DESC:TECHNICAL FIELD
[0001] The present disclosure generally relates to the field of electrical systems. More particularly, the disclosure relates to a switch matrix incorporated within an integrated motor controller unit of an electric vehicle, for optimizing the switching frequency in the switch matrix. A method of operation of the same is provided, thereof.

BACKGROUND OF THE INVENTION
[0002] An electric vehicle (EV) is a vehicle (a motorized vehicle or a motor-driven vehicle) that is driven by a motor as the source (a driving source) of driving force for driving the vehicle. The power system of an electric vehicle consists of just two components: the motor that provides the power and the inverter that controls the application of this power.
[0003] The controller is a key component in the operation of an EV. It is responsible for controlling the flow of electricity from the EV's battery pack to the electric motor, ensuring that the motor receives the right amount of power at the right time. Electric vehicle (EV) motor controllers are essential to any EV. They are responsible for regulating the flow of power from the battery to the electric motor, which in turn drives the wheels of the vehicle. These controllers play a crucial role in determining the performance and efficiency of an EV, as well as its overall range and battery life. The controller can regulate the current and voltage supplied to the motor to provide the desired speed and torque.
[0004] An electric vehicle has various performance requirements, such as high torque density, and power density to its drive system. It requires fast-range acceleration and meeting low speeds to cater to the needs of a high-performance cruise, wherein high efficiency is achieved in a very wide range of torque and speed. The electric vehicle also requires a high invariable power area for providing high torque that is required to start the vehicle as well as for climbing situations.
[0005] CN208359937U discloses an electronic type gearshift based on variable winding PMSM, including a) phase winding, b) phase winding, c) phase winding, change winding switching circuit, controller and converter, a phase winding, b phase winding and c phase winding all include a winding and two windings, the one end of controller with become the winding and switch circuit connection, the other end of controller divide into six the tunnel, is connected with six IGBT control ends of converter. The utility model discloses the characteristics of motor is switched in the change of PMSM winding, realizes the electric automobile electronic type and shifts. The switching of controller through the switch is controlled the IGBT and the winding change over switch of converter, and a winding and two windings of every looks can work independently, also can parallel operation, can also series operation, and realize four kinds of mode, the switching of four gears is carried out electric automobile.
[0006] Moreover, the electric vehicle is vulnerable to surge in a low-speed region due to the characteristics of the system thereof. When the electric vehicle accelerates or decelerates, the torque of a driving motor changes. However, this often produces a jerking effect, which affects the efficiency and performance of the vehicle.
[0007] Hence, the major requirement for the electric vehicle is an improved system is wherein all the above advantages enabling a seamless shift from high torque to high-speed applications in a compact motor controller unit all while maintaining cost-effectiveness and eliminating jerking effects.

SUMMARY OF THE INVENTION
[0008] The present invention discloses at least an embodiment of the invention related to a switch matrix module that can be incorporated between the controller and the motor of an electric vehicle. The controller phase switches are electrically connected to a parallel set of motor winding coils via the switch match matrix. The switch matrix , is a a switching device for comprise switches have the purpose of connecting the switching contacts or switches in an OFF or ON position ie, in an opened or closed position at variable frequencies, according to the speed and thrust of the motor.
[0009] An aspect of the present embodiment is that the switch matrix provide different switching options, wherein the controller phases switches, are connected to the motor winding coils via the switches in the switch matrix. The switch matrix is configured to operate at a variable switching frequency so as to enable a smooth and seamless transition of the motor controller unit from a high torque and low speed zone to a low torque and high speed zone, without jerking effect.
[0010] Moreover, the switch matrix disclosed here can be retrofitted to the motor controller unit, without any changes to the existing unit and is hence cost effective. In addition, according to at least one embodiment of the invention, a corresponding method for a switch matrix is disclosed.

