FORM2
THE PATENTS ACT 1970
39 OF 1970
&
THE PATENT RULES 2003
COMPLETESPECIFICATION
(SEE SECTIONS 10 & RULE 13)
1. TITLEOF THE INVENTION
“AN INTEGRATED POWERTRAIN FOR A VEHICLE”

2. APPLICANTS (S)
(a) Name:
(b) Nationality:
(c) Address:

Varroc Engineering Limited
Indian
L-4, Industrial Area,
Waluj MIDC, Aurangabad-431136,
Maharashtra, India

3. PREAMBLETOTHEDESCRIPTION
COMPLETESPECIFICATION
The following specification particularly describes the invention and the manner in which it is to be performed.

CROSS-REFERENCE TO RELATED APPLICATIONS AND PRIORITY
The present application claims priority from the Indian provisional patent application number 202421001865, filed on 10th day of January 2024, incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure relates to the field of an integrated powertrain for a vehicle and, in particular, relates to the integrated powertrain of an on-board charger (OBC), an auxiliary power module (APM), and a traction inverter.
BACKGROUND
A typical electric vehicle (EV) powertrain contains three key components including an on-board charger, an auxiliary power module, and a traction inverter. The on-board charger is configured to draw power from an external DC or AC output to charge a traction battery. Further, the charging process may happen at a charging station or user’s household during stand still condition of the vehicle. Furthermore, the traction inverter is configured to draw power from the traction battery and supply to the traction motor during running condition of the vehicle. Moreover, the traction motor powers the wheels in order to run the vehicle.
Additionally, the auxiliary power module of the EV is configured to draw power from the traction battery to charge the auxiliary battery. Further, the auxiliary battery is configured to supply power to the auxiliary loads in the vehicle, including lighting, sensors, dashboard, and other electronic components. Therefore, the use of the on-board charger and the auxiliary power module is well versed in the field of EVs.
In the existing vehicles, the components including the on-board charger, the auxiliary power module, and the traction inverter are physically located at different places. Further, the components are connected via copper wires with each other which adds weight and cost of the EVs. The performance requirements and power levels of the

EVs are increasing with time. The additional copper weight becomes a significant bottleneck for increasing the power levels. Also, the large number of copper wire increases overall complexity of the powertrain system. Such complexity causes problems in processes like assembly, repairing, and maintenance. Therefore, the components are required to be electrically connected. Presently, there is no attempt made to address this issue.
In light of the foregoing discussion, there exists a need for an improved integrated powertrain for a vehicle which can address at least one of the above-mentioned requirements.
SUMMARY
In example aspect, an integrated powertrain for a vehicle may include a traction inverter, and an on-board charger (OBC). Further, at least two switching elements of the traction inverter may be shared with the OBC. Furthermore, the integrated powertrain for the vehicle may include an auxiliary power module (APM). Further, at least two switching elements of the traction inverter may be shared with the APM.
In an embodiment, the integrated powertrain for the vehicle may include at least one traction motor. Further, the at least one traction motor may be powered from the at least two shared switching elements of the traction inverter.
In another embodiment, the at least two shared switching elements of the traction inverter may be one of the at least two shared switching elements of the traction inverter with the OBC, or the APM, or combination thereof.
In yet another embodiment, the at least two shared switching elements of the traction inverter with the OBC may be configured to charge the traction battery from a DC source.

In yet another embodiment, at least two shared switching elements of the OBC with the traction inverter may be configured to power the traction battery from the DC source.
In yet another embodiment, the at least two shared switching elements of the traction inverter with the APM may be configured to power an auxiliary battery, and an auxiliary loads from a traction battery.
In yet another embodiment, at least two shared switching elements of the APM with the traction inverter may be configured to power the auxiliary battery, and the auxiliary loads from the traction battery.
In yet another embodiment, the OBC may include at least one first inverter, at least one first transformer, and at least one first rectifier. Further, the at least one first rectifier may be configured to share at least two switching elements with the traction inverter or with the APM.
In yet another embodiment, the at least one first transformer may include a first capacitive compensation network on at least one of a primary side, and a secondary side of the at least one first transformer.
In yet another embodiment, the at least one first transformer may include a first disconnector switch connected to at least one of the primary side, and the secondary side of the at least one first transformer.
In yet another embodiment, the APM may include at least one second inverter, at least one second transformer and at least one second rectifier. Further, the at least one second inverter may be configured to share at least two switching elements with the traction inverter or with the OBC.

In yet another embodiment, the at least one second transformer may include a second capacitive compensation network on at least one of a primary side and a secondary side of the at least one second transformer.
In yet another embodiment, the second transformer may include a second disconnector switch connected to at least one of the primary side and the secondary side of the second transformer.
In yet another embodiment, the traction inverter may include at least six switching elements configured to power at least one traction motor having at least three phases.
In yet another embodiment, the integrated powertrain for the vehicle may include a controlled switching element and a reactive element connected between the traction inverter and the at least one traction motor.
In another aspect, a method for operating an integrated powertrain for a vehicle may include controlling a traction inverter to drive at least one traction motor. Further, controlling at least two switching elements of the traction inverter shared with an on-board charger (OBC). Furthermore, controlling at least two switching elements of the traction inverter shared with an auxiliary power module (APM).
In an embodiment, the OBC may include at least one first inverter, at least one first transformer, and at least one first rectifier. Further, the method may include step of operating the at least one first rectifier and the traction inverter. Furthermore, the at least two switching elements of the traction inverter may be shared with the at least one first rectifier.
In another embodiment, the APM may include at least one second inverter, at least one second transformer, and at least one second rectifier. Further, the method may include steps of operating the at least one second inverter and the traction inverter. Furthermore, the at least two switching elements of the traction inverter may be shared with the at least one second inverter.

