Systems and methods for managing a plurality of docks in an ev
Patent Information
- Application Number
- PCT/IB2026/052244
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-03-26
- Filing Date
- 2026-03-09
- Publication Date
- 2026-10-01
Smart Images
Figure IB2026052244_01102026_PF_FP_ABST
Abstract
Description
Systems and methods for managing a plurality of docks in an EV CROSS REFERENCE TO RELATED APPLICATIONThis application is based on and derives the benefit of Indian Provisional Application IN202541028811, the contents of which are incorporated herein by reference.TECHNICAL FIELD
[0001] Embodiments disclosed herein relate to Electric Vehicles (EVs), and more particularly to one or more docks in an EV, wherein each dock can hold one or more batteries.BACKGROUND
[0002] In the modem era, electric vehicles (EVs) are increasingly preferred over conventional internal combustion (IC) vehicles due to their numerous advantages, including lower emissions, reduced dependence on fossil fuels, and improved energy efficiency. However, despite these benefits, EVs still face several challenges that hinder their widespread adoption. Key issues such as long charging times, extended waiting periods at charging stations, limited driving range, and higher initial costs remain significant barriers. To address these concerns, battery interchange technology has emerged as a promising alternative. This approach allows depleted cassettes to be swiftly exchanged for fully charged ones at dedicated interchange stations, minimizing downtime and improving operational efficiency.
[0003] Battery interchange technology is particularly beneficial for heavy vehicles, which require substantial energy storage to support long-haul transportation. However, implementing battery interchange for such vehicles comes withits own set of challenges. The large and heavy cassettes needed for commercial trucks, buses, and off-road vehicles make handling and installation cumbersome. Additionally, the limited range of existing batteiy systems restricts the practicality of frequent interchanges, especially in remote areas such as hilly terrains, deserts, or highways with sparse infrastructure. Establishing and maintaining interchange stations in such locations is not always feasible, making it crucial to develop a more efficient battery management system that optimizes energy use and enhances vehicle range.
[0004] To overcome these limitations, a multi-dock battery configuration has been developed. This design equips vehicles with multiple battery docks, allowing them to accommodate several smaller cassettes instead of a single large unit. By distributing the power supply among multiple batteries, this system improves flexibility, enables more efficientenergy utilization, and simplifies battery handling and replacement. The modular approach also allows for better load balancing, reducing the risk of overburdening a single battery and ensuring consistent power delivery. Additionally, by using standardized battery modules, compatibility across various EV models and interchange stations can be enhanced, streamlining battery logistics and reducing operational costs.
[0005] Despite its advantages, the multi-dock configuration presents its own challenges, particularly in terms of coordination, communication, and power distribution among multiple batteries. Managing multiple power sources requires an intelligent control system capable of optimizing battery usage, monitoring individual pack conditions, and ensuring seamless integration with the vehicle's powertrain. Efficient data communication between the batteiy management system (BMS), vehicle control unit (VCU), and power distribution unit (PDU) is critical to maintaining stability and reliability. Therefore, there is a need for an advanced system and method to effectively manage the multi -dock configuration in EVs, ensuring smooth operation, extended range, and improved efficiency in both urban and long-haul transportation.
[0006] Hence, there is a need in the art for solutions which will overcome the above mentioned drawback(s), among others.OBJECTS
[0007] The principal object of embodiments herein is to disclose systems and methods for managing a plurality of docks in electric vehicles that enables efficient operation of multiple battery units present in the plurality of docks, and ensures seamless communication between the battery units present in the plurality of docks, and the vehicle control system.
[0008] Yet, another object of embodiments herein is to disclose systems and methods for managing a plurality of docks in electric vehicles that allows dynamic selection of a master unit from the plurality of docks without fixed assignment.
[0009] Still, another object of embodiments herein is to disclose systems and methods for managing a plurality of docks in electric vehicles that optimizes power distribution among the battery units present in the plurality of docks.
[0010] Still, another object of embodiments herein is to disclose systems and methods for managing a plurality of docks in electric vehicles that enhances system reliability and safety.