OBJECTIVE OF THE INVENTION
[0011] It is the principal object of the invention to provide a switch matrix module in an integrated motor controller unit,
[0012] It is yet another object of the invention to optimize the switching function of the switch matrix to obtain maximum torque as well as maximum speed, without any change in size and length of the parameters of the Integrated motor controller unit (IMCU).
[0013] It is yet another object of the invention to provide a switch matrix that enables smooth transitioning of the motor drive from a high torque/low-speed application to a low torque/high-speed application.
[0014] It is yet another object of the invention to prevent the occurrence of jerks/shocks in the vehicle by optimizing the switch matrix frequency in the hysteresis band.
[0015] It is yet another object of the invention to provide a switch matrix to prolong battery life, enhance the motor performance, and obtain maximum efficiency especially at high speeds and performance, without increasing the motor size of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS
[0016] The detailed description is described with reference to the accompanying figures.
Fig.1 illustrates a block diagram of the switch matrix incorporated in an IMCU
Fig.2 illustrates a detailed diagram on the switch matrix configuration.
Fig.3 illustrates a circuit diagram of the IMCU switch matrix.
Fig.4 illustrates a single phase of the IMCU.
Fig.5 illustrates the region depicting hysteresis.

LIST OF REFERENCES
Integrated motor controller unit -100
Controller/Inverter – 10
Switch matrix – 20
Motor – 30
Controller Phases – 1, 2, 3
Controller Phase switches – M1 M2; M3 M4; M5, M6
Switch matrix switches – S1, S2 S3; S4, S5, S6; S7, S8 S9
Parallel motor winding coils – C1, C2, C3