In yet another embodiment, the method during a running state of the vehicle may include steps of waking-up and initializing the integrated powertrain of the vehicle. Further, initiating switching and applying time shift between at least two switching elements connected to a traction battery. Furthermore, initiating switching and applying time shift between at least two switching elements in the at least one second rectifier. Further, updating time shift and time period between the at least two switching elements connected to the traction battery. Furthermore, updating time shift and time period between the at least two switching elements in the at least one second rectifier. Further, stopping the switching and removing time shift between the at least two switching elements connected to the traction battery. Furthermore, stopping the switching and removing time shift between the at least two switching elements in the at least one second rectifier. Further, going to sleep mode until a command may be received from a vehicle control unit (VCU).
In yet another embodiment, the waking-up and initializing the integrated powertrain of the vehicle may be followed by instructing to charge an auxiliary battery by the VCU.
In yet another embodiment, the initiating switching and applying time shift between the at least two switching elements in the at least one second rectifier may be done to charge the auxiliary battery and supply an auxiliary loads.
In yet another embodiment, the initiating switching and applying time shift between the at least two switching elements connected to the traction battery may be followed by running of the at least one traction motor as per the commanding from the VCU.
In yet another embodiment, the method during a charging state of the vehicle may include steps of waking-up and initializing the integrated powertrain of the vehicle. Further, initiating switching and applying time shift between the at least two switching elements connected to the traction battery. Furthermore, initiating switching and applying time shift between the at least two switching elements in the at least one

second rectifier. Further, initiating switching and applying time shift between the at least two switching elements in the at least one first inverter. Furthermore, updating time shift and time period between the at least two switching elements connected to the traction battery. Further, updating time shift and time period between the at least two switching elements in the at least one second rectifier. Furthermore, updating time shift and time period between the at least two switching elements in the at least one first inverter. Further, stopping the switching and removing the time shift between the at least two switching elements connected to the at least one traction battery. Furthermore, stopping the switching and removing the time shift between the at least two switching elements in the at least one second rectifier. Further, stopping the switching and removing the time shift between the at least two switching elements in the at least one first inverter. Furthermore, going to sleep mode until a command may be received from vehicle control unit (VCU).
In yet another embodiment, command to the VCU to charge the auxiliary battery may be received after the waking-up and initializing the integrated powertrain of the vehicle.
In yet another embodiment, the initiating switching and applying time shift between the at least two switching elements in the at least one second rectifier may be done to charge the auxiliary battery and supply the auxiliary loads.
In yet another embodiment, the initiating switching and applying time shift between the at least two of switching elements in the at least one first inverter may be done to charge the traction battery.
BRIEF DESCRIPTION OF FIGURES
Having thus described the disclosure in general terms, references will now be made to the accompanying figures, wherein:

Figure 1 illustrates an integrated powertrain (100), in accordance with various embodiments of the present disclosure;
Figure 2 illustrates a connection between a traction battery (106), a traction inverter (108), and a traction motor (110) of the integrated powertrain (100), in accordance with various embodiments of the present disclosure;
Figure 3a illustrates a detailed view of an on board charger (OBC) (104), in accordance with various embodiments of the present disclosure;
Figure 3b illustrates a detailed view of at least one first rectifier (104c), in accordance with various embodiments of the present disclosure;
Figure 3c illustrates a detailed view of at least one first transformer (104b), in accordance with various embodiments of the present disclosure;
Figure 4a illustrates a detailed view of an auxiliary power module (APM) (112), in accordance with various embodiments of the present disclosure;
Figure 4b illustrates a detailed view of at least one second inverter (112a), in accordance with various embodiments of the present disclosure;
Figure 4c illustrates a detailed view of at least one second transformer (112b), in accordance with various embodiments of the present disclosure;
Figure 5a illustrates a preferred implementation (100a) of the integrated powertrain (100), in accordance with various embodiments of the present disclosure;
Figure 5b illustrates an implementation (100b) of the integrated powertrain (100), in accordance with various embodiments of the present disclosure;

Figure 5c illustrates an implementation (100c) of the integrated powertrain (100), in accordance with various embodiments of the present disclosure;
Figure 5d illustrates an implementation (100d) of the integrated powertrain (100), in accordance with various embodiments of the present disclosure;
Figure 5e illustrates an implementation (100e) of the integrated powertrain (100), in accordance with various embodiments of the present disclosure;
Figure 5f illustrates an implementation (100f) of the integrated powertrain (100), in accordance with various embodiments of the present disclosure;
Figure 6 illustrates a connection between the traction inverter (108) and the traction motor (110) via a controlled switching elements (116), and reactive elements (118), in accordance with various embodiments of the present disclosure;
Figure 7 illustrates a detailed view of a full bridge inverter (7a), and a half bridge inverter (7b), in accordance with various embodiments of the present disclosure;
Figure 8 illustrates a detailed view of a full bridge rectifier (8a), the half bridge rectifier (8b), the semi-active full bridge rectifier (8c), and the diode full bridge rectifier (8d), in accordance with various embodiments of the present disclosure;
Figure 9 illustrates a method (900) for operating the integrated powertrain (100), in accordance with various embodiments of the present disclosure;
Figure 10 illustrates a method (900) of operation of the integrated powertrain (100) for the vehicle during a running state (1000), in accordance with various embodiments of the present disclosure; and

Figure 11 illustrates a method (900) of operation of the integrated powertrain (100) for the vehicle during a charging state (2000), in accordance with various embodiments of the present disclosure.
It should be noted that the accompanying figures are intended to present illustrations of exemplary embodiments of the present disclosure. These figures are not intended to limit the scope of the present disclosure. It should also be noted that accompanying figures are not necessarily drawn to scale.
DETAILED DESCRIPTION
Reference will now be made in more detail to embodiments, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to like elements throughout the specification. In this regard, the present embodiments may have different forms and should not be construed as being limited to the descriptions set forth herein. Accordingly, the embodiments are merely described below, by referring to the figures, to explain aspects of embodiments of the present description. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. Throughout the present disclosure, the expression "at least one of a, b and c" indicates only a, only b, only c, both a and b, both a and c, both b and c, all of a, b, and c, or variations thereof.
The subject matter of the present disclosure may include various modifications and various embodiments, and example embodiments will be illustrated in the drawings and described in more detail in the detailed description. Effects and features of the subject matter of the present disclosure, and implementation methods therefor will become clear with reference to the embodiments described herein below together with the drawings. The subject matter of the present disclosure may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