[0011] Still, another object of embodiments herein is to disclose systems and methods for managing a plurality of docks in electric vehicles that prevents operational conflicts between battery units present in the plurality of docks.
[0012] Still, another object of embodiments herein is to disclose systems and methods for managing a plurality of docks in electric vehicles that supports real-time monitoring and diagnostics.
[0013] Still, another object of embodiments herein is to disclose systems and methods for managing a plurality of docks in electric vehicles that ensures compatibility with different battery configurations that can be used in the plurality of docks.
[0014] Still, another object of embodiments herein is to disclose systems and methods for managing a plurality of docks in electric vehicles that improves battery lifespan of the batteries present in the plurality of docks through balanced usage of the batteries.
[0015] Still, another object of embodiments herein is to disclose systems and methods for managing a plurality of docks in electric vehicles that enables seamless scalability for various vehicle applications.
[0016] These and other aspects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating at least one embodiment and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.BRIEF DESCRIPTION OF FIGURES
[0017] Embodiments herein are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the following illustratory drawings. Embodiments herein are illustrated by way of examples in the accompanying drawings, and in which:
[0018] FIGs. 1 A and IB illustrate ablock diagram of a system for managing a plurality of docks in an electric vehicle, according to embodiments as disclosed herein;
[0019] FIG. 2 is a block diagram illustrating a system for managing a plurality of docks in an electric vehicle, according to embodiments as disclosed herein;
[0020] FIG. 3 is a flowchart depicting the method of managing a plurality of docks in an EV, according to embodiments as disclosed herein; and
[0021] FIG. 4 is a flowchart depicting the process of managing failures related to the cassettes in the EV, according to embodiments as disclosed herein.DETAILED DESCRIPTION
[0022] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0023] For the purposes of interpreting this specification, the definitions (as defined herein) will apply and whenever appropriate the terms used in singular will also include the plural and vice versa. It is to be understood that the terminology used herein is for the purposes of describing particular embodiments only and is not intended to be limiting. The terms “comprising”, “having” and “including” are to be construed as open-ended terms unless otherwise noted .
[0024] The words / phrases "exemplary", “example”, “illustration”, “in an instance”, “and the like”, “and so on”, “etc.”, “etcetera”, “e.g.,” , “i.e.,” are merely used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein using the words / phrases "exemplary", “example”, “illustration”, “in an instance”, “and the like”, “and so on”, “etc.”, “etcetera”, “e.g.,” , “i.e.,” is not necessarily to be construed as preferred or advantageous over other embodiments.
[0025] Embodiments herein may be described and illustrated in terms of blocks which carry out a described function or functions. These blocks, which may be referred to herein as managers, units, modules, hardware components or the like, are physically implemented by analog and / or digital circuits such as logic gates, integrated circuits, microprocessors, microcontrollers, memory circuits, passive electronic components, active electroniccomponents, optical components, hardwired circuits and the like, and may optionally be driven by a firmware. The circuits may, for example, be embodied in one or more semiconductor chips, or on substrate supports such as printed circuit boards and the like. The circuits constituting a block may be implemented by dedicated hardware, or by a processor (e.g., one or more programmed microprocessors and associated circuitry), or by a combination of dedicated hardware to perform some functions of the block and a processor to perform other functions of the block. Each block of the embodiments may be physically separated into two or more interacting and discrete blocks without departing from the scope of the disclosure. Likewise, the blocks of the embodiments may be physically combined into more complex blocks without departing from the scope of the disclosure.
[0026] It should be noted that elements in the drawings are illustrated for the purposes of this description and ease of understanding and may not have necessarily been drawn to scale. For example, the flowcharts / sequence diagrams illustrate the method in terms of the steps required for understanding of aspects of the embodiments as disclosed herein. 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 present embodiments 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. Furthermore, in terms of the system, one or more components / modules which comprise the system 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 present embodiments 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.
[0027] The accompanying drawings are used to help easily understand various technical features and it should be understood that the embodiments presented herein are not limited by the accompanying drawings. As such, the present disclosure should be construed to extend to any modifications, equivalents, and substitutes in addition to those which are particularly set out in the accompanying drawings and the corresponding description. Usage of words such as first, second, third etc., to describe components / elements / steps is for the purposes of this description and should not be construed as sequential ordering / placement / occurrence unless specified otherwise.