DETAILED DESCRIPTION
The following is a detailed description of the present disclosure depicted in the accompanying drawings. However, it may be understood by a person having ordinary skill in the art that the present subject matter may be practiced without these specific details. In other instances, well known methods, procedures, and/or components regarding the said method have not been described in detail so as not to obscure the subject matter of the disclosure. The subject matter of the disclosure will be more clearly understood from the following description of the embodiments thereof, given by way of example only with reference to the accompanying drawings, which are not drawn to scale.
[0017] If the specification states that a component or a feature “may” or “can” be included, that particular component or feature is not required to be included or have the characteristic. The use of open-ended terms like “comprising” and variations herein is meant to encompass the steps listed thereafter and equivalents thereof as well as additional items. As used herein, the singular forms “a,” “an,” and “the” designate both the singular and the plural, unless expressly stated to designate the singular only.
[0018] The use of the term “integrated motor – controller unit” or “motor - control unit) or (IMCU/MCU) refers to an electronic module that interfaces between the batteries and motor to control the electric vehicle's speed and acceleration based on throttle input, wherein the controller transforms the battery's direct current into alternating current and regulates the energy flow from the battery. The use of the term “controller” herein refers the electric vehicle controller that monitors and ensures that the vehicle's battery is working within the permissive parameters. The term “controller” and “inverter” is used interchangeably here.
[0019] The term “MOSFET” refers to metal-oxide-semiconductor field-effect transistor which is a device that act as voltage-controlled current sources, and are mainly used as switches or for the amplification of electrical signals. The term “switch matrix” refers to a switching matrix or a switching device that is arranged or retrofitted to the motor - controller unit and have the purpose of switching circuits by opening or closing the circuits contacts at a pre-determined frequency
[0020] The term SMM refers to “switch matrix module” that is a switching device that has the purpose of switching circuits by opening or closing the circuits contacts at a pre-determined frequency. The term “switch matrix module”, “switch matrix” and “SMM” has been used interchangeably in the description below.
[0021] Accordingly, the present invention discloses a preferred embodiment of a switch matrix control system that is incorporated/retrofitted to a motor controller unit of an electric vehicle to obtain a performance of maximum torque and speed by interchanging the motor winding combinations during idle as well as running conditions using the same. As such, the present disclosure should be construed to extend to any alterations, equivalents, and substitutes in addition to those which are particularly set out in the accompanying drawings.
[0022] The functional requirements of the switch matrix module (herein referred to as SMM) comprise optimization of the switching function of the module for obtaining maximum torque and speed without any change in size and length of the parameters of the Integrated motor controller unit (IMCU).
[0023] The advantages of the switching functions of the SMM are different for different conditions. The switching function of the SMM is useful under conditions related to maximum torque wherein speed is not considered especially during hill riding or slope driving situations. Another condition is when the switching is based on the maximum speed conditions wherein torque is low, especially during highway or bypass rides. Another advantage of the switch assembly is based on the provision of smooth switches without jerks to the user/rider while switching from zone 1 of high torque to zone 2 of high speed (depicted in Fig.5).
[0024] The Switch Matrix Module (SMM) enhances the motor performance, maximum speed, torque and vehicle range without increasing the motor size of the vehicle. The SMM is highly reliable and can be integrated into an existing controller/inverter within an integrated motor controller module (IMCU). Furthermore, by optimizing the SMM switch frequency in the hysteresis band jerking of the vehicle can be avoided while shifting from one-parallel to a two-parallel winding connection.
[0025] Fig.1 represents the overall flow from the battery source to the motor controller Unit (MCU) and to the switch matrix module. This overall flow can be categorized into two main branches – the Power Flow and the Signal Flow respectively. The entire system initiates upon turning the key switch. When the key switch is activated, the DC-DC converter comes into play , stepping down the battery voltage from an approximate of 72V to 12V. With the DC-DC converter supplying 12V to both the MCU and SMM, communication through the Controller Area Network (CAN) is established. Once the bidirectional communication between the MCU and SMM is confirmed, the MCU becomes active, energizing coils C1, C2, and C3 by manipulating the inverter switches M1, M2, M3, M4, M5, and M6 in a controlled on-off sequence.
[0026] A preferred embodiment of an integrated motor controller unit (IMCU) 100 comprising six switches for a three-phase controller (10) / inverter module is disclosed. The motor 30 used is a 12-slot 10-pole combination motor that consists of 3 sets comprising a total of 6 coils wherein each set has two parallel motor windings of coils. Each of the phases has two sets of coils, wherein the same act as one-parallel or two-parallel combinations with the help of SMM.
[0027] The switch matrix 20 can be integrated or retrofitted into the IMCU 100. As discussed before, the motor (30) has 3 sets (C1, C2, C3) of 6 coils as each set comprises two parallel windings of coils. Each of the phases has two sets of coils, with a total of six coils, wherein the same act as one-parallel or two-parallel combinations with the help of the switch matrix module (20). Each twin set of motor winding coils (C1, C2, C3) comprises three switches each, making up a total of nine switches, (S1, S2, S3; S4, S5, S6; S7, S8, S9).
[0028] Considering a first set of the two motor winding coils (C1), the same is linked to switches of S1, S2, and S3. This configuration is applicable for all three phases. Each phase terminal from the controller 10 splits into two, wherein one terminal is connected directly to the starting of the first set of the motor winding coils (C1. The second terminal is connected through switch (S3) to the second motor wing coil of the above said coils (C1) in the set. A switch (S2) is employed to close or open the electric connection between the first and the second coils of the motor winding coil (C1). The end line of the first coil is connected to a neutral via switch (S1) and the end line of the second coil is connected to the neutral directly. The switches required for a single phase is three, with a total number of nine switches required for the three phases.
[0029] The inverter or controller unit (10) of the vehicle comprises gate drivers as shown in Fig.1. The gate driver in a motor system design is an integrated circuit (IC) (not shown) that primarily deals with enhancing the external power (such as MOSFETs) to drive current to an electric motor. Conventionally the MCU unit (100) depicted in the Fig.1 would directly control the machine to operate at variable speeds and torques, based on the type of vehicle and its parameters. However, the present invention discloses that the integrated MCU unit 100 further comprises a switch matrix module SMM 20 between the controller/inverter 10 and the motor 20.
