VEHICLES AND METHOD OF OPERATION

Technical Field

The present disclosure relates to monitoring arrangements of vehicles, for example electrical vehicles. The present disclosure also relates to methods of operating aforesaid monitoring arrangements of vehicles, for example electrical vehicles . Moreover, the present disclosure relates to a software product recording on machine-readable data storage media that is executable upon computing hardware for implementing the aforesaid methods.

Background

The use of rechargeable batteries in pure electrical vehicles, and hybrid vehicles are well known. Moreover, with the recent evolution in battery technology, the rechargeable batteries are operable to provide an enhanced amount of electrical power for a longer duration of time. Additionally, with the recent improvements in design of batteries, contemporary electrical vehicles, when fully charged, may potentially travel further than corresponding -performance internal combustion engine vehicles are able to travel on a full tank of combustible fuel.

Typically, vehicles using rechargeable batteries employ a battery arrangement including a plurality of battery cells. Furthermore, a common problem in vehicles using such rechargeable batteries is that the rechargeable battery arrangements are prone to over-charging. Additionally, forcibly over-discharging the battery cells can be extremely damaging to the battery cells, for example excessive use of the battery arrangement may cause overheating within the battery cells, and may result in loss of charge storage capacity, unintentional chemical reactions or even, in severe circumstances, catch fire or explode. Moreover, another common problem in vehicles using such rechargeable batteries is that a given user (such as a driver) of such vehicles is not able to estimate the amount of distance that could be travelled using a current state of charge of the battery. Furthermore, ensuring charging opportunities for uninterrupted operation of a pure electrical vehicle within a travel route is contemporarily very difficult to achieve .

Therefore, in light of the foregoing discussion, there exist problems associated with monitoring of battery arrangements in electrical vehicles. Summary

The present disclosure seeks to provide an improved monitoring arrangement for electrical vehicles, for example a monitoring arrangement that is useable to obtain an optimal discharge performance from vehicle battery units. Moreover, the present invention seeks to provide a n improved method of operating the aforementioned improved monitoring arrangement for electrical vehicles, for example for obtaining an optimal discharge performance from vehicle battery units.

According to a first aspect, there is provided a monitoring arrangement for an electrical vehicle, wherein the electrical vehicle includes a battery unit, an electrical motor arrangement for providing motive power to one or more wheels of the electrical vehicle, and a control arrangement for controlling power exchange between the battery unit and the electrical motor arrangement, characterized in that

the monitoring arrangement includes a sensor arrangement for measuring energy flows within the electrical vehicle and energy dissipating processes associated with operation of the electrical vehicle, wherein the monitoring arrangement is operable to compute therefrom an expected range of travel of the electrical vehicle based upon at least energy stored within the battery unit of the electrical vehicle. The present disclosure seeks to provide an efficient monitoring arrangement for a vehicle, such as electrical vehicle, which monitors the state of charge of the battery and thereby controls the operation of the vehicle. According to a second aspect, there is provided a method of using a monitoring arrangement for an electrical vehicle, wherein the electrical vehicle includes a battery unit, an electrical motor arrangement for providing motive power to one or more wheels of the electrical vehicle, and a control arrangement for controlling power exchange between the battery unit and the electrical motor arrangement, characterized in that: the method includes :

(i) arranging for the monitoring arrangement to include a sensor arrangement for measuring energy flows within the electrical vehicle and energy dissipating processes associated with operation of the electrical vehicle; and

(ii) operating the monitoring arrangement to compute therefrom an expected range of travel of the electrical vehicle based upon at least energy stored within the battery unit of the electrical vehicle. According to a third aspect, there is provided a software product recording on machine-readable data storage media, characterized in that the software product is executable upon computing hardware for implementing a method of operating a suspension system of a vehicle, for example an electrical vehicle. It will be appreciated that features of the invention are susceptible to being combined in various combinations without departing from the scope of the invention as defined by the appended claims.

The present invention is included in the general business context, which aims to substitute vehicles powered by traditional fuels, for example gasoline or diesel, by electric vehicles. In particular, the present invention is intended for use in electric vehicles used within cities, which can be highly beneficial to the local environment due to significant reduction of gaseous emissions as well as significant reduction of noise. Overall environmental benefits can also be significant when electric vehicles are charged from renewable energy sources.

Description of the diagrams

Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein :

FIG. 1 is a block diagram of a monitoring arrangement of an electrical vehicle, in accordance with an embodiment of the present disclosure;

FIG. 2 is a block diagram depicting various functional components associated with the monitoring arrangement of FIG. 1, in accordance with an embodiment of the present disclosure;

FIG. 3 is an illustration of an environment depicting an electrical vehicle communicating with external resources, in accordance with an embodiment of the present disclosure; and

FIG. 4 is an illustration of steps of a method of using a monitoring arrangement for an electrical vehicle, in accordance with an embodiment of the present disclosure.