[0028] The embodiments herein achieve systems and methods for managing a plurality of docks in electric vehicles that enables seamless operation coordination and power distribution among multiple battery cassettes present in the plurality of docks, thereby ensuring efficient energy management and system reliability. Referring now to the drawings, and more particularly to FIGS. 1 A through 4, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0029] The following terms / modules / components / systems and corresponding reference numerals have been referred to herein:100 - System for managing a plurality of docks in an EV105 - Docks110M - A master cassette110S - Slave Cassette(s)120 - Interface Control Unit (ICU)125 - Battery management system (BMS)130 - Power Distribution Unit (PDU)135 - Vehicle Control Unit (VCU)140 - Drivetrain145 - Communication Network150 - Motor controller unit (MCU)155 - Telematics Interface Unit (HU)160 - Cooling system165 - 24V auxiliary system170 - Thermal management system175 - Fault detection and protection mechanism(s)180 - Charge controller
[0030] Embodiments herein disclose systems and methods for managing a plurality of docks (hereinafter also referred to as a multi-dock) in an electric vehicle (EV) that enables seamless operation coordination and power distribution among a plurality of battery cassettes(wherein the battery cassettes can be referred to herein interchangeably as batteries, cassettes, and so on) present in the plurality of docks, thereby ensuring efficient energy management and system reliability.
[0031] An electric vehicle (EV) equipped with a system 100 having one or more docks 105 is designed to operate efficiently using multiple cassettes, which can be individually interchanged at designated charging and interchange stations. The system 100 enables dynamic power distribution, enhances the vehicle’s range, and optimizes energy management. The system 100 comprises a plurality of modular batteries, a vehicle control unit (VCU) 135, a battery management system (BMS) 125, and a communication network 145 (which can be one of a Controller Area Network (CAN) network, a Local Interconnect Network (LIN) network, and so on), wherein the batteries can have a master-slave controller hierarchy.
[0032] The architecture of an electric vehicle (EV) with a plurality of docks 105 can enhance efficiency, reliability, and operational flexibility. Unlike conventional EVs that rely on a single, large cassette, embodiments herein disclose a plurality of docks configured to accommodate a plurality of smaller battery modules. Each dock can be integrated with its own charging unit and thermal control system to regulate power transfer and maintain optimal battery temperatures. Embodiments herein enable hot -interchangeable battery functionality, allowing quick battery exchanges at interchange stations without significant downtime. The modular nature of the disclosed system 100 improves the range of the EV and energy distribution, addressing key challenges associated with long-haul and heavy-duty EV applications.
[0033] The VCU 135 can act as the central processing unit, orchestrating various subsystems to ensure seamless functionality. The BMS 125 can monitor battery health, track key parameters (such as, but not limited to, State of Charge (SoC) and State of Health (SoH)) and reports the tracked parameters to the ICU 120. This ensures that power is drawn efficiently while preventing overcharging or deep discharge, which could degrade battery performance over time. A Motor Controller Unit (MCU) 150 can regulate power delivery to the drivetrain 140 based on real-time driving conditions, thereby optimizing torque and efficiency. A Power Distribution Unit (PDU) 130 can dynamically select and route power from one or more active battery modules, ensuring a balanced energy supply to different vehicle components while preventing any single module from overloading.
[0034] To facilitate advanced vehicle monitoring and remote diagnostics, a Telematics InterfaceUnit (HU) 155 is integrated into the system 100. The HU 155 can enable real-time communication between the vehicle and external control centres, providing remote tracking, performance analysis, and predictive maintenance insights. The communication network 145 interconnects all electronic components, enabling fast and reliable data exchange between the plurality of docks 105, the ICU 120, the VCU 135, the MCU 150, the PDU 130, and other essential subsystems. Effective communication ensures proper coordination of battery selection, energy distribution, and fault detection, enhancing overall vehicle reliability. Additionally, the system 100 can comprise a cooling system 160, wherein the cooling system 160 can maintain battery temperatures within safe operating limits, preventing overheating and ensuring longevity.