[0030] Conventional motors have limits to the range of speed and torque that is applicable before utilizing an SMM. Without the switch matrix, in order to increase the same, the length and size of the motor have to be increased which ultimately increases costs and, motor weight. However, with the application of the SMM, the achievable speed and torque of the machine are enhanced. Further, the efficiency of the vehicle is improved. Vehicular efficiency means basically the vehicle range. A one-time charging of the vehicle causes the vehicle to travel up to 150 km/charge. Introducing this function increases vehicular efficiency by up to 10-15%. Further advantages include keeping the motor size compact, thereby reducing packing and associated costs.
[0031] Fig.2 and Fig.3 shows a circuit diagram of a switch matrix (20) interconnecting a controller (10) and the motor (30). The controller (10) is an inverter comprising three phases – phases 1,2 and 3. The phases 1, 2, and 3 comprise switches M1, M2; M3, M4; and M5, and M6 respectively that electrically turn on and close. The motor (30) comprises a set of parallel winding coils that are electrically connected to each of these phases respectively – phases 1,2,3. Stated otherwise, a three-set consisting of 6 parallel winding coils in the motor connects the 3 phases of the controller/inverter (10) and the motor (30).
[0032] Coming back to Fig.2, a switch matrix (20) incorporated between the controller/inverter (10) and the motor (30) is shown. The switch matrix (20) comprising three switching assemblies A, B, C is shown. The assembly A electrically connects phase 1 to its respective motor winding coil and comprises switches S1, S2, and S3; the assembly B electrically connecting phase 2 to its respective motor winding coil comprises switches S4, S5, and S6; and the assembly C electrically connecting phase 3 to its respective motor winding coil comprises switches S7, S8, and S9 as illustrated in Fig.2. Moreover, the end terminal of the parallel winding coils is electrically connected to the bus bar to form neutral.
[0033] The switch matrix (20) provides an option for two different switching options for the motor. A first switching option is when the switches S2, S5, and S8 remain electrically connected and the remaining switches are open. In this option, all phase 1, 2, and 3 windings are connected in a one-parallel connection. During this option, the motor can obtain a maximum torque of 50 Nm and the vehicle can travel at a speed of 40-50km/hr.
[0034] A second switching option is when the operating speed of the motor exceeds 1200rpm, the switches S2, S5 and S8 are opened and the remaining switches are electrically connected in the switch matrix module (20), SMM, creating two-parallel connections. This option of disconnecting the switches S2, S5 and S8 and closing the remaining switches creates multiple pathways for the current to branch out, as shown in Fig.2 and 3.
[0035] Fig. 4 shows the switch connection for phase 1 alone. When S2 is electrically connected and switches S1 and S3 are open, the current from the inverter flows directly through the winding coils via S2, as there is only a single pathway for the flow of current. This is termed one parallel winding connection. However, when switches S1 and S3 are electrically connected and S2 is open (or disconnected), the current flowing from phase 1 is halved/split into two branches as two parallel pathways are created for the flow of current due to the open switch S2. This is termed two parallel winding connection. Similarly, the current passing from phases 2 and 3 of the inverter are branched throughout the SMM, via their respective electrically connected switches S4, S6, and S7, S9. Hence it is noted that two pathways (or branches) for the flow of current from the controller/inverter (10) are created for a single phase as shown in Figs.4, wherein the current flowing from the controller/inverter (10) through the lines was split or halved. Here also, the respective phases 2 and 3 create one parallel and two parallel winding connections. Moreover, the phases 1,2 and 3 switch between the one parallel and two parallel winding connections at a variable switching frequency.
[0036] The second switching option of the SMM is especially useful for applications of high speed and less torque. A vehicular speed in the range of 120-150km/hr can be achieved, thus making it useful for high-speed travel on highways and bypasses. The switch matrix (20), therefore, increases the vehicular speed, efficiency, and performance of the motor, without any change to the size of the motor.
[0037] Regarding Fig.4, it can be deduced that the one parallel winding connections maintains the motor in a state of high torque and low speed. On the other hand, the two parallel winding connections places the motor in a state of high speed and low torque. The transition from the phases 1, 2 and 3 from one parallel winding connections to dual/two parallel winding connections enable the vehicle to smoothly accelerate without experiencing jerking effects during the transition phase.
[0038] Fig. 5 shows a hysteresis band to show the efficiency of the switch matrix (20). The hysteresis band depicted in the figure as the zone area where the jerking of a vehicle is presumed to happen. According to Fig.4, the hysteresis band extends from 1200rpm to 1800rpm. Up to the speed 1200rpm the inverter/controller (10) operates in zone 1 with the SMM switches S2, S5 and S8 that are electrically connected while the rest of the switches in the module remain open. Moreover, the MOSFET switches M1, M2, M3, M4, M5 and M6 operate at a frequency of 10Khz in zone 1. The current that flows from the phases 1,2,3 travels directly through the switches S2, S5 and S8 before being routed to the motor (30). The switches of the switch matrix (20) function therefore at low speeds and high torques situations.
[0039] The switching response that is received from SMM (30) runs the vehicle with the respective speed mode. If the speed of the motor is less than 1200rpm, the speed ramp up rate is applied with 1000rpm/s and the torque ramp up rate is increased with 50Nm/s. If the speed lies between 1200rpm and 1800rpm, the speed ramp up rate is decreased to 200rpm/s and torque ramp up rate is also decreased to 20Nm/s in order to reduce jerking effects. If the speed rises above 1800 rpm, the speed ramp up rate is increased to 2000rpm/s and torque ramp up rate is decreased to 10Nm/s. In a maximum speed condition, if the speed is greater than 1800 rpm, based on user input, the same enters into speed limitation as per the respective mode (Eco, Normal, Sport). Based on the user’s request, the vehicle will operate in maximum speed condition. Hence, the introduction of the switch matrix (20) enhances the performance of the motor (30).
[0040] When the speed of the vehicle is increased from 1200rpm, the motor (30) experiences a huge thrust on account of the excess of current flowing from the controller (10) resulting in an increase in torque and speed of the vehicle. The functioning switches of the switch matrix (20) i.e., S2, S5 and S8 open up and stop functioning, whereas the remaining switches of the switch matrix (20), namely, S1, S3, S4, S6, S7, and S9 are electrically closed to conduct. However, this creates a huge jerking action in the vehicle which is detrimental to the battery life as well as the overall performance and efficiency of the vehicle.
[0041] Hence, as the speed of the motor rises above 1200 rpm, the motor (30) senses the change in speed and torque. The switches S2, S5, and S8 open and the remaining SMM (20) switches electrically connect at a frequency of 20KHz. The switching frequency of the gate driver switches in the controller (10) also increases to 20KHz from 10HkHz. The frequencies in both the controller (10 ) and the switch matrix (20) continues in this range till up to a speed of 1800rpm. Once the speed of the vehicle exceeds 1800rpm, the motor (30) senses the same and the switches in both the controller (10) and switch matrix module (20) are settled into a lower switching frequency of 10KhZ. Adapting the switching controller frequency and the switches of the SMM to the variable speeds of the motor (30) leads to reduced or no jerking effects on the vehicle.