Hereinafter, embodiments of the present disclosure will be described in more detail with reference to the accompanying drawings. The same or corresponding elements will be denoted by the same reference numerals, and thus, redundant description thereof will not be repeated.
It will be understood that although the terms "first," "second," etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another.
An expression used in the singular may also encompasses the expression of the plural, unless it has a clearly different meaning in the context.
In the following embodiments, it is to be understood that the terms such as "including," "includes," "having," "comprises," and "comprising," are intended to indicate the existence of the features or elements disclosed in the specification, and are not intended to preclude the possibility that one or more other features or elements may exist or may be added.
In one non-limiting example embodiment, an integrated powertrain (100) for a vehicle is disclosed. Further, the integrated powertrain (100) for the vehicle may include a traction inverter (108), an on-board charger (OBC) (104), and an auxiliary power module (APM) (112). Furthermore, the traction inverter (108) may be provided with at least two switching elements. Further, the at least two switching elements of the traction inverter (108) may be shared with the (OBC) (104). Moreover, the at least two switching elements of the traction inverter (108) may be shared with the APM (112). More specifically, the traction inverter (108) may act as an integrated module between the (OBC) (104) and the APM (112). Additionally, the at least six switching elements of the traction inverter (108) may be connected with at least one of a traction battery (106), and at least one traction motor (110), or a combination thereof.
Now referring to figure 1, the integrated powertrain (100) for the vehicle may be connected to an external power source. Further, the external power source may include

at least one of a DC source (102). Furthermore, the DC source (102) may be connected to the (OBC) (104). Further, the (OBC) (104) may be connected to at least one of the traction battery (106), the APM (112), and the at least one traction motor (110) via the traction inverter (108). Further, the traction battery (106) may be configured to be charged from the DC source (102) supplied by the (OBC) (104). Moreover, the APM (112) may be connected to an auxiliary battery (114). More specifically, the auxiliary battery (114) may be configured to store and supply power to one or more auxiliary components of the vehicle. Alternatively, in newer vehicles, the auxiliary battery (114) may not be present. The function of axillary battery (114) can also be achieved by a low voltage bus. Further, the one or more auxiliary components of the vehicle may include but not limited to starter, alternator, power steering, fuel pump, sunroof, wipers, blowers, radiator, cooling fan, door mirror, door lock, antenna, seat adjusting, power window, sensors, actuators, and exhaust brakes, or any combination thereof.
In one example embodiment, the DC source (102) may indicate at least one of a DC charging port, or a DC output generated by a grid fed rectifier system. Further, the grid fed rectifier system which may be on board or off board of the electric vehicle and it may be at least one of a single phase, or multi-phase depending on power levels of charging. Furthermore, the grid fed rectifier system indicating at least one of a DC charging port, or a DC output may correspond to an external power grid. Moreover, the external power supply may be facilitated by at least one of at a household power point, or a commercial charging station. In one aspect, an AC source may be provided instead of the DC source (102).
Now referring to figure 2, the integrated powertrain (100) may establish a connection between the traction battery (106) and the at least one traction motor (110). Further, the connection between the traction battery (106) and the at least one traction motor (110) may be established through the traction inverter (108). Furthermore, at least six switching elements of the traction inverter (108) may be connected with the traction battery (106). Further, the at least six switching elements of the traction inverter (108) may be connected with the at least one traction motor (110). More specifically, the connection between the traction battery (106) and the at least one traction motor (110)

may be established to drive the vehicle using power stored in the traction battery (106). More specifically, the at least one traction motor (110) may be coupled with a plurality of wheels to drive the vehicle.
In one example embodiment, the traction inverter (108) may be connected to the at least one traction motor (110). Further, the at least one traction motor (110) may be at least one of a three phase, or any multi-phase electrical motor. In one aspect, the traction inverter (108) may be connected to the traction motor (110) with at least one of presence or absence of a disconnecting switch. Additionally, the traction inverter (108) may be connected to the traction battery (106) with at least one of presence or absence of a filter network. Moreover, the traction inverter (108) may be connected to the traction battery (106) with at least one of presence or absence of a disconnecting switch. More particularly, each of the disconnecting switch may be configured to interrupt flow of current using mechanical or electrical means.
Now referring to figure 3a and 3b, the (OBC) (104) may include at least one first inverter (104a), at least one first transformer (104b), and at least one first rectifier (104c). More particularly, the set of the at least one first inverter (104a), the at least one first transformer (104b), and the at least one first rectifier (104c) may be in connection with at least one of the DC source (102), and the traction battery (106). In figure 3b, at least two switching elements of the at least one first rectifier (104c) may be disclosed. Further, the at least two switching elements of the at least one first rectifier (104c) may be in connection with the at least one first transformer (104b) and the traction battery (106). In one aspect, the at least two switching elements of the at least one first rectifier (104c) may be referred to as the at least two switching element of the (OBC) (104). In another aspect, the at least one first rectifier (104c) of the (OBC) (104) may be established as an integrated component of the traction inverter (108). Further, the at least two switching elements of the at least one first rectifier (104c) may be in connection with the traction battery (106) via the traction inverter (108). Furthermore, the at least two switching elements of the at least one first rectifier (104c) may be in connection with the traction battery (106) via the APM (112).

Now referring to figure 3c, the at least one first transformer (104b) of the (OBC) (104) may be provided between the at least one first inverter (104a), and the at least one first rectifier (104c). Further, the at least one first transformer (104b) may be configured to control a voltage input from the at least one first inverter (104a), and transfer power to the at least one first rectifier (104c). Furthermore, the at least one first transformer (104b) may include a first capacitive compensation network (C1, C2). Further, the first capacitive compensation network (C1, C2) may be provided on at least one of a primary side, and a secondary side of the at least one first transformer (104b). Moreover, the at least one first transformer (104b) may include a first disconnector switch (S1). Further, the first disconnector switch (S1) may be connected to at least one of the primary side, and the secondary side of the at least one first transformer (104b).
In one example embodiment, the at least one first transformer (104b) may include at least one of galvanic isolation, and voltage step-up/step-down function, or combination thereof. In one aspect, the at least one first transformer (104b) may be designed with a predetermined value of leakage inductance. Further, the at least one first transformer (104b) may be provided with an additional leakage inductance connected on either side of the at least one first transformer (104b).
In another example embodiment, the first disconnector switch (S1) may include at least one of a mechanical, a semiconductor-based, or any combined means thereof to interrupt flow of current flowing towards the at least one first inverter (104a). In one aspect, the secondary side of the first transformer (104b) may feed the current to the traction inverter (108). Further, the traction inverter (108) may be realized using power semiconductor devices of any family including but not limited to MOSFETs, IGBTs, GaN, SiC FETs, or any combination thereof.
Now referring to figure 4a and 4b, the APM (112) may include at least one second inverter (112a), at least one second transformer (112b), and at least one second rectifier (112c). More particularly, the set of the at least one second inverter (112a), the at least one second transformer (112b), and the at least one second rectifier (112c) may be in