[0035] The plurality of docks 105 can accommodate a plurality of docked cassettes, depending on vehicle design and / or power requirements. Each dock can be continuously monitored for voltage levels, temperature variations, and connection integrity to ensure safe and efficient operation. The PDU 130 can intelligently select the optimal battery module for energy supply, balancing power utilization across all installed units. When the vehicle arrives at abattery interchange station, the PDU 130 can seamlessly disengage depleted batteries while automatically recognizing and integrating fully charged batteries, which have been interchanged into the vehicle and / or are already present in the vehicle. This enables continuous operation without the need for extended charging stops, making the system ideal for applications requiring high vehicle uptime, such as public transportation, logistics, and heavy-duty commercial use.
[0036] The plurality of docks can operate in a master-slave architecture, where multiple cassettes are docked into designated docks. Each cassette can be equipped with an ICU 120, which enables communication and coordination between the cassettes and the VCU 135. Unlike traditional fixed -master systems, the disclosed system 100 employs a dynamic master selection process, ensuring flexibility, redundancy, and fault tolerance. Instead of pre-assigning a master battery, the system 100 selects one of the docked cassettes at the time of initialization, allowing any cassette to take on the master role and designates it as a master cassette 110M, and designates the other cassettes as slave cassettes 110S. This approach enhances system adaptability and prevents single-point failures.
[0037] In an embodiment herein, the master selection process can be random; i.e., upon system boot-up, one of the cassettes is arbitrarily chosen as the master cassette 110M. In anembodiment herein, the master selection process can comprise selecting the cassette based on one or more parameters (such as, but not limited to, state of charge (SOC), lowest internal resistance, most recent installation, least charge-discharge cycles, and so on) as the master cassette. Once assigned, the master cassette 110M remains active until the system 100 is restarted, the SOC of the master cassette 110M is depleted, the SOC of the master cassette 110M falls below a pre-defined threshold, or an error condition triggers reassignment.
[0038] When the system 100 is being initialized, a 24V auxiliary system 165 powers on, activating the VCU 135 and other subsystems, including the battery management system. At this stage, the ICU 120 in each cassette becomes operational and begins communication with other modules. The communication network 145 can use a CAN-Vloop, and a CAN-C loop for data exchange. The CAN-Vloop can manage communication between the VCU 135, the PDU 130, and the drivetrain 140. The CAN-C loop can handle internal communication between the master cassette 110M and the slave cassettes 110S. In an embodiment herein, each slave cassette 110S can continuously monitor (which can imply periodically communicate) its voltage, current, temperature, and SoC data to the master cassette 110M, wherein the master cassette 110M can consolidate this information received from one or more slave cassettes 110S and relay it to the VCU 135. This ensures that power management and load distribution are optimized in real time.
[0039] FIG. 2 illustrates the communication and data transfer flow between the master cassette 110M, the plurality of slave cassette 110S, and the VCU 135, with a focus on both vehicle control and thermal management. The VCU 135 can serve as a central controller, overseeing the vehicle's power distribution and thermal regulation. The VCU 135 can communicate with the master cassette 110M, which acts as the primary coordinator for the entire battery system. The master cassette 110M, in turn, can manage the slave cassettes 110S, facilitating efficient data exchange and power distribution across the docks 105.
[0040] The data transfer flow involves bidirectional communication channels, as indicated by the labelled arrows. The VCU 135 can send commands to the battery system through a V2B (Vehicle to Battery) channel, directing both power and control signals. Simultaneously, T2B (Thermal to Battery) channels transmit thermal management signals to a thermal management system 170 to regulate the battery temperature. The slave cassettes 110S can continuously monitor their respective parameters and relay data to the master cassette 110M through B2V (Battery to Vehicle) and B2T (Battery to Thermal) channels. The B2V channel sends battery status information (for example, voltage, state of charge (SoC),temperature, and so on) to the VCU 135, enabling real-time vehicle power management. Meanwhile, the B2T channel transfers thermal data from the dock 105 to the thermal management system 170 for dynamic temperature regulation.