Referring to the below table.
Table 1

[0042] The table provides parameters of the speed of the motor (30) in rpm, the functioning switches of the SMM (20), and the switching frequency of the switches in the controller/Inverter (10) and the SMM (switch matrix 20).
[0043] Table 1 indicates that up to a speed of 1200rpm the functioning switches in the switch matrix (20) i.e., S2, S5, and S8 remain electrically closed to conduct current from the controller/inverter (10) to the motor (30) i.e., in one-parallel connection, whereas the remaining switches in the switch matrix (20) are open. Moreover, the MOSFET switches M1, M2; M3, M4, and M5, M6 operate at a frequency of 10KHz.At this time the inverter/controller (10) operates in Zone 1 of Fig.4
[0044] When the speed of the vehicle falls between 1200rpm and 1500rpm, the switches S2, S5, and S8 transition from an electrically connected state to an open state, and the remaining switches - S1, S3; S4, S6; and S7, S9 electrically connect i.e. in two-parallel connection, switching on and off at a frequency of 20KHz. At the same time, the frequency of the MOSFETs increases to operate at 20KHz. Beyond the speeds of 1500rpm and up to 1800rpm, the switch matrix 20 switches (S2, S5, and S8) are open whereas the MOSFETs continue to operate at the same frequency of 20KHz. At these speeds, the current from the controller/inverter (10) is branched/split into parallel lines before reaching the motor (30). At this time the inverter/controller (10) is operating in the hysteresis zone depicted in Fig.4. The switch matrix module (20) continues operating in the two-parallel connection up to a speed of 1800rpm.
[0045] Moreover, as the speed of the vehicle goes beyond 1800rpm to 4800rpm, the switches S1, S3; S4, S6; and S7, S9 and the MOSFET switches in the inverter settle back to their initial switching frequency setting of 10KHz in the two-parallel connection.
[0046] Therefore, between the speed 1200 rpm to 1800 rpm the vehicle lies in the hysteresis band. As the speed of the vehicle rises above 1200 rpm, there is a transition in the switching frequencies. Moreover, there is a huge thrust from the motor resulting in an increase in torque and speed of the vehicle, creating a jerking action in the vehicle. Hence, the switch matrix (20) is configured to operate at a higher frequency than the usual 10kHz, to reduce the jerk. At higher levels of speed, the controller (10) switches M1, M2, M3, M4, M5, and M6 and the switches in the switch matrix (20) - S1, S3, S4, S6, S7, and S9 operate at a frequency of 20KHz, to overcome the jerking effect. However, as the speed of the vehicle increases beyond 1800rpm, the frequency of the switches are reduced back to 10kHz from 20kHz. The switch matrix module (20) therefore, interconnects the controller (10) and the motor (30) wherein the variable switching frequencies of the controller (10) and the multiple pathways for current flow in the switch matrix (20) achieves higher vehicular speeds and lowered torque without producing a jerking effect on the vehicle. If pulling the throttle or applying brakes, the speed of the vehicle decreases to enter the hysteresis band again, which re-activates the switching functions of the switch matrix (20). The switching function between the one-parallel winding connection and the two-parallel winding connection therefore, effectuates a smooth transition in the drive function of the motor (30). The motor (30) seamlessly transitions from a high torque – low speed drive to a high speed – low torque drive and back again through variable speeds without causing any jerking effects.
[0047] Therefore, the switching frequency of the switch matrix (20) is optimized by the controller (10) wherein the torque and speed of the vehicle is increased without the effect of jerks on the vehicle or the user, thereby increasing the efficiency and performance of the vehicle. The switching functions are controlled by the motor controller (10) as the switch matrix (20) is integrated with the controller (10), present within the motor housing. This is an integrated motor control system (100), wherein a switch matrix (20) is introduced in the control system.
[0048] The advantages of the switching functions of the SMM are different for different conditions. The switching function of the SMM is useful under conditions related to maximum torque wherein speed is not considered especially during hill riding or slope driving situations. Another condition is when the switching is based on the maximum speed conditions wherein torque is not considered, especially during highway or bypass rides. Another advantage of the switch assembly is based on the provision of smooth switches without jerks to the user/rider while switching from Zone 1 maximum torque to Zone 2 maximum speed drive.
[0049] The Switch Matrix Module (SMM) enhances the motor performance, maximum speed, torque and Vehicle Range without increasing the motor size of the vehicle. The SMM is highly reliable and can be integrated into an existing controller/inverter within an integrated motor controller module (IMCU). Furthermore, by optimizing the SMM switch frequency in the hysteresis band jerking of the vehicle can be avoided while shifting from a one parallel connection to a two-parallel winding connection.

