the control unit (106, 200) is to deactivate the temporary boost mode.

7. The control unit (106, 200) as claimed in claim 1 , wherein the control unit (106, 200) is to provide one or more of visual and auditory feedback to a rider of the vehicle (102).

8. A method (300, 500) comprising: monitoring (302, 504) one or more parameters associated with an operation of a vehicle (102), wherein the one or more parameters includes a throttle state of the vehicle (102) and a speed of the vehicle (102); based on the monitoring, determining (304, 506) occurrence of a high-load event in the vehicle (102), wherein the high-load event is indicative of a low torque output of the vehicle (102) when the throttle state indicates a full throttle state; and upon determining occurrence of the high-load event, automatically transitioning (306, 508) the vehicle (102) to a temporary boost mode to increase a torque output of the vehicle (102).

9. The method (300, 500) as claimed in claim 8, wherein before monitoring the one or more parameters associated with the operation of the vehicle (102), the method (300, 500) includes detecting (502) one or more parameters associated with the vehicle (102) by one or more sensors (202).

10. The method (300, 500) as claimed in claim 8, wherein monitoring the one or more parameters further includes monitoring an inclination angle of the vehicle (102).11 . The method (300, 500) as claimed in claim 10, wherein the method (300, 500) further comprises detecting (510) one or more predefined conditions to determine if the high-load event has ceased to exist; andbased on the monitoring, automatically transitioning (512) the vehicle (102) from the temporary boost mode to a previous operating mode.

12. The method (300, 500) as claimed in claim 11 , wherein detecting (510) the one or more predefined conditions further includes detecting an increase in acceleration of the vehicle (102), a braking indication, a partially open throttle state, and a closed throttle state.

13. The method (300, 500) as claimed in claim 8, wherein the method (300, 500) further comprises monitoring an elapsed time since activation of the temporary boost mode, wherein when the elapsed time reaches a predetermined duration, the method (300, 500) further comprises deactivating the temporary boost mode.

14. The method (300, 500) as claimed in claim 8, wherein the method (300, 500) further comprises providing one or more of a visual and auditory feedback to a rider of the vehicle (102).

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