[0041] Power distribution in the system is controlled by a high-voltage (HV) system, which operates through thePDU 130. The high-voltage circuit comprises HVDC+andHVDC-lines that supply power to the drivetrain 140. A High Voltage Interlock Loop (HVIL) ensures that all cassettes are securely connected before enabling power flow. One or more relay -based switching mechanisms (comprising of one or more HV relays) in the PDU 130 activate different batteries as required. Before engaging the high-voltage circuit, all slave cassettes 110S must confirm their readiness through the communication network 145. If any cassette fails to respond, the system can enter a quarantine mode, preventing unsafe power delivery. Once all cassettes are verified, the master cassette 110M can send an activation signal, closing a plurality of HV relays (not shown) and enabling power transmission to the vehicle’s drivetrain 140.
[0042] The plurality of HV relays are high-voltage switching relays present in the PDU 130 that are configured to connect or disconnect the cassettes 110M, 110S from the high-voltage circuit supplying power to the drivetrain 140.
[0043] Each slave cassette 110S can continuously monitor its temperature and report temperature values (such as, but not limited to, maximum, minimum, and average temperatures) to the master cassette 110M. If temperature of any of the cassettes 110M, 110S exceed a predefined temperature threshold, the VCU 135 can activate the cooling system 160 to prevent overheating. Depending on the vehicle’s design, the cooling system 160 can involve one or more of forced airflow, liquid cooling, and passive heat dissipation. In extreme cases, where the cassettes reach unsafe temperatures, the PDU 130 may temporarily isolate the affected cassettes to prevent damage or thermal runaway.
[0044] When the vehicle arrives at a battery interchanging station, the system undergoes a controlled transition to safely replace depleted batteries with fully charged ones. The HU 155 can transmit the vehicle's battery status to the interchange station, and the VCU 135 can enter a low-power mode, isolating the system 100 to prevent electrical hazards. The interchanging station can then remove one or more discharged batteries and install one or more new, fully charged batteries. Upon reinsertion and before resuming normal operation, the system can reinitialize, and dynamically designate anew master cassette 110M and others asslave cassettes 110S. This automated interchanging process eliminates downtime associated with conventional charging, ensuring continuous vehicle operation with minimal interruptions.
[0045] To enhance safety and reliability, the system 100 incorporates a plurality of fault detection and protection mechanisms 175. The system 100 can activate a quarantine mode if an unauthorized cassette is detected in a non-designated dock, thereby preventing the system from operating until the issue is resolved. A Charge Controller (CC) 180 ensures that charging and discharging remain within safe limits, preventing overcurrent and overvoltage conditions. Additionally, the system 100 comprises of one or more isolation fault detection mechanisms 175, wherein the isolation fault detection mechanisms 175 can identify any high-voltage leaks or insulation failures, and automatically shut down the system (on detecting a hazard). The isolation fault detection mechanisms 175 can log and transmit any system faults via the HU 155, thereby enabling remote diagnostics and proactive maintenance.
[0046] FIG. 3 is a flowchart depicting the method of managing a plurality of docks in an EV. In step 301, the VCU 135 initiates vehicle operation by establishing communication with the ICU 120 to activate the battery system and establish control. This connection between the VCU 135 and the ICU 120 activates the battery system, allowing the VCU 135 to assume control over the vehicle's power distribution and management. Once the battery system is activated, in step 302, the ICU 120 establishes a communication loop with all battery cassettes via the internal CAN interface. This communication loop enables seamless data exchange between the ICU 120 and the battery units.
[0047] Within the battery cassette network, in step 303, the ICU 120 dynamically selects a master cassette 110M from the plurality of cassettes present in the dock(s) 105 in the EV. The master cassette 110M, governed by theBMS 125, can be responsible for coordinating the power distribution among the other cassettes (i.e., the slave cassettes 110S). In step 304, the slave cassette(s) 110S continuously monitor their individual performance by collecting key parameters such as voltage, temperature, and state-of-charge (SoC), and transmit this collected data to the master cassette 110M for centralized processing. Based on the received real time data, in step 306, the ICU 120 executes operational commands, providing one or more instructions to one or more of the master and slave cassettes 110M, 110S, and also provides the data to the VCU 135. Based on the data from the ICU 120, in step 307, the VCU 135 manages the vehicle’s power delivery by regulating the flow of power to the PDU 130 and the drivetrain 140. This ensures optimal power distribution, enhancing the vehicle’s performance and efficiency. Throughout the process, the ICU 120 and theBMS 125 continuously monitorthe system, and track battery health, safety parameters, and operational efficiency. The various actions in method 300 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 3 may be omitted.