The above description includes the preferred best mode of one embodiment of the present invention. It will be clear from this description of the invention that the invention is not limited to these illustrated embodiments but that the invention also includes a variety of modifications and embodiments thereto. Therefore, the present description should be seen as illustrative and not limiting. While the invention is susceptible to various modifications and alternative constructions, it should be understood, that there is no intention to limit the invention to the specific form disclosed, but, on the contrary, the invention is to cover all modifications, alternative constructions, and equivalents falling within the true scope of the present subject matter.
,CLAIMS:1. An integrated motor-controller unit (100) in an electric vehicle, wherein
a. the controller (10) comprises a plurality of phases (phases 1,2,3);
each phase (1,2,3) comprising a pair of MOSFET switches (M1, M2; M3, M4; M5, M6) operating at a variable switching frequency, for controlling electrical power supplied to a motor (30);

b. the motor (30) comprising a plural set of parallel winding coils (C1, C2, C3)
wherein each set (C1, C2, C3) comprise a pair of parallel winding coils;

c. a switch matrix (20) integrated between the controller (10) and the motor (30), comprising a plurality of switching assemblies, each assembly comprising a set of three switches (S1, S2, S3; S4, S5, S6; S7, S8, S9);
wherein
each switching assembly electrically connects each phase (phases 1,2,3) to its respective set of parallel winding coils (C1, C2, C3) via the switches (S1, S2, S3; S4, S5, S6; S7, S8, S9); and
the switch matrix (20) provides switching options of connecting each phase (phases 1,2,3) in one-parallel or two-parallel winding connections to the respective set of the parallel winding motor coils (C1, C2, C3) via the switching assembly;
wherein the frequency of the switching option of the switch matrix (20) operates to facilitates a smooth transition from one-parallel connection to two-parallel connection;
to generate a motor drive from high torque -low speed to a low torque - high-speed motor drive.

2. An integrated motor controller unit (100) as claimed in claim 1 wherein:
phase 1 comprises switches M1 M2 electrically connected to a first set of parallel winding coils (C1) via switches (S1, S2, S3);
phase 2 comprises switches M3 M4 electrically connected to a second set of parallel winding coils (C2) via switches (S4, S5, S6); and
phase 3 comprising switches (M5, M6) electrically connected to a third set of parallel winding coils (C3) via switches (S7, S8, S9).