connection with at least one of the traction battery (106), and the auxiliary battery (114). In figure 4b, at least two switching elements of the at least one second inverter (112a) may be disclosed. Further, the at least two switching elements of the at least one second inverter (112a) may be in connection with the traction battery (106). Furthermore, the at least two switching elements of the at least one second inverter (112a) may be in connection with the at least one second transformer (112b). In one aspect, the at least two switching elements of the at least one second inverter (112a) may be referred to as the at least two switching elements of the APM (112). In another aspect, the at least one second inverter (112a) of the APM (112) may be established as an integrated component of the traction inverter (108). Further, the at least two switching elements of the at least one second inverter (112a) may be in connection with the traction battery (106) via the traction inverter (108). Further, the at least two switching elements of the at least one second inverter (112a) may be in connection with the traction battery (106) via the OBC (104).
Now referring to figure 4c, the at least one second transformer (112b) of the APM (112) may be provided between the at least one second inverter (112a), and the at least one second rectifier (112c). Further, the at least one second transformer (112b) may be configured to control a voltage input from the at least one second inverter (112a), and transfer power to the at least one second rectifier (112c). Furthermore, the at least one second transformer (112b) may include a second capacitive compensation network (C3, C4). Further, the second capacitive compensation network (C3, C4) may be provided on at least one of a primary side, and a secondary side of the at least one second transformer (112b). Moreover, the at least one second transformer (112b) may include a second disconnector switch (S2). Further, the second disconnector switch (S2) may be connected to at least one of the primary side, and the secondary side of the at least one second transformer (112b).
In one example embodiment, the at least one second transformer (112b) may include at least one of galvanic isolation, and voltage step-up/step-down function, or combination thereof. In one aspect, the at least one second transformer (112b) may be designed with a predetermined value of leakage inductance. Further, the at least one

second transformer (112b) may include an additional leakage inductance connected on either side of the second transformer (112b).
In another example embodiment, the second disconnector switch (S2) may include at least one of a mechanical, a semiconductor-based, or any combined means thereof to interrupt flow of current flowing towards the at least one second rectifier (112c). Further, the secondary side of the at least one second transformer (112b) may feed to the at least one second rectifier (112c). Furthermore, at least one second rectifier (112c) may be connected to the auxiliary battery (114). More specifically, the at least one second rectifier (112c) may be connected to the auxiliary battery (114) with at least one of presence or absence of a filter network. Further, the at least one second rectifier (112c) may be connected to the auxiliary battery (114) with at least one of presence or absence of an additional disconnector switch.
In one example aspect, the at least one first transformer (104b), and the at least one second transformer (112b) may include a plurality of additional windings. Further, the plurality of additional windings may be provided for matching voltages and turn ratios. Moreover, each of the at least one first transformer (104b), and the at least one second transformer (112b) may transmit electric energy while increasing or decreasing a voltage. Further, each of the at least one first transformer (104b) and the at least one second transformer (112b) may include the predetermined value of leakage inductance in a range of about 0.1% to 25% of magnetizing inductance.
In one example embodiment, the at least one first rectifier (104c) of the (OBC) (104), and the at least one second inverter (112a) of the APM (112) may be integrated to perform function as the traction inverter (108). More specifically, the at least one first rectifier (104c) of the (OBC) (104) may be configured to share at least two switching elements with the traction inverter (108). Further, the at least one second inverter (112a) of the APM (112) may be configured to share at least two switching elements with the traction inverter (108). Moreover, the traction inverter (108) may supply power from the DC source (102) via the at least two switching elements to at least one

of the traction battery (106), the at least one traction motor (110), and the auxiliary battery (114), or any combination thereof.
In preferred implementation, referring to figure 5a, the integrated powertrain (100) for the vehicle may be disclosed. Further, the DC source (102) may be configured to supply power to the at least one first inverter (104a) of the (OBC) (104). Further, the at least one first transformer (104b) of the (OBC) (104) may be configured to supply power to the traction battery (106) via the traction inverter (108). Here, the traction inverter (108) may include but not limited to a first leg (L1), a second leg (L2), and a third leg (L3). Further, each of the first leg (L1), the second leg (L2), and the third leg (L3) may include at least two switching elements. Each of the legs (L1, L2, L3) of the traction inverter (108) may have plurality of switching elements to form different circuit structures, including but not limited to, multi-level circuits. In case of multi¬phase electric motors, the traction inverter (108) may have more number of legs corresponding to the number of phases of the motors. Furthermore, the at least one first transformer (104b) of the (OBC) (104) may be connected to the first leg (L1), and the second leg (L2) of the traction inverter (108). Further, the traction battery (106) may be connected to each of the first leg (L1), the second leg (L2), and the third leg (L3) of the traction invertor. Furthermore, the at least one traction motor (110) may be connected to the each of the first leg (L1), the second leg (L2), and the third leg (L3) of the traction invertor. Additionally, the at least one second transformer (112b) of the APM (112) may be connected to the second leg (L2), and the third leg (L3) of the traction inverter (108).
In most specific example aspect of the preferred embodiment, the first leg (L1), and the second leg (L2) may act as the at least one first rectifier (104c) of the (OBC) (104). Further, the second leg (L2), and the third leg (L3) may act as the at least one second inverter (112a) of the APM (112).
In another specific example aspect of the preferred implementation, the APM (112) may be connected to the at least one traction motor (110) via the second leg (L2) and the third leg (L3) of the traction inverter (108). Further, the (OBC) (104) may be