[0048] FIG. 4 is a flowchart depicting the process of managing failures related to the cassettes in the EV. In step 401, the ICU 120 and the BMS 125 monitors any potential faults to ensure safe and reliable performance. In the event of a master cassette failure (step 402), in step 403, the ICU 120 dynamically selects a new master cassette to maintain uninterrupted operation. This fault -tolerant system ensures the vehicle’s consistent performance and minimizes the risk of power management disruptions. The various actions in method 400 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 4 may be omitted.
[0049] Overall, the plurality of docks system 100 offers a highly efficient, flexible, and safe solution for managing multiple cassettes in electric vehicles. By randomly assigning a master unit, embodiments herein avoid dependency on a specific dock, improving redundancy and fault tolerance. The ICU 120 facilitates seamless communication, while the master cassette 110M aggregates and processes data for optimal power distribution. The communication network and automated high-voltage management enable efficient energy flow, while the fault detection and thermal management systems 170, 175 ensure operational safety. Additionally, the intelligent battery interchanging process significantly reduces downtime, making the system ideal for electric vehicles operating in high -utilization scenarios.
[0050] Embodiments disclosed herein offer several technical advancements, including, but not limited to, a system and method for management of plurality of docks in electric vehicles that:- enables dynamic master selection ensuring flexibility and eliminating dependency on a fixed master dock;- improves energy distribution by optimizing power flow among multiple battery cassettes for balanced usage;- enhances system redundancy by allowing seamless transition to a new master in case of failure;- ensures real-time communication between the battery system and vehicle control units for efficient operation;- provides automated battery interchange support ensuring seamless integration of new battery cassettes;- improves fault detection and isolation by continuously monitoring battery health and performance;- enhances safety mechanisms through a High Voltage Interlock Loop (HVIL)and insulation monitoring- optimizes thermal management by dynamically regulating cooling based on battery temperature;- supports scalability allowing easy adaptation to various vehicle types and energy configurations; and- reduces vehicle downtime by enabling quick and efficient battery replacement without manual intervention.
[0051] The embodiments disclosed herein can be implemented through at least one software program running on at least one hardware device and performing network management functions to control the network elements. The elements include blocks which can be at least one of a hardware device, or a combination of hardware device and software module.
[0052] The embodiments disclosed herein describe systems and methods for managing a plurality of docks in electric vehicles that enables seamless operation coordination and power distribution among multiple battery cassettes present in the plurality of docks, thereby ensuring efficient energy management and system reliability. Therefore, it is understood that the scope of the protection is extended to such a program and in addition to a computer readable means having a message therein, such computer readable storage means contain program code means for implementation of one or more steps of the method, when the program runs on a server or mobile device or any suitable programmable device. The method is implemented in at least one embodiment through or together with a software program written in e.g., Very high speed integrated circuit Hardware Description Language (VHDL) another programming language, or implemented by one or more VHDL or several software modules being executed on at least one hardware device. The hardware device can be any kind of portable device that can be programmed. The device may also include means which could be e.g., hardware means like e.g., an ASIC, or a combination of hardware and software means, e.g., an ASIC and anFPGA, or at least one microprocessor and at least one memory with software modules located therein.The method embodiments described herein could be implemented partly in hardware and partly in software. Alternatively, the invention may be implemented on different hardware devices, e.g., using a plurality of CPUs.
[0053] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and / or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments and examples, those skilled in the art will recognize that the embodiments and examples disclosed herein can be practised with modification within the scope of the embodiments as described herein.
