DESC:PROTECTION SYSTEM FOR POWERTRAIN UNIT OF AN ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421001999 filed on 11/01/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to an electric vehicle. Particularly, the present disclosure relates to a powertrain unit of an electric vehicle. Furthermore, the present disclosure relates to a protection system of powertrain unit of an electric vehicle.
BACKGROUND
Recently, there has been a rapid development in electric vehicles because of their ability to resolve pollution-related problems and serve as a clean mode of transportation. The electric vehicles include a power pack, and/or combination of electric cells for storing electricity required for the propulsion of the vehicles. The electrical power stored in the battery pack of the electric vehicle is supplied to the traction motor for moving the electric vehicle forming the powertrain of the electric vehicle.
Generally, in the electric vehicles, a DC link connects the inverter and battery which stabilizes the voltage and enables the efficient energy transfer. Also, the DC link helps to smooth the voltage fluctuations and maintain a stable power supply within the powertrain unit from power electronics, ensuring consistent operation of the motor. Moreover, the DC link supports regenerative braking by managing bidirectional power flow. Meanwhile, during system shutdowns, fault conditions, or maintenance activities, the DC link capacitor needs to discharge to ensure safety and prevent electrical hazards. When the powertrain is turned off, the capacitor retains residual high voltage stored, which may risk to service personnel or damage sensitive components. Also, the DC link discharging is also crucial during emergency stops or fault scenarios, where the stored energy must be safely dissipated to avoid system instability or overvoltage conditions. However, current DC link discharge techniques, such as transistor-based methods, face several limitations in electric vehicle applications. During operation, the energy is stored at a single point and creates a hotspot which may leads to energy inefficiency and increased thermal management requirements for the dissipation technique. Moreover, the resistive elements or power transistors used in the systems are subject to high thermal stress which reduces the lifespan and reliability, especially in high-power scenarios. Additionally, the current methods often result in slower discharge times, which may delay system shutdown and conflict with safety regulations that mandate rapid voltage reduction. Also. The electromagnetic interference (EMI) may arise due to rapid switching in transistor-based designs, potentially affecting other sensitive vehicle systems. Furthermore, as EV powertrains become more compact and energy-dense, integrating the other efficient discharge components without compromising space and weight constraints becomes challenging.
Therefore, there is a need to provide an improved protection system for powertrain unit to overcome the one or more problems as set forth above.
SUMMARY
An object of the present disclosure is to provide a powertrain unit of an electric vehicle.
Another object of the present disclosure is to provide a protection system of a powertrain unit of an electric vehicle.
In accordance with an embodiment, there is provided a powertrain unit of an electric vehicle. The powertrain unit comprises a motor and a traction inverter. The traction inverter comprises a DC link, a power pack comprising a battery management system, a synchronous DC-DC converter and a control unit. The control unit is configured to discharge the DC link using the synchronous DC-DC converter, when the battery management system enters into a fault mode.
The present disclosure provides a powertrain unit of an electric vehicle. The powertrain unit as disclosed by present disclosure is advantageous in terms of safety, efficiency, and reliability of the vehicle. Beneficially, the powertrain unit ensures that excess energy is safely dissipated, thereby preventing the potential damage to the system and enhances the fault tolerance. Beneficially, the powertrain unit provides an additional pathway for energy dissipation, which further improves reliability and balanced out the excessive energy. Furthermore, the simultaneous operation of the powertrain unit and additional system allows for more efficient energy management during fault conditions. Additionally, the powertrain unit provides precise regulation of energy dissipation, thereby optimizing the overall powertrain performance. Beneficially, the powertrain unit operations enhances the safety by allowing the control unit to terminate the dissipation if the temperature exceeds a threshold which significantly protects the system from overheating.