connected to the at least one traction motor (110) via the first leg (L1) and the second leg (L2) of the traction inverter (108).
In another implementation, referring to figure 5b, the DC source (102) may be configured to supply power to the at least one first inverter (104a) of the (OBC) (104). Further, the at least one first transformer (104b) of the (OBC) (104) may be configured to supply power to the traction battery (106) via the traction inverter (108). Here, an additional fourth leg (L4) may be provided along with the first leg (L1), the second leg (L2), and the third leg (L3) of the traction inverter (108). Further, the additional fourth leg (L4) may include a plurality of switches. Further, the plurality of switches of the additional fourth leg (L4) may be connected to the traction battery (106). Furthermore, the plurality of switches of the fourth leg (L4) may be interfaced with the primary side of the at least one second transformer (112b). More specifically, the plurality of switches of the fourth leg (L4) may be configured to decouple operating frequencies of the traction inverter (108) and the at least one second transformer (112b). Moreover, the at least one first transformer (104b) of the (OBC) (104) may be connected to the first leg (L1), and the second leg (L2) of the traction inverter (108). Further, the traction battery (106) may be connected to each of the first leg (L1), the second leg (L2), and the third leg (L3) of the traction invertor. Furthermore, the traction battery (106) may be connected to the additional fourth leg (L4). Further, the at least one traction motor (110) may be connected to the each of the first leg (L1), the second leg (L2), and the third leg (L3) of the traction invertor. Additionally, the at least one second transformer (112b) of the APM (112) may be connected to the second leg (L2), and the additional fourth leg (L4).
In addition to the present implementation, the APM (112) may be connected to the at least one traction motor (110) via the second leg (L2) of the traction inverter (108). Further, the (OBC) (104) may be connected to the at least one traction motor (110) via the first leg (L1) and the second leg (L2) of the traction inverter (108).
In yet another implementation, referring to figure 5c, the DC source (102) may be configured to supply power to the at least one first inverter (104a) of the (OBC) (104).

Further, the at least one first transformer (104b) of the (OBC) (104) may be configured to supply power to the traction battery (106) via the traction inverter (108). Here, an additional fourth leg (L4) may be provided along with the first leg (L1), the second leg (L2), and the third leg (L3) of the traction inverter (108). Further, the additional fourth leg (L4) may include a plurality of switches. Further, the plurality of switches of the additional fourth leg (L4) may be connected to the traction battery (106). Furthermore, the plurality of switches of the additional fourth leg (L4) may be interfaced with the secondary side of the at least one first transformer (104b). More specifically, the plurality of switches of the additional fourth leg (L4) may be configured to decouple operating frequencies of the traction inverter (108) and the at least one first transformer (104b). Moreover, the at least one first transformer (104b) of the (OBC) (104) may be connected to the additional fourth leg (L4), and the second leg (L2). Further, the traction battery (106) may be connected to each of the first leg (L1), the second leg (L2), and the third leg (L3) of the traction inverter (108). Furthermore, the traction battery (106) may be connected to the additional fourth leg (L4). Further, the at least one traction motor (110) may be connected to the each of the first leg (L1), the second leg (L2) and the third leg (L3) of the traction invertor (108). Moreover, at least one first transformer (104b) of the (OBC) (104) may be connected to the second leg (L2) of the traction inverter (108) and the additional fourth leg (L4). Additionally, the at least one second transformer (112b) of the APM (112) may be connected to the second leg (L2), and the third leg (L3) of the traction inverter (108).
In addition to the present implementation, the APM (112) may be connected to the at least one traction motor (110) via the second leg (L2) and the third leg (L3) of the traction inverter (108). Further, the (OBC) (104) may be connected to the at least one traction motor (110) via the second leg (L2).
In yet another implementation, referring to figure 5d, the DC source (102) may be configured to supply power to the at least one first inverter (104a) of the (OBC) (104). Further, the at least one first transformer (104b) of the (OBC) (104) may be configured to supply power to the traction battery (106) via the traction inverter (108). Here, an additional fourth leg (L4) may be provided along with the first leg (L1), the second leg

(L2), and the third leg (L3) of the traction inverter (108). Further, the additional fourth leg (L4) may include a plurality of switches. Further, the plurality of switches of the additional fourth leg (L4) may be connected to the traction battery (106). Furthermore, the plurality of switches of the fourth leg (L4) may be interfaced with the secondary side of the at least one first transformer (104b) and the at least one second transformer (112b). More specifically, the plurality of switches of the fourth leg (L4) may be configured to decouple operating frequencies of the traction inverter (108) and the at least one first transformer (104b). Moreover, the at least one first transformer (104b) of the (OBC) (104) may be connected to the additional fourth leg (L4), and the second leg (L2). Further, the traction battery (106) may be connected to each of the first leg (L1), the second leg (L2), and the third leg (L3) of the traction inverter (108). Furthermore, the traction battery (106) may be connected to the additional fourth leg (L4). Further, the at least one traction motor (110) may be connected to the each of the first leg (L1), the second leg (L2) and the third leg (L3) of the traction invertor (108). Moreover, at least one first transformer (104b) of the (OBC) (104) may be connected to the second leg (L2) of the traction inverter (108) and the additional fourth leg (L4). Additionally, the at least one second transformer (112b) of the APM (112) may be connected to the second leg (L2) of the traction inverter (108), and the additional fourth leg (L4).
In addition to the present implementation, the APM (112) may be connected to the at least one traction motor (110) via the second leg (L2) of the traction inverter (108). Further, the (OBC) (104) may be connected to the at least one traction motor (110) via the second leg (L2).
In yet another implementation, referring to figure 5e, the DC source (102) may be configured to supply power to the at least one first inverter (104a) of the (OBC) (104). Further, the at least one first transformer (104b) of the (OBC) (104) may be configured to supply power to the traction battery (106) via the traction inverter (108). Here, an additional fourth leg (L4) and a fifth leg (L5) may be provided along with the first leg (L1), the second leg (L2), and the third leg (L3) of the traction inverter (108). Further, the additional fourth leg (L4) and the fifth leg (L5) may include a plurality of switches.

Further, the plurality of switches of the additional fourth leg (L4) and the fifth leg (L5) may be connected to the traction battery (106). Furthermore, the plurality of switches of the fourth leg (L4) may be interfaced with the secondary side of the at least one first transformer (104b) and the plurality of switches of the fifth leg (L5) may be interfaced with the secondary side of the at least one second transformer (112b). More specifically, the plurality of switches of the fourth leg (L4) and the (L5) may be configured to decouple operating frequencies of the traction inverter (108) and the at least one first transformer (104b) and the at least one second transformer (112b). Moreover, the at least one first transformer (104b) of the (OBC) (104) may be connected to the additional fourth leg (L4), and the second leg (L2). Further, the traction battery (106) may be connected to each of the first leg (L1), the second leg (L2), and the third leg (L3) of the traction inverter (108). Furthermore, the traction battery (106) may be connected to the additional fourth leg (L4) and the fifth leg (L5). Further, the at least one traction motor (110) may be connected to the each of the first leg (L1), the second leg (L2) and the third leg (L3) of the traction invertor (108). Moreover, at least one first transformer (104b) of the (OBC) (104) may be connected to the second leg (L2) of the traction inverter (108) and the additional fourth leg (L4). Additionally, the at least one second transformer (112b) of the APM (112) may be connected to the second leg (L2) of the traction invertor (108), and the additional fifth leg (L5).
In addition to the present implementation, the APM (112) may be connected to the at least one traction motor (110) via the second leg (L2) of the traction inverter (108). Further, the (OBC) (104) may be connected to the at least one traction motor (110) via the second leg (L2) of the traction inverter (108).
In yet another implementation, referring to figure 5f, the DC source (102) may be configured to supply power to the at least one first inverter (104a) of the (OBC) (104). Further, the at least one first transformer (104b) of the (OBC) (104) may be configured to supply power to the traction battery (106) via the traction inverter (108). Here, an additional fourth leg (L4) may be provided along with the first leg (L1), the second leg (L2), and the third leg (L3) of the traction inverter (108). Further, the additional fourth