Claims
STATEMENT OF CLAIMSWe claim:
1. A method (300) for managing at least one dock in an Electric Vehicle (EV), the method comprising:initiating (301), by a Vehicle Control Unit (VCU) (135), vehicle operation by establishing communication with an Interface Control Unit (ICU) (120) to activate a battery system and establish control, wherein the connection between the VCU (135) and the ICU (120) activates the battery system;establishing (302), by the ICU (120), a communication loop with a plurality of cassettes present in the at least one dock via an internal Controller Area Network (CAN) interface; dynamically selecting (303), by the ICU (120), a cassette from the plurality of cassettes as a master cassette (110M), wherein the at least one remaining cassette from the plurality of cassettes is a slave cassette (110S);monitoring (304), by each of the at least one master cassette (110M), data related to each of the at least one slave cassette (110S), wherein the monitored data comprises of voltage, temperature and State of Charge (SOC) of each of the at least one slave cassette (110S), and the monitored data is transmitted to the master cassette (110M);processing (305), by the master cassette (110M), the data received from the at least one slave cassette (110S), wherein the processed data and data from the master cassette (110M) is transmitted to the ICU (120);providing (306), by the ICU (120), at least one instruction to at least one of the master cassette (110M), and the at least one slave cassette (110S), based on the data received from the master cassette (110M); andmanaging (307), by the VCU (135), power delivery of the EV by regulating flow of power from the at least one of the master cassette (110M), and the at least one slave cassette (110S) to a Power Distribution Unit (PDU) (130) and a drivetrain (140) of the EV, wherein a high voltage circuit comprising of HVDC+ and HVDC- lines supply power to the drivetrain (140) via the PDU (130).
2. The method, as claimed in claim 1, wherein the method comprises powering on a 24V auxiliary system (165) to activate the VCU (135).
3. The method, as claimed in claim 1, wherein the communication loop comprises:a CAN-V loop, wherein the CAN-V loop manages communication between the VCU (135), the PDU (130), and the drivetrain (140); anda CAN-C loop, wherein the CAN-C loop handles internal communication between the master cassette (110M) and the at least one slave cassette (110S).
4. The method, as claimed in claim 1, wherein the method comprises one of:dynamically selecting, by the ICU (120), the master cassette (110M) randomly; and dynamically selecting, by the ICU (120), the master cassette (110M) based on state of charge (SOC) of the plurality of cassettes, lowest internal resistance of the plurality of cassettes, most recent installation of the plurality of cassettes, and least charge-discharge cycles of the plurality of cassettes.
5. The method, as claimed in claim 4, wherein the method comprises dynamically selecting, by the ICU (120), a master cassette from the plurality of cassettes, in case of a master cassette failure.
6. The method, as claimed in claim 1, wherein the method comprises ensuring, by a High Voltage Interlock Loop (HVIL), that the plurality of cassettes are securely connected before enabling flow of power from the plurality of cassettes.
7. The method, as claimed in claim 1, wherein regulating flow of power from the at least one of the master cassette (110M), and the at least one slave cassette (110S) comprises: receiving, by the VCU (135), an activation signal from the master cassette (110M), on the master cassette (110M) verifying the at least one slave cassette (110S); andenabling, by the VCU (135), flow of power from the at least one of the master cassette (110M), and the at least one slave cassette (110S) by closing a plurality of High Voltage (HV) relays.
8. The method, as claimed in claim 1, wherein the method comprises maintaining, by a cooling system (160), temperatures of the plurality of cassettes within safe operating limits.
9. The method, as claimed in claim 1, wherein the method comprises ensuring, by a Charge Controller (CC) (180), charging and discharging of the plurality of cassettes remain within safe limits.
10. The method, as claimed in claim 1, wherein the method comprises:identifying, by a fault detection and protection mechanism (175), at least one of a high- voltage leak; and an insulation failure in the plurality of cassettes;automatically shutting down, by the fault detection and protection mechanism (175), the VCU (135), on identifying at least one of the high-voltage leak; and the insulation failure in the plurality of cassettes; andlogging and transmitting, by the fault detection and protection mechanism (175), at least one of a high-voltage leak; and an insulation failure in the plurality of cassettes to a Telematics Interface Unit (HU) (155).