In accordance with another embodiment, there is provided a protection system of powertrain unit of an electric vehicle. The protection system comprises a synchronous DC-DC converter and a control unit. The control unit is configured to discharge the DC link using the synchronous DC-DC converter, when the battery management system enters into a fault mode.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a block diagram of a powertrain unit of an electric vehicle, in accordance with an aspect of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a powertrain unit of an electric vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “electric vehicle”, “EV”, and “EVs” are used interchangeably and refer to any vehicle having stored electrical energy, including the vehicle capable of being charged from an external electrical power source. This may include vehicles having batteries which are exclusively charged from an external power source, as well as hybrid-vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the ‘electric vehicle’ as used herein includes electric two-wheeler, electric three-wheeler, electric four-wheeler, electric pickup trucks, electric trucks and so forth.
As used herein, the term “powertrain unit” refers to the assembly of components responsible for generating and transmitting power to the vehicle’s drivetrain. The powertrain includes an electric motor, power electronics, transmission, and associated systems that convert the electrical energy stored in the battery pack into mechanical energy for propulsion of the vehicle.
As used herein, the terms “motor” refers to a device configured to convert electrical energy into mechanical energy, typically through electromagnetic interactions, to produce rotational or linear motion for driving a load. The motor comprises a rotor, which is the movable component, and a stator, which is the stationary component that generates the electromagnetic field to induce motion in the rotor. The motor may include additional components such as windings, magnetic materials, or control circuitry to facilitate efficient energy conversion and operation.
As used herein, the term “traction inverter” refers to an electrical device configured to convert direct current (DC) from a power source, such as a battery, into alternating current (AC) to drive an electric motor in a vehicle. The traction inverter is the critical component in electric and hybrid vehicle powertrains, enabling precise control of the motor's speed, torque, and direction.
As used herein, the term “DC link” refers to an intermediate circuit in an electric power system, typically used in power conversion devices such as inverters, rectifiers, or DC-DC converters. The DC link typically comprises capacitors, inductors, or both, and serves as a reservoir for electrical energy in the form of direct current (DC). The function of the DC link is to stabilize the DC voltage by smoothing fluctuations caused by load variations or power source inconsistencies.
As used herein, the term “power pack” and “battery pack” are used interchangeably and refer to an integrated assembly within an electric vehicle that serves as the primary energy source for the vehicle's powertrain and auxiliary systems. The power pack typically comprises a battery module, which includes multiple interconnected battery cells, and is managed by a Battery Management System (BMS) to ensure safe and efficient operation. The power pack is designed to store and supply electrical energy, providing a stable DC voltage output for driving the vehicle's motor and powering other components.
As used herein, the term “battery management system” refers to an electronic control system designed to monitor, manage, and regulate the performance of an energy storage system, typically comprised of multiple battery cells or modules. The BMS is responsible for ensuring the safe and efficient operation of the battery pack by monitoring key parameters such as voltage, current, temperature, and state of charge (SOC). Additionally, the BMS provides protection by controlling charging and discharging processes, detecting and responding to faults, balancing cell performance, and managing thermal conditions. The system may also include communication interfaces to provide real-time data and control signals for system optimization and fault recovery.
As used herein, the term “synchronous DC-DC converter” refers to a type of power electronics circuit designed to efficiently convert a direct current (DC) voltage from one level to another using synchronous switching techniques. Unlike traditional DC-DC converters that rely on diodes for current flow during the off-state of the main switching element, a synchronous DC-DC converter employs active switching devices, such as MOSFETs or IGBTs, for both the primary and secondary switching operations. The synchronous DC-DC converter typically includes a pair of switches, gate drivers, and associated control circuitry to regulate voltage and current precisely.
As used herein, the term “control unit” refers to a central processing entity for the powertrain responsible for executing control strategies, processing data from sensors, and making real-time decisions to ensure optimal performance and safety. The control unit includes, but is not limited to, a microprocessor, a micro-controller, a complex instruction set computing (CISC) microprocessor, a reduced instruction set (RISC) microprocessor, a very long instruction word (VLIW) microprocessor, or any other type of processing circuit. Furthermore, the term “processor” may refer to one or more individual processors, processing devices and various elements associated with a processing device that may be shared by other processing devices. Furthermore, the control unit may comprise ARM Cortex-M series processors, such as the Cortex-M4 or Cortex-M7, or any similar processor designed to handle real-time tasks with high performance and low power consumption. Furthermore, the control unit may comprise custom and/or proprietary processors.