In the accompanying diagrams, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. W hen a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing. Description of embodiments

In overview, embodiments of the present disclosure are concerned with a monitoring arrangement of vehicles, for example electrical vehicle, wherein the monitoring arrangement is implemented as at least one software application that is executable upon computing hardware of the electrical vehicle.

Referring to FIG. 1, there is shown an illustration of a block diagram of a monitoring arrangement 100 of an electrical vehicle, in accordance with an embodiment of the present disclosure. Specifically, in FIG. 1, there is provided an illustration of the primary components of the monitoring arrangement 100 of the electrical vehicle. Furthermore, the electrical vehicle includes a battery unit 102, an electrical motor arrangement 104 for providing motive power to one or more wheels of the electrical vehicle. Additionally, the electrical vehicle includes a control arrangement 106 for controlling power exchange between the battery unit 102 and the electrical motor arrangement 104. As shown the monitoring arrangement 100 includes a computing hardware 108, communicably coupled to the battery unit 102, the electrical motor arrangement 104 and the control arrangement 106. Optionally, the term 'monitoring arrangement' as used herein relates to an arrangement including programmable and/or non-programmable components that are configured to monitor energy flows and energy dissipation of a battery unit associated with operation of a vehicle (such as an electrical vehicle). Furthermore, the monitoring arrangement 100 is implemented using at least one software application that is executable upon the computing hardware 108 of the electrical vehicle. Optionally, the term 'computing hardware' as used herein relates to hardware, software, firmware, or a combination of these, configured to provide a computing platform for executing the at least one software application. Furthermore, the computing hardware 108 relate to portable computing devices and/or fixed computing devices. Examples of the computing hardware 108 may include a carputer, laptop computers, tablet computers, phablet computers, and so forth. Optionally, the computing hardware 108 may include a device-functionality software and/or an operating system software configured to execute other application software and interface between the application programs and associated hardware (such as display, processor, memory, Controller Area Network (CAN bus), sensor of a sensory arrangement and so forth). Optionally, the operating system software is a software application management and infotainment (SAMI) arrangement. Furthermore, the software application management and infotainment (SAMI) arrangement is a computing platform wherein a plurality of computer programs (such as an application software) may be installed. More specifically, the software application management and infotainment (SAMI) arrangement is operable to accept data for performing data analysis, strategic control and reporting to a user of the electrical vehicle. In an example, the software application management and infotainment (SAMI) arrangement may be operating within a carputer of a vehicle (such as an electrical vehicle). In such example, the software application management and infotainment (SAMI) arrangement may be operable to provide a computing platform for installing a software application; furthermore, the software application may be operable to process sensory information related to the battery unit of the electrical vehicle. Furthermore, in such an example, the software application may be operable to monitor and analyse the energy flow and energy dissipation of the battery unit 102 associated with operation of the electrical vehicle. In such an example, the software application may be operable to provide a user (such as a diver of the electrical vehicle) with a report of analyses of the sensory information related to the battery unit of the vehicle, and suggest a strategic control for the vehicle for achieving an optimum performance therefrom. The software application may be operable to provide the report of analyses of the sensory information on a graphical user interface of the computing hardware 108. Alternatively, optionally, the at least one software application as used herein may relate to a processing routine that are stored in non-volatile memory structures such as read only memories (ROMs), flash memories, and so forth. Furthermore, the software application is operable to employ mathematical models for processing data related to the electrical vehicle acquired from the functional components of the electrical vehicle, such as the battery unit 102 and the electric motor arrangement 104.