11. A system (100) for managing at least one dockin an Electric Vehicle (EV), the system comprising:a Vehicle Control Unit (VCU) (135) configured to initiate vehicle operation by establishing communication with an Interface Control Unit (ICU) (120) to activate a batteiy system and establish control, wherein the connection between the VCU (135) and the ICU (120) activates the battery system;the ICU (120) configured to:establish a communication loop with a plurality of cassettes present in the at least one dock via an internal Controller Area Network (CAN) interface; anddynamically select a cassette from the plurality of cassettes as a master cassette (110M), wherein the at least one remaining cassette from the plurality of cassettes is a slave cassette (110S);at least one slave cassette (110S);a master cassette (110M) configured to:monitor data related to each of the at least one slave cassette (110S), wherein the monitored data comprises of voltage, temperature and State of Charge (SOC) of each of the at least one slave cassette (110S), and the monitored data is transmitted to the master cassette (110M); andprocess the data received from the at least one slave cassette (110S), wherein the processed data and data from the master cassette (110M) is transmitted to the ICU (120);a Power Distribution Unit (PDU) (130);a drivetrain (140) of the EV;the ICU (120) further configured to provide at least one instruction to at least one of the master cassette (110M), and the at least one slave cassette (110S);the VCU (135) further configured to manage power delivery of the EV by regulating flow of power from the at least one of the master cassette (110M), and the at least one slave cassette (110S) to the PDU (130) and the drivetrain (140) of the EV; anda high voltage circuit comprising ofHVDC+ and HVDC- lines configured to supply power to the drivetrain (140) via the PDU (130).
12. The system, as claimed in claim 11, wherein the system comprises a 24V auxiliary system (165), wherein the 24V auxiliary system (165) is powered on to activate the VCU (135).
13. The system, as claimed in claim 11, wherein the communication loop comprises:a CAN-V loop, wherein the CAN-V loop manages communication between the VCU (135), the PDU (130), and the drivetrain (140); anda CAN-C loop, wherein the CAN-C loop handles internal communication between the master cassette (110M) and the at least one slave cassette (110S).
14. The system, as claimed in claim 11, wherein the ICU (120) is configured to one of dynamically select the master cassette (110M) randomly; anddynamically select the master cassette (110M) based on state of charge (SOC) of the plurality of cassettes, lowest internal resistance of the plurality of cassettes, most recent installation of the plurality of cassettes, and least charge -discharge cycles of the plurality of cassettes.
15. The system, as claimed in claim 14, wherein the ICU (120) is configured to dynamically select a master cassette from the plurality of cassettes, in case of a master cassette failure.
16. The system, as claimed in claim 11, wherein the system comprises a High Voltage Interlock Loop (HVIL), wherein the HVIL is configured to ensure that the plurality of cassettes are securely connected before enabling flow of power from the plurality of cassettes.
17. The system, as claimed in claim 11, wherein the system comprising a plurality of High Voltage (HV) relays, the VCU (135) is configured to regulate flow of power from the at least one of the master cassette (110M), and the at least one slave cassette (110S), the VCU (135) configured to:receive an activation signal from the master cassette (110M), on the master cassette (110M) verifying the at least one slave cassette (1 IOS); andenable flow of power from the at least one of the master cassette (110M), and the at least one slave cassette (1 IOS) by closing the plurality of HV relays.
18. The system, as claimed in claim 11, wherein the system comprises a cooling system (160), wherein the cooling system (160) is configured to maintain temperatures of the plurality of cassettes within safe operating limits.
19. The system, as claimed in claim 11, wherein the system comprises a Charge Controller (CC) (180), wherein the CC (180) is configured to ensure charging and discharging of the plurality of cassettes remain within safe limits.
20. The system, as claimed in claim 11, wherein the system comprises a fault detection and protection mechanism (175), and a Telematics Interface Unit (HU) (155), wherein the fault detection and protection mechanism (175) is configured to:identify at least one of a high-voltage leak; and an insulation failure in the plurality of cassettes;automatically shut down the VCU (135), on identifying at least one of the high-voltage leak; and the insulation failure in the plurality of cassettes; andlog and transmit at least one of a high-voltage leak; and an insulation failure in the plurality of cassettes to the HU (155).