leg (L4) may include a plurality of switches. Further, the plurality of switches of the additional fourth leg (L4) may be connected to the traction battery (106). Furthermore, the plurality of switches of the fourth leg (L4) may be interfaced with the secondary side of the at least one first transformer (104b) and the at least one second transformer (112b). More specifically, the plurality of switches of the fourth leg (L4) may be configured to decouple operating frequencies of the traction inverter (108) and the at least one first transformer (104b) and the at least one second transformer (112b). Moreover, the at least one first transformer (104b) of the (OBC) (104) may be connected to the additional fourth leg (L4), and the first leg (L1). Further, the traction battery (106) may be connected to each of the first leg (L1), the second leg (L2), and the third leg (L3) of the traction inverter (108). Furthermore, the traction battery (106) may be connected to the additional fourth leg (L4). Further, the at least one traction motor (110) may be connected to the each of the first leg (L1), the second leg (L2) and the third leg (L3) of the traction invertor (108). Moreover, at least one first transformer (104b) of the (OBC) (104) may be connected to the first leg (L1) of the traction inverter (108) and the additional fourth leg (L4). Additionally, the at least one second transformer (112b) of the APM (112) may be connected to the second leg (L2) of the traction inverter (108), and the additional fourth leg (L4).
In addition to the present implementation, the APM (112) may be connected to the at least one traction motor (110) via the second leg (L2) of the traction inverter (108). Further, the (OBC) (104) may be connected to the at least one traction motor (110) via the first leg (L1) of the traction inverter (108).
In one example embodiment, referring to figures 5a-5f, the traction inverter (108) may include at least six switching elements. Further, the at least six switching elements may be configured to power at least one traction motor (110) having at least three phases. Furthermore, the at least six switching elements of the traction inverter (108) may be provided as at least two switching elements on each of the first leg (L1), the second leg (L2), and the third leg (L3).

In one non-limiting example embodiment, referring to figure 6, the connection between the traction motor (110), the traction inverter (108), and the at least one traction battery (106) may be disclosed. Further, the power from the traction battery (106) to the at least one traction motor (110) may be supplied through the at least six switching elements of the traction inverter (108). In addition to this, a set of a plurality of controlled switching elements (116), and a plurality of reactive elements (118) may be provided between the traction inverter (108) and the traction motor (110).
In another example embodiment, referring to figure 7, the at least one first inverter (104a) of the (OBC) (104) may be configured as at least one of a full bridge inverter (7a), and a half bridge inverter (7b) and the like. In general, the full bridge inverter (7a) is a power electronics device that converts direct current (DC) to alternating current (AC). Further, the full bridge inverter (7a) functions by controlling the conduction of four power switches to produce a sinusoidal AC output. Generally, the half bridge inverter (7b) is a device that converts a direct current (DC) voltage into an alternating current (AC) voltage. Further, the half bridge inverter (7b) is a type of single-phase inverter that's made up of two switching components, two feedback diodes, and two capacitors. Further, the function of the half-bridge inverter is to create an AC output voltage across the load by operating the switches in a complementary way.
In yet another example embodiment, referring to figure 8, the at least one second rectifier (112c) of the APM (112) may be configured as at least one of a full bridge rectifier (8a), a half bridge rectifier (8b), a semi-active full bridge rectifier (8c), and a diode full bridge rectifier (8d) and the like. In general, the full bridge rectifier (8a) uses four diodes in a bridge configuration to convert AC input to DC output. Further, the current flows through the load in the same direction during both half cycles of the AC input. Furthermore, this results in a consistent and higher average DC voltage. Generally, the half bridge rectifier (8b) allows only one half of an AC waveform's cycle to pass through while blocking the other half. Further, this results in a pulsating DC voltage output. In general, the semi-active full bridge rectifier (8c) is a circuit that converts alternating current (AC) to direct current (DC). Further, the semi-active full

bridge rectifier (8c) is made up of four diodes in a bridge configuration that work together to efficiently convert AC to DC. In general, the diode full bridge rectifier (8d) is also known as a bridge rectifier. Further, the diode full bridge rectifier (8d) uses a diode bridge to convert AC to DC. Furthermore, the diode bridge is a circuit of four or more diodes that converts the negative parts of the AC waveform to positive voltage.
In one example embodiment, the at least two switching elements of the traction inverter (108) with the (OBC) (104) may be configured to charge the traction battery (106) from a DC source. In another aspect, the at least two switching elements of the (OBC) (104) with the traction inverter (108) may be configured to power the traction battery (106) from the DC source.
In one another example embodiment, the at least two switching elements of the traction inverter (108) with the APM (112) may be configured to power an auxiliary battery (114), and an auxiliary loads from the traction battery (106). In another aspect, the at least two switching elements of the APM (112) with the traction inverter (108) may be configured to power the auxiliary battery (114), and the auxiliary loads from the traction battery (106).
In one non-limiting example embodiment, a method (900) for operating the integrated powertrain (100) for the vehicle may be disclosed. Further, the method (900) may include a step of controlling (902) the traction inverter (108) to drive the at least one traction motor (110). Further, a step of controlling (904) at least two switching elements of the traction inverter (108) shared with the (OBC) (104) may be performed. Furthermore, the method (900) may include controlling (906) at least two switching elements of the traction inverter (108) shared with the APM (112). In addition to this, the method (900) may include step of operating the at least one first rectifier (104c) of the (OBC) (104) and the traction inverter (108). Further, the at least two switching elements of the traction inverter (108) may be shared with the at least one first rectifier (104c) of the (OBC) (104). Moreover, the method (900) includes steps of operating the at least one second inverter (112a) of the APM (112) and the traction inverter (108).