3. An integrated motor controller unit (100) as claimed in claim 1, wherein the switch matrix (20) provides a first switching option comprising switches S2, S5, and S8 that are electrically connected, and switches S1, S3; S4, S6; S7, S9 are open.

4. An integrated motor controller unit (100) as claimed in claim 1, wherein the switch matrix (20) provides a second switching option comprising switches S1, S3; S4, S6; S7, S9 that are electrically connected, and the switches S2, S5, and S8 are open.

5. An integrated motor controller unit (100) as claimed in claim 1 and 3, wherein switches S2, S5, and S8 electrically connect the parallel winding coils in the motor (C1, C2, C3) in a one-parallel connection.

6. An integrated motor controller unit (100) as claimed in claim 1 and 4, wherein the switches S1, S3; S4, S6; S7, S9 electrically connect the parallel winding coils (C1, C2, C3) in the motor in a two-parallel connection.

7. An integrated motor controller unit (100) as claimed in claim 1and 6, wherein a current flow from the phases (phase 1,2,3) to the respective parallel winding coils (C1, C2, C3) is halved/split.

8. An integrated motor controller unit (100) as claimed in claim 1 and 5, wherein the switch matrix (20) is configured to operate the motor (30) to produce a high torque of at least 50 Nm and a low-speed in the range of 40-50km/hr.

9. An integrated motor controller unit (100) as claimed in claim 1and 6, wherein the switch matrix (20) is configured to operate the motor (30) to produce a high-speed in the range of 120-150 km/hr.

10. An integrated motor controller unit (100) as claimed in claim 1, wherein at a speed of up to 1200 rpm, the controller phase switches (M1 to M6) and the switches S2, S5 and S8 of the switch matrix (20) operate at a switching frequency of 10Khz.

11. An integrated motor controller unit (100) as claimed in claim 1, wherein at a speed in the range of 1200 rpm – 1500 rpm, the controller phase switches (M1- M6) and the switches S1, S3; S4, S6; and S7, S9 operate at a switching frequency of 20Khz.

12. An integrated motor controller unit (100) as claimed in claim 1, wherein at a speed in the range of 1800 rpm to 4800 rpm, the controller phase switches (M1- M6) and the switches S1, S3; S4, S6; and S7, S9 operate at a switching frequency of 10KHz.

13. An integrated motor controller unit (100) as claimed in claim 1, wherein the switch matrix (20) is configured to operate at a frequency higher than 10kHz, to reduce the jerking effect.

14. An integrated motor controller unit (100) as claimed in claim 1, wherein the switch matrix (20) is configured to provide seamless transition from a zone of maximum torque-low speed to maximum speed-low torque without jerking effect.

15. An integrated motor controller unit (100) as claimed in claim 1¸wherein the switch matrix (20) is retrofitted to the unit (100).

16. A method of operating a switch matrix (20) in an integrated motor controller unit as claimed in claim 1, the method comprising steps of:

a) electrically connecting switches M1, M2 to a first set of parallel winding coils (C1) via switches (S1, S2, S3);
b) electrically connecting switches M3, M4 to a second set of parallel winding coils (C2) via switches (S4, S5, S6);
c) electrically connecting switches M5, M6 to a third set of parallel winding coils (C3) via switches (S7, S8, S9);
d) establishing a first electrical connection wherein the switches S2, S5, and S8 are connected, and switches S1, S3; S4, S6; S7, S9 are open;
e) establishing a second electrical connection wherein the switches S1, S3; S4, S6; S7, S9 are connected, the switches S2, S5, and S8 are open;
wherein
the switching between the first to the second electrical connection establishing a one-parallel winding connection; and
the switching between the second to the first electrical connection establishing a two-parallel winding connection;
effects a smooth transition in the motor (30) from a high torque-low speed drive to a low torque-high speed drive without jerking.

17. The method as claimed in claim 18, wherein the one-parallel winding connection maintains the motor (30) in a state of high torque and low speed drive.

18. The method as claimed in claim 18, wherein the two-parallel winding connection maintains the motor (30) in high speed and low torque drive.