Optionally, the term 'battery unit' as used herein relates to a rechargeable energy source configured to provide power for the vehicle (such as an electrical vehicle). Furthermore, the battery unit 102, when charged, provides power to the electric motor arrangement 104 which is operable to provide motive power to one or more wheels of the electrical vehicle. Optionally the battery unit 102 may comprise battery modules and a sensor arrangement for monitoring voltages, currents and temperatures parameters across the battery unit 102 and provide corresponding sensor signal parameters to the at least one software application for monitoring energy flows and energy dissipation of the battery unit 102. Optionally, the term 'electric motor arrangement' as used herein relates to an arrangement that provide motive power to the electrical vehicle. Optionally, the electric motor arrangement 104 includes an electrical motor to provide motive power, and a regenerative braking unit to acquire and provide the kinetic energy harnessed by the electrical motor, to the battery unit 102. Optionally, the term 'control arrangement' as used herein relates to an arrangement comprising general electronic components suitable for controlling power exchange between the battery unit 102 and the electrical motor arrangement 104. Optionally, the control arrangement 106 acquires and stores the sensor signal parameters generated by the sensory arrangement of the battery unit 102. Furthermore, the control arrangement 106 is operable to provide the sensor signal parameters to the at least one software application for monitoring energy dissipation in the battery unit 102. Referring to FIG. 2, there is shown an illustration of a block diagram depicting various functional components associated with the monitoring arrangement 100 of FIG. 1, in accordance with an embodiment of the present disclosure. As shown, in FIG. 2, therein provided a detailed view of the functional components, such as the battery unit 102 and the electrical motor arrangement 104. As shown, the battery unit 102 comprises battery modules 202 and a sensor arrangement 204. The electrical motor arrangement 104 includes, an electrical motor 212 and a regenerative braking unit 214. Furthermore, the monitoring arrangement 100 includes a control arrangement 106 for controlling power exchange between the battery unit 102 and the electrical motor arrangement 104, and a computing hardware 108, communicably coupled to the battery unit 102, the electrical motor arrangement 104 and the control arrangement 106. Optionally, the battery modules 202 comprise a plurality of battery cells, wherein a battery cell may have a terminal voltage of 4 Volts and a current capacity of 100 Ampere-hours, although other voltages and current capacity are optionally alternatively employed. Furthermore, each of the battery modules 202 may comprise fifty battery cells arranged in a stack formation to provide electrical power to the electrical motor arrangement 104. Additionally, within a given battery module, the fifty battery cells may be connected to each other as ten groups wherein each group may comprise five battery cells connected to each other in a parallel electrical connection configuration. Furthermore, the battery cells in a given group connected in a parallel electrical connecti on configuration provide an output electrical terminal potential of 4 Volts and a current capacity of 500 Ampere-hours. Furthermore, the ten groups of the battery module connected in electrical series connection configuration provide an output electrical terminal potential of 400 Volts. Moreover, the ten groups of the battery module may be connected to each other using copper bus bars. Additionally, the battery modules of the battery unit 102 may be connected with each other in an electrical series connection configuration. Therefore, the battery unit 102, as an entirety, may provide an output terminal potential of 400 Volts.

The battery unit 102 of the monitoring arrangement 100 (of FIG. l) includes the sensor arrangement 204 for measuring energy flows within the electrical vehicle and energy dissipating processes associated with operation of the electrical vehicle. Optionally, the sensor arrangement 204 is configured to monitor voltages, currents and temperatures parameters across the battery modules 202 and provide corresponding sensor signal parameters to the control arrangement 106. Furthermore, the control arrangement 106 is operable to determine a state of charge of the battery modules 202 from the sensor signal parameters of battery modules 202. Additionally, the control arrangement 106 is operable to provide information indicative of the state of charge of the battery modules 202 to the at least one software application that is executable upon a computing hardware 108. Additionally, the at least one software application may be configured for battery management.

Furthermore, the sensor arrangement 204 includes a plurality of temperature sensors disposed spatially within the battery unit, wherein the monitoring arrangement is operable to employ the temperature sensors to provide battery unit 102 overload protection and to detect one or more hot spots occurring in respect of battery cells of the battery unit 102 when in operation. Optionally, the temperature sensors 206 may be disposed near to regions of the battery cells that are proximate to electrical connection terminals of the battery cells. Such near regions of the battery cells that are proximate to the electrical connection terminals may exhibit a higher amount of heating, during operation, relative to the other regions of the battery cells.

Additionally, the sensor arrangement 204 further comprises a voltage monitoring arrangement 208 and a current monitoring arrangement 210. Furthermore, the voltage monitoring arrangement 208 and the current monitoring arrangement 210 are disposed proximate to the electrical connection terminals of on each of the battery modules 202. Furthermore, the voltage monitoring arrangement 208, and the current monitoring arrangement 210 are configured to generate a plurality of voltage and current sensor signals respectively. Moreover, the voltage monitoring arrangement 208 and the current monitoring arrangement 210 may be operatively associated with the temperature sensors 206. It will be appreciated that the control arrangement 106 may receive sensor signals from the sensor arrangement 206 of the battery unit 102. Furthermore, the plurality of voltage and current sensor signals may be correlated with the plurality of temperature sensor signals to estimate accurately a state of operation of the battery unit 102. Specifically, an increase in the value of voltage and current sensor signals may be correlated with a corresponding increase in the value of temperature sensor signal. Alternatively, an increase in the value of temperature sensor signal without a corresponding increase in the value of voltage and current sensor signals may be indicative of unusual battery unit power dissipation and a deviation from the standard operation of the electrical vehicle.