Further wherein the at least two switching elements of the traction inverter (108) are shared with the at least one second inverter (112a) of the APM (112).
In one non-limiting example embodiment, a method (900) of operation of the integrated powertrain (100) for the vehicle during a running state (1000) of the vehicle may be disclosed. Further, the method (900) includes a step of waking-up and initializing (1002) the integrated powertrain (100) of the vehicle. Further, initiating switching and applying (1004) time shift between at least two switching elements connected to a traction battery (106). Furthermore, initiating switching and applying (1006) time shift between at least two switching elements in the at least one second rectifier (112c). Further, updating (1008) time shift and time period between the at least two switching elements connected to the traction battery (106). Furthermore, updating (1010) time shift and time period between the at least two switching elements in the at least one second rectifier (112c). Further, stopping the switching and removing (1012) time shift between the at least two switching elements connected to the traction battery (106). Furthermore, stopping the switching and removing (1014) time shift between the at least two switching elements in the at least one second rectifier (112c). Moreover, going (1016) to sleep mode until a command is received from a vehicle control unit (VCU).
In one another embodiment for the method (900) during running condition (1000), the waking-up and initializing (1002) the integrated powertrain (100) of the vehicle may be followed by instructing to charge an auxiliary battery (114) by the VCU. Further, the initiating switching and applying (1006) time shift between the at least two switching elements in the at least one second rectifier (112c) may be done to charge the auxiliary battery (114) and supply an auxiliary loads. Additionally, the initiating switching and applying (1004) time shift between the at least two switching elements connected to the traction battery (106) is followed by running of the traction motor (110) as per the commanding from the VCU.
In one non-limiting example embodiment, a method (900) of operation of the integrated powertrain (100) for the vehicle during a charging state (2000) of the vehicle

may be disclosed. Further, the method (900) includes steps of waking-up and initializing (2002) the integrated powertrain (100) of the vehicle. Further, initiating switching and applying (2004) time shift between the at least two switching elements connected to the traction battery (106). Furthermore, initiating switching and applying (2006) time shift between the at least two switching elements in the at least one second rectifier (112c). Further, initiating switching and applying (2008) time shift between the at least two switching elements in the at least one first inverter (104a). Furthermore, updating (2010) time shift and time period between the at least two switching elements connected to the traction battery (106). Further, updating (2012) time shift and time period between the at least two switching elements in the at least one second rectifier (112c). Furthermore, updating (2014) time shift and time period between the at least two switching elements in the at least one first inverter (104a). Further, stopping the switching and removing (2016) the time shift between the at least two switching elements connected to the at least one traction battery (106). Furthermore, stopping the switching and removing (2018) the time shift between the at least two switching elements in the at least one second rectifier (112c). Further, stopping the switching and removing (2020) the time shift between the at least two switching elements in the at least one first inverter (104a). Furthermore, going (2022) to sleep mode until a command is received from vehicle control unit (VCU).
In one another embodiment for the method (900) during charging condition, the command to the VCU to charge the auxiliary battery (114) may be received after the waking-up and initializing (2002) the integrated powertrain (100) of the vehicle. Further, the initiating switching and applying (2006) time shift between the at least two switching elements in the at least one second rectifier (112c) may be done to charge the auxiliary battery (114) and supply the auxiliary loads. Furthermore, the initiating switching and applying (2008) time shift between the at least two of switching elements in the at least one first inverter (104a) may be done to charge the traction battery (106).
Further, the integrated powertrain (100) for the vehicle provides the following technical advantages but are not limited to:

• Reduces overall weight of the vehicle by eliminating separate copper wire connections between components, since the traction inverter shares switching elements with both OBC and APM.
• Decreases manufacturing costs by using shared switching elements instead of separate components for each function.
• Simplifies assembly, repair and maintenance by integrating multiple powertrain components through shared switching elements rather than having physically separated components.
• Improves space utilization in the vehicle by combining functionalities into an integrated powertrain system rather than having separate physical locations for components.
• Reduces complexity of the overall powertrain system by sharing switching elements between the traction inverter, OBC and APM instead of having independent switching elements.
• Provides smooth transitions between different operating modes (charging state and running state) through controlled switching and time shift management between shared switching elements.
• Allows optimization of power delivery to auxiliary loads and traction motor by coordinating the shared switching elements through the integrated control system.
• Enables independent control of auxiliary battery charging and traction battery charging through selective activation of shared switching elements.

• Improves reliability by reducing the total number of switching components while maintaining all required functionalities.
• Reduces electromagnetic interference (EMI) by integrating components and reducing external wiring.
It should be understood that embodiments described herein should be considered in a descriptive sense only and not for purposes of limitation. Descriptions of features or aspects within each embodiment should typically be considered as available for other similar features or aspects in other embodiments. While one or more embodiments have been described with reference to the figures, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the scope of the present disclosure as defined by the following claims, and equivalents thereof.

We Claim:
1. An integrated powertrain (100) for a vehicle, the integrated powertrain (100)
comprising:
a traction inverter (108);
an on-board charger (OBC) (104), wherein at least two switching elements of the traction inverter (108) are shared with the OBC (104); and
an auxiliary power module (APM) (112), wherein at least two switching elements of the traction inverter (108) are shared with the APM (112).
2. The integrated powertrain (100) as claimed in claim 1, further comprising at least one traction motor (110), wherein the at least one traction motor (110) is powered from the at least two shared switching elements of the traction inverter (108).
3. The integrated powertrain (100) as claimed in claim 2, wherein the at least two shared switching elements of the traction inverter (108) are one of the at least two shared switching elements of the traction inverter (108) with the OBC (104), or the APM (112), or combination thereof.
4. The integrated powertrain (100) as claimed in claim 1, wherein the at least two shared switching elements of the traction inverter (108) with the OBC (104) are configured to charge a traction battery (106) from a DC source (102).
5. The integrated powertrain (100) as claimed in claim 4, wherein at least two shared switching elements of the OBC (104) with the traction inverter (108) are configured to power the traction battery (106) from the DC source (102).
6. The integrated powertrain (100) as claimed in claim 1, wherein the at least two shared switching elements of the traction inverter (108) with the APM (112) are