Optionally, the at least one software application used for implementing the monitoring arrangement 100, is operable to instruct the control arrangement 106 to transfer charge between one or more battery modules 202 or one or more groups of battery cells of the battery unit 102 for mutually balancing a state of charge of the battery cells of the battery unit 102. Furthermore, the charge may be balanced to utilize each of the battery modules 202 in an equal manner. Additionally, the charge may be balanced to ensure that a given battery module may not discharge while the remaining battery modules remains charged . Optionally, the at least one software application is operable to instruct the control arrangement 106 to discharge partially one or more battery modules 202 or one or more groups of battery cells of the battery unit 102 for mutually balancing a state of charge of the battery cells of the battery unit 102.

Furthermore, the at least one software application is operable to instruct the control arrangement 106 to control an amount of power supplied to the electrical motor arrangement 104 depending on the state of charge of the battery unit 102; for example, the control arrangement 106 may reduce the amount of power exchanged between the battery unit 102 and the electrical motor arrangement 104 depending upon events during vehicular acceleration, so as to conserve charge in the battery unit 102, when the battery unit 202 is approaching a discharged state, because high acceleration events use battery power relatively inefficiently, for example.

Furthermore, the electrical motor 212 may be operable to provide motive power to the electrical vehicle. Furthermore, operation of the electrical motor 212 may be controlled by the control arrangement 106. Consequently, the control arrangement 106 may control the power dissipation by the electrical motor arrangement 104. Additionally, the control arrangement 106 is operable to receive control signals from the at least one software application that is executable upon computing hardware 108.

Furthermore, the operation of the electrical motor 212 may depend on a state of charge of the battery unit 102. Specifically, the at least one software application may be operable to send a control signal to the control arrangement 106, to limit performance of the electrical motor 212, in an event of the electrical vehicle being operated at peak performance for a prolonged period of time. Alternatively, optionally, the electrical motor 212 may operate as a generator to harness kinetic energy of parts of the electrical vehicle that are braked and convert the kinetic energy into electrical power. Subsequently, the electrical motor 212 may provide electrical power to the regenerative braking unit 214. Furthermore, the regenerative braking unit 214 may be operable to provide the electrical power to be stored in the battery unit 102 for use in the electrical vehicle. Optionally, the monitoring arrangement 100 (implemented using the at least one software application) is operable to monitor electrical motor power dissipation, regenerative power returned to the battery unit, battery unit power dissipation, power delivered to the electrical motor. Additionally, the control arrangement 106 is operable to provide the sensor signal parameters of the battery modules 102 to the monitoring arrangement 100 (implemented using at least one software application that is executable upon computing hardware 108) for analysing the signals and thereby monitoring the electrical motor power dissipation, regenerative power returned to the battery unit, battery unit power dissipation, power delivered to the electrical motor. It may be appreciated that the sensor signal parameters may be voltages, currents and temperatures parameters pertaining across the battery unit 102. In an event wherein there is an increase in the value of temperature sensor signal without a corresponding increase in the value of voltage and current sensor signals, the monitoring arrangement 100 would recognise the event as unexpected battery unit power dissipation. Furthermore, in an event wherein there is a n increase in the value of voltages, currents and temperatures parameters across the battery unit due to peak performance of the electrical vehicle for a prolonged period of time, the monitoring arrangement 100 would recognise the event as electrical motor power dissipation. In such event the computing hardware 108 operable to execute the at least one software application for implementing the monitoring arrangement 100, would instruct the control arrangement 106 to limit the exchange the flow of electrical power from the battery unit 102 to the monitoring arrangement 100, thereby limiting the performance of the electrical motor 212 providing motive power to the electrical vehicle. Furthermore, in a n event wherein there is a n increase in the state of charge in the battery unit 102, after brakes are applied to parts of the electrical vehicle, the monitoring arrangement would recognise the event as, regenerative power returned to the battery unit 102 by the regenerative braking unit 214.

Referring to FIG. 3, there is shown an illustration of an environment 300 depicting an electrical vehicle communicating with external resources, in accordance with an embodiment of the present disclosure. As shown, the electrical vehicle 302 is operable to communicating with external resources such as a server 304 for identifying remote charging stations, such as remote charging stations 306 and 308, for the electrical vehicle 302. It may be appreciated that the term ^{^} external resources' used herein may relate to collection of one or more hardware, software, firmware, or a combination of these, configured to store, process and/or share data. Optionally, the computing hardware 108 associated with the electrical vehicle 302 is operable to communicate with the server 304. Furthermore the server 304 may be a third party server for Global Positioning System (GPS) server, satellite navigation server and so forth. Optionally the computing hardware 108 comprises a network interface for communicating with external resources such as the server 304.

Optionally the network interface may include Bluetooth®, Internet of things (IoT), Visible Light Communication (VLC), Near Field Communication (NFC), Local Area Networks (LANs), W ide Area Networks (WANs), Metropolitan Area Networks (MANs), W ireless LANs (W LANs), Wireless WANs (WWANs), Wireless MANs (WMANs), the Internet, telecommunication networks, radio networks, and so forth.

The monitoring arrangement 100 is operable to compute an expected range of travel of the electrical vehicle 302 based upon at least energy stored within the battery unit 102 of the electrical vehicle 302. Optionally, the at least one software application for implementing the monitoring arrangement 100 is operable to compute the expected range of travel of the electrical vehicle 302. Furthermore, the monitoring arrangement 100 is configured take into account at least one of: wind speed, road surface condition, terrain profile, traffic conditions, to compute an expected range of travel of the electrical vehicle 302. Optionally the monitoring arrangement 100 is operable to acquire the wind speed, road surface condition, terrain profile, traffic conditions from the external resources such as the server 304.

Furthermore, in order to compute an expected range of travel of the electrical vehicle 302, the monitoring arrangement 100 considers the battery unit 102 internal resistive heating losses, further the internal resistance of the battery cells of the battery unit may vary dynamically with time and depends upon a discharge state of the battery cells. These parameters may be calculated from sensor signal parameters provided by the sensor arrangement from its monitoring of voltages, currents and temperatures parameters across the battery modules . Later equations exemplify how voltage parameters and current parameters can be operatively associated with temperature parameters. For example, the heating inevitable from the passage of current is measured by temperature sensors. The calculation of short time increments of energy transfers associated with the vehicle powertrain, expressed mathematically, can be estimated using data from temperature, voltage and current sensors in an ongoing fashion. This calculation can be used to inform the calculation of changing battery capacity. Additionally, the monitoring arrangement 100 considers electrical motor winding power loss. Furthermore, the motor winding power loss for the electrical motor arrangement 104 may vary with time when the electrical vehicle 302 is in operation. Optionally, the monitoring arrangement 100 for computing an expected range of travel of the electrical vehicle 302 is configured to consider tyre (tire) rolling resistance of the electrical vehicle 302. Furthermore, the tyre (tire) rolling resistance is dependent upon road surface condition along a given route. In an example, a wet road surface results in less rolling resistance than a dry road surface. Furthermore, the power dissipated due to rolling resistance is dependent of the velocity of the electrical vehicle. Optionally, the monitoring arrangement 100 may acquire weather information and electrical vehicle 302 positioning information from the external resources, for computing an expected range of travel of the electrical vehicle 302. Alternatively, optional ly, the monitoring arrangement 100 considers the amount of dissipation caused while the braking of the electrical vehicle 302. For example, while hard braking is applied by the disc breaks to stop the electrical vehicle 302, power levels involved in such event are too large for the regenerative braking unit 214 to be used to recharge the battery unit 102, thereby generating a loss of power. Furthermore, the monitoring arrangement 100 is configured to consider the opposing wind forces operating in a given route of the electrical vehicle 302 for computing an expected range of travel . Optionally, the monitoring arrangement 100 may acquire weather information from the external resources for determining opposing wind forces that will be experienced along the route. Furthermore, the monitoring arrangement 100 considers terrain that the electrical vehicle 302 experiences along its route of travel, for computing an expected range of travel . For example, if the journey starts high up in a mountain range and ends up in a lowland, the electrical vehicle 302 uses less energy from the battery unit 102, in comparison the electrical vehicle 302 making a journey from the lowland to the high-up mountain range. Optionally, the monitoring arrangement 100 considers the amount of electric charge that may be generated by the regenerative braking unit 214 for traveling through the terrain.

Furthermore, the monitoring arrangement 100 implemented as the software application is operable to employ mathematical models for computing an expected range of travel of the electrical vehicle 302. Optionally, the mathematical models may include plurality of mathematical equation for computing an expected range of travel of the electrical vehicle 302. Optionally, the monitoring arrangement employs artificial intelligence (AI) algorithms, wherein the AI algorithm develops a state-variable-machine (SVM) with at least some inputs for the SVM derived from sensor signals, wherein switching between states is implemented depending upon neural network outputs, wherein the neural networks are taught depending upon being exposed to various combinations of sensor signals, other neural network outputs and user- defined inputs.