configured to power an auxiliary battery (114), and an auxiliary loads from a traction battery (106).
7. The integrated powertrain (100) as claimed in claim 6, wherein at least two shared switching elements of the APM (112) with the traction inverter (108) are configured to power the auxiliary battery (114), and the auxiliary loads from the traction battery (106).
8. The integrated powertrain (100) as claimed in claim 1, wherein the OBC (104) comprises at least one first inverter (104a), at least one first transformer (104b), and at least one first rectifier (104c), wherein the at least one first rectifier (104c) is configured to share at least two switching elements with the traction inverter (108) or with the APM (112).
9. The integrated powertrain (100) as claimed in claim 8, wherein the at least one first transformer (104b) comprises a first capacitive compensation network (C1, C2) on at least one of a primary side, and a secondary side of the at least one first transformer (104b).
10. The integrated powertrain (100) as claimed in claim 8, wherein the at least one first transformer (104b) comprises a first disconnector switch (S1) connected to at least one of a primary side and a secondary side of the at least one first transformer (104b).
11. The integrated powertrain (100) as claimed in claim 1, wherein the APM (112) comprises at least one second inverter (112a), at least one second transformer (112b) and at least one second rectifier (112c), wherein the at least one second inverter (112a) is configured to share at least two switching elements with the traction inverter (108) or with the OBC (104).
12. The integrated powertrain (100) as claimed in claim 11, wherein the at least one second transformer (112b) comprises a second capacitive compensation network

(C3, C4) on at least one of a primary side and a secondary side of the at least one second transformer (112b).
13. The integrated powertrain (100) as claimed in claim 11, wherein the at least one second transformer (112b) comprises a second disconnector switch (S2) connected to at least one of a primary side and a secondary side of the second transformer (112b).
14. The integrated powertrain (100) as claimed in claim 1, wherein the traction inverter (108) comprises at least six switching elements configured to power a at least one traction motor (110) having at least three phases.
15. The integrated powertrain (100) as claimed in claim 1, further comprising a controlled switching element (116) and a reactive element (118) connected between the traction inverter (108) and a at least one traction motor (110).
16. A method (900) for operating an integrated powertrain (100) for a vehicle, the method (900) comprising:
controlling (902) a traction inverter (108) to drive at least one traction motor (110);
controlling (904) at least two switching elements of the traction inverter (108) shared with an on-board charger (OBC) (104); and
controlling (906) at least two switching elements of the traction inverter (108) shared with an auxiliary power module (APM) (112).
17. The method (900) as claimed in claim 16, wherein the OBC (104) comprises at
least one first inverter (104a), at least one first transformer (104b), and at least
one first rectifier (104c), and the method (900) comprises step of:
operating the at least one first rectifier (104c) and the traction inverter (108), wherein the at least two switching elements of the traction inverter (108) are shared with the at least one first rectifier (104c).

18. The method (900) as claimed in claim 16, wherein the APM (112) comprises at
least one second inverter (112a), at least one second transformer (112b), and at
least one second rectifier (112c), and the method (900) comprises steps of:
operating the at least one second inverter (112a) and the traction inverter (108), wherein the at least two switching elements of the traction inverter (108) are shared with the at least one second inverter (112a).
19. The method (900) as claimed in claim 17 and claim 18, wherein the method (900)
during a running state (1000) of the vehicle comprises steps of:
waking-up and initializing (1002) the integrated powertrain (100) of the vehicle;
initiating switching and applying (1004) time shift between at least two switching elements connected to a traction battery (106);
initiating switching and applying (1006) time shift between at least two switching elements in the at least one second rectifier (112c);
updating (1008) time shift and time period between the at least two switching elements connected to the traction battery (106);
updating (1010) time shift and time period between the at least two switching elements in the at least one second rectifier (112c);
stopping the switching and removing (1012) time shift between the at least two switching elements connected to the traction battery (106);
stopping the switching and removing (1014) time shift between the at least two switching elements in the at least one second rectifier (112c); and
going (1016) to sleep mode until a command is received from a vehicle control unit (VCU).

20. The method (900) as claimed in claim 19, wherein the waking-up and initializing (1002) the integrated powertrain (100) of the vehicle is followed by instructing to charge an auxiliary battery (114) by the VCU.
21. The method (900) as claimed in claim 19, wherein the initiating switching and applying (1006) time shift between the at least two switching elements in the at least one second rectifier (112c) is done to charge an auxiliary battery (114) and supply an auxiliary loads.
22. The method (900) as claimed in claim 19, wherein the initiating switching and applying time shift (1004) between the at least two switching elements connected to the traction battery (106) is followed by running of the at least one traction motor (110) as per the commanding from the VCU.
23. The method (900) as claimed in claim 17 and claim 18, wherein the method (900) during a charging state (2000) of the vehicle comprises steps of:
waking-up and initializing (2002) the integrated powertrain (100) of the vehicle;
initiating switching and applying (2004) time shift between the at least two switching elements connected to a traction battery (106);
initiating switching and applying (2006) time shift between the at least two switching elements in the at least one second rectifier (112c);
initiating switching and applying (2008) time shift between the at least two switching elements in the at least one first inverter (104a);
updating (2010) time shift and time period between the at least two switching elements connected to the traction battery (106);
updating (2012) time shift and time period between the at least two switching elements in the at least one second rectifier (112c);
updating (2014) time shift and time period between the at least two switching elements in the at least one first inverter (104a);

stopping the switching and removing (2016) the time shift between the at least two switching elements connected to the traction battery (106);
stopping the switching and removing (2018) the time shift between the at least two switching elements in the at least one second rectifier (112c);
stopping the switching and removing (2020) the time shift between the at least two switching elements in the at least one first inverter (104a); and
going (2022) to sleep mode until a command is received from vehicle control unit (VCU).
24. The method (900) as claimed in claim 23, wherein command to the VCU to charge an auxiliary battery (114) is received after the waking-up and initializing (2002) the integrated powertrain (100) of the vehicle.
25. The method (900) as claimed in claim 23, wherein the initiating switching and applying (2006) time shift between the at least two switching elements in the at least one second rectifier (112c) is done to charge an auxiliary battery (114), and supply an auxiliary loads.
26. The method (900) as claimed in claim 23, wherein the initiating switching and applying (2008) time shift between the at least two of switching elements in the at least one first inverter (104a) is done to charge the traction battery (106).