In an example, a general condition for computing the expected range of travel of the electrical vehicle may be described in a manner of mathematical equation, such as Equation 1 (Eq. 1) :

- dQ/dt = k f ( R _M , R _B , I _M , I _B , S _w , v, v _w , Θ, P _brk , m, g, h) Eq. 1

Wherein an element Q may represent the state of charge in the battery unit 201, t may represent a time point in the journey, k may represent a proportionality constant or may include the voltage, V _B across the battery unit as an inverse factor to equate the rate of energy conversion terms on the right hand side of the equation with the rate of charge dissipation on the left hand side, R _M may represent resistance in the electrical motor arrangement 104, R _B may represent resistance in the battery unit 102, I _M may represent the current in the electrical motor arrangement 104, I _B may represent the current in the battery unit 102, S _w may represent the distance to be travelled by the electrical vehicle, v may represent the speed (velocity) of the electrical vehicle, v _w may represent the wind speed (namely, a resolved wind speed, depending upon an instantaneous direction of the travel of the electrical vehicle) on the electrical vehicle, Θ may represent the slope in the route, P _brk may represent the power generated by the regenerative breaking unit 214, m may represent the mass of the electrical vehicle, g may represent the gravitational force operating on the electrical vehicle, h may represent the height of the electrical vehicle in a given terrain (for example, above sea level) .

Furthermore, a specific condition for defining the functions for dependence of rate of discharge of battery unit 102 on the electrical motor arrangement 104, the battery unit 102, the distance to be travelled by the electrical vehicle, the power generated by the regenerative breaking unit 214, the slope in the route and the height of the electrical vehicle may be described in a manner of mathematical equation, such as Equation 2 (Eq. 2) : -dQ/dt = [k _M . R _M . IM ² ] + [k _B . R _B . I _B ² ] + [k _T .S _w .v] - [k _Z . P _BRK ] + [k _ST (v- v _w cos6) ⁿ ] - [ke*.m.g d(h-h ₀ )/dt] Eq, 2 where the element [k _M . R _M . IM ² ] may represent the function of dependence of rate of discharge on the electrical motor arrangement 104, [k _B . R _B . IB ² ] may represent the function of dependence of rate of discharge on the battery unit 102, [k _T .S _w .v] may represent the function of dependence of rate of discharge on the distance to be travelled by the electrical vehicle , [k _Z . P _BRK ] may represent the function of dependence of rate of discharge on the power generated by the regenerative breaking unit 214, [k _ST (v- v _w cos6) ⁿ ] may represent the function of dependence of rate of discharge on the slope in the route, and [k _g ^* .m.g d(h-h ₀ )/dt] may represent the function of dependence of rate of discharge on the height of the electrical vehicle. Further, k _g ^* is a constant and k _z represent the degree of power regeneration by the regenerative breaking unit 214.

Assuming k^.m.g = k _e and that there is a negligible energy gain when brakes are applied in the electrical vehicle moving in a upward slope of the route. Furthermore, integrating Eq. 2 for calculating the charge in the battery unit 10, the following mathematical equation such as Equation 3 (Eq. 3) may be obtained : - Q B = [k _M - JRM - lM ² - dt] + [k _B .JR _B . I _B ² .dt] + [k _T .JS _w .v.dt] -

[k _z .;P _br . .dt] + [k _ST .;(v-v _w cos6) ⁿ .dt] - [k _e .mg(hi-h ₂ )] Eq. 3

Furthermore, it is assumed for the Eq. 3 that I _M == I _B = I and R _M , R _B is constant for a temperature window. Furthermore, it is assuming that v _w cos6 = 0, n = 1 (for simplicity) and S _w is constant for a particular window, the following mathematical equation such as Equation 4 (Eq. 4) may be obtained :

- Δ Q _B = [k _M . R _M . J I _M ² .dt] + [k _B . R _B .J I _B ² .dt] + [k _T .S _w ./v.dt] - [k _z . J ^" P _hrk .dt]

+ [ksrJv.dt] - [kg. mg(hi-h ₂ )] Eq. 4 Furthermore, it is reassuring for the Eq. 4 that n = 1, 1= dQ/dt, v o I and v= CI, wherein C is a constant for the vehicle with the speed v. Furthermore, representing k _M . R _M = K _M , k _B .R _B = K _B , there can thereby derived Equation 5 (Eq . 5), as follows :

K _{| |} + K _B — K MB Eq. 5 Furthermore, applying the above assumption and derivation on Eq. 2 and thereby obtaining the following set of mathematical equation may be obtained : dQ/dt = K _M . IM ² + K _B . IB ² + k _T .S _w .v + k _ST .v - f _BR

-dQ/dt = K _M . IM ² + K _B . I _B ² + (k _T .S _w + k _ST ).v- f BR

-dQ/dt = K _M . IM ² + K _B . I _B ² + (k _T .S _w + k _ST ).cI- f _BR

-dQ/dt = [KMB- I + C _T .S _W + C _S ].I - f _BR

wherein f _BR may represent regenerative breaking function

Optionally, the monitoring arrangement 100 takes into consideration the mode of operation of the electrical vehicle 302 to compute an expected range of travel . For example, if a driver is operating the electrical vehicle 302 and selects a ^{^} sporty' mode, the electrical vehicle 302 may be employing fast acceleration with a lot of subsequent non-regenerative braking, which will use energy stored in the battery unit less efficiently. However, if a driver is operating the electrical vehicle 302 in a ^{^} slow' mode, the electrical vehicle 302 may be employing gradual acceleration and gradual braking, which may allow the regenerative braking unit 214 to provide recharging to the battery unit 102 and thereby keeping a velocity of the electrical vehicle 302 to more modest magnitude and thereby using the energy stored in the battery unit 102 more efficiently. Therefore, the electrical vehicle 302 operating in the ^{^} slow' mode may travel a longer distance than while operating in the aforementioned ¹ sporty' mode.

Optionally, the monitoring arrangement 100 is operable to update its estimation of travelling range of the electrical vehicle 302 based upon energy stored in the battery unit 102, in an adaptive manner during travelling of the electrical vehicle 302 along the route of travel of the electrical vehicle 302. In an example, the monitoring arrangement 100 may be operable to provide the driver of the electrical vehicle 302 with updates related to the amount of the distance that may be covered by the electrical vehicle 302 based on the current state of charge of the battery unit 102. Optionally the monitoring arrangement 100 is operable to compute repetitively an expected range of travel for the electrical vehicle 302 after a predefined period of time. For example, the monitoring arrangement 100 may be operable to compute an expected range of travel for the electrical vehicle 302 after every 30 minutes from the start of a journey. Furthermore, the monitoring arrangement 100 may be operable to provide the driver of the electrical vehicle 302 with updates related to the expected range of travel for the electrical vehicle 302 over the graphical user interface of the computing hardware 108.

Optionally, the software application used to implement the monitoring arrangement 100 is configured to select a route, such as the route 310 at the start of the journey. Optionally, the software application may select a route that is the shortest and consumes the least amount of cha rge of the battery unit 102, to reach a destination. Furthermore, the software application is operable to consider the wi nd speed, road surface condition, terrain profi le, traffic conditions, to compute a route (such as the route 310) for the electrical vehicle 302. Additiona lly, the software a pplication is operable to consider the electrical motor power dissipation of the electrical motor arra ngement 104, the regenerative power returned to the battery unit 102, battery unit power dissi pation in the battery unit 102, and power del ivered to the electrical motor by the battery unit 102, to compute a route for the electrical vehicle 302. Furthermore, the software application is opera ble to select a route for the electrica l vehicle 302 which includes rechargi ng stations for the electrical vehicle 302. Optionally the software appl ication is operable to select the closest rechargi ng stations for the electrical vehicles 300. Optionally, the software application is operable to reserve one or more rechargi ng stations, such as the chargi ng stations 306 and 308, along a route of travel, such as the route 310 of the electrical vehicle 302 based upon a route selected by a user (such as the driver) of the electrical vehicle 302 or recommended to the user of the electrica l vehicle, wherein a selection or recommendation of the one or more rechargi ng stations is made as a function of energy stored withi n the battery unit 102. Optional ly the software application is configured to provide the driver of the electrica l vehicle 302 with an option to select the route. Furthermore, the software application is configured to provide graphical options over the graphical user i nterface of the computing device 108, for the driver to select the route. Optiona lly, the softwa re application is operable to rebook ada ptively the reservations at the one or more recharging stations, dependi ng upon actual progress the d river makes along the route selected by the d river. In a n event that the driver of the electrical vehicle 302 deviates from the planned route, the software application is operable to re-compute, and if necessary rebook, the one or more recharg ing stations that the driver has to use to ensure that the battery unit 102 has sufficient stored energy therein for reaching the destination location.

Referring to FIG. 4, there is shown an illustration of steps of a method 400 of using a monitoring arrangement of an electrical vehicle, in accordance with an embodiment of the present disclosure . The electrical vehicle includes a battery unit, an electrical motor arrangement for providing motive power to one or more wheels of the electrical vehicle, and a control arrangement for controlling power exchange between the battery unit and the electrical motor. At a step 402, the monitoring arrangement is arranged to include a sensor arrangement for measuring energy flows within the electrical vehicle and energy dissipati ng processes associated with operation of the electrical vehicle. At a step 404, the monitoring arrangement is operable to compute an expected range of travel of the electrical vehicle based upon energy stored within the battery unit of the electrical vehicle.

The steps 402 to 404 are only illustrative and other alternatives can also be provided where one or more steps are added, one or more steps are removed, or one or more steps are provided in a different sequence without departing from the scope of the claims herein. For example, the method may include implementing the monitoring arrangement using at least one software application that is executable upon computing hardware of the electrical vehicle, wherein the software application is operable to reserve one or more recharging stations along a route of travel of the electrical vehicle based upon a route selected by a user of the electrical vehicle or recommended to the user of the electrical vehicle, wherein a selection or recommendation of the one or mo re recharging stations is made as a function of energy stored within the battery unit. In another example, the method may include arranging for the sensor arrangement to have a plurality of temperature sensors disposed spatially within the battery unit, wherein the monitoring arrangement is operable to employ the temperature sensors to provide battery unit overload protection and to detect one or more hot spots occurring in respect of battery cells of the battery unit when in operation. In yet another example, the method may include operating the monitoring arrangement to monitor electrical motor power dissipation, regenerative power returned to the battery unit, battery unit power dissipation, power delivered to the electrical motor. Furthermore, in another example embodiment, the method may include operating the monitoring arrangement to receive information indicative of at least one of: wind speed, road surface condition, terrain profile, traffic conditions, to compute an expected range of travel of the electrical vehicle. Additionally, in another example embodiment, the method may include operating the monitoring arrangement to update its estimation of travelling range of the electrical vehicle based upon energy stored in the battery unit, in an adaptive manner during travelling of the electrical vehicle along the route of travel of the electrical vehicle. Furthermore, in an example, the method may include arranging for the computing hardware of the electrical vehicle to comprise a network interface for communicating with external resources , for example external databases, such as traffic databases provided real time information of road network traffic conditions, accidents, queues, road closures, and so forth.

In an embodiment, the present disclosure provides a software product recorded on machine-readable data storage media, characterized in that the software product is executable upon computing hardware for implementing the aforementioned described method 400 of operating a suspension system of an electrical vehicle, for example adapting to various road conditions encountered along a given route, so that the electrical vehicle utilizes its stored energy in its battery unit in a more efficient manner. Such a software produced is relevant to operation of a suspension system of an electrical vehicle as described in the foregoing. The present disclosure provides an efficient monitoring arrangement of an electrical vehicle. The monitoring arrangement is operable to detect the fault occurring in the battery unit, for example, determining locations in the battery unit that unusually dissipate heat. Furthermore, the monitoring arrangement of the electrical vehicle may be operable to control the operation of the electrical vehicle based upon the condition of the battery unit. For example, the monitoring arrangement may be operable to slow down a general speed of travel of the electrical vehicle in an event wherein the charge of the battery unit is considerably low and/or the battery unit is dissipating an unusual amount of heat energy. Additionally, the monitoring arrangement is operable to determine the distance that the electrical vehicle is capable of traveling, based upon its current state of charge. Furthermore, the monitoring arrangement may be operable to suggest the routes for the driver, wherein the driver is able recharge the electrical vehicle along the suggested routes .

For resolving a plurality of differential equations defining energy dissipation, for example as aforementioned, the monitoring arrangement 100 is optionally operable to employ a Runge-Kutta computation (for example as described in:

_. ttj,s ;iien, _! wi,kip,edj,a,.,o rg/w|k when seeking to find a minimum solution that satisfies the differential equations. Such optimization is described, for example, in a scientific paper "Optimization of the Runge-Kutta optimization with residual smoothing" (Authors : Haelterman, Vierendeels and Van Heule), wherein the contents of the scientific paper are hereby incorporated by reference (see:

https ://www. researchgate.net/publication/220389612_Optimization_of_th e_Runge-Kutta_iteration_with_residual_smoothing).

Modifications to embodiments of the invention described in the foregoing are possible without departing from the scope of the invention as defined by the accompanying claims. Expressions such as "including", "comprising", "incorporating", "consisting of", "have", "is" used to describe and claim the present invention are intended to be construed in a non exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural. Numerals included within parentheses in the accompanying claims are intended to assist understanding of the claims and should not be construed in any way to limit subject matter claimed by these claims.