As used herein, the term “fault mode” refers to a specific operating condition in a system where one or more components deviate from their normal functionality due to a malfunction, failure, or external anomaly. In the electric vehicle powertrain, the fault mode is typically triggered by events such as overvoltage, undervoltage, short circuits, overheating, or communication errors within critical components like the battery management system, motor, inverter, or DC link.
As used herein, the term “brake resistor” refers to a passive electrical component used in powertrain systems, particularly in electric vehicles, to dissipate excess electrical energy in the form of heat. The brake resistor is typically employed to manage regenerative braking energy or to provide a path for energy dissipation when the system needs to reduce the voltage across components such as the DC link or motor.
As used herein, the term “pair of switches” and “switches” are used interchangeably and refer to two electronically controlled switching devices used in electrical circuits to regulate the flow of current. The pair of switches are typically employed in power conversion systems such as DC-DC or DC-AC converters to control the conduction path of electrical energy. The pair of switches operate in tandem, either simultaneously or sequentially, to alternately connect or disconnect various parts of the circuit, enabling the desired voltage or current regulation. The pair of switches may be a MOSFETs or IGBTs.
As used herein, the term “at least one gate driver” and “gate driver” are used interchangeably and refer to an electronic component or circuit that is responsible for controlling the switching behaviour of transistors or switches, such as MOSFETs or IGBTs, within power electronic systems. The gate driver acts as an intermediary between the low-power control signals, typically generated by a microcontroller or control unit, and the high-power switching devices. The primary function of the at least one gate driver is to provide the appropriate voltage and current to the gate terminals of the transistors, ensuring that the switches are turned on or off efficiently and within the required time frame.
As used herein, the term “pulse-width modulation” and “PWM” are used interchangeably and refer to a technique used to control the amount of power delivered to a load by varying the width of the pulses in a pulse train while keeping the frequency constant. Essentially, the PWM involves switching the power supply on and off at a fast rate, with the "on" duration (pulse width) varying relative to the "off" duration. The ratio of the "on" time to the total period of the pulse is referred to as the duty cycle, typically expressed as a percentage.
As used herein, the term “ohmic region” refers to a specific operating condition of a semiconductor device, such as a transistor or switch, where the device behaves like a resistor, and the current flowing through the switches is directly proportional to the applied voltage, following Ohm’s law.
Figure 1, in accordance with an embodiment describes a powertrain unit 100 of an electric vehicle. The powertrain unit 100 comprises a motor 102 and a traction inverter 104. The traction inverter 104 comprises a DC link 106, a power pack 108 comprising a battery management system 110, a synchronous DC-DC converter 112 and a control unit 114. The control unit 114 is configured to discharge the DC link 106 using the synchronous DC-DC converter 112, when the battery management system 110 enters into a fault mode.
The present disclosure discloses the powertrain unit 100 of an electric vehicle. The powertrain unit 100 as disclosed by present disclosure is advantageous in terms of providing an enhanced performance, safety, and reliability for the electric vehicle. Beneficially, the DC link 106 using the synchronous DC-DC converter 112 provides an effective safety measure also prevents the voltage surge and potential damage to other components. Furthermore, by redirecting the stored energy from the DC link 106, the powertrain unit 100 significantly mitigates the risk of faults in the powertrain, thereby ensures the protection of sensitive parts, such as the motor 102 and traction inverter 104 from damage. Additionally, the incorporation of a brake resistor 116 alongside the synchronous DC-DC converter 112 significantly helps to accelerate the dissipation of energy stored in the DC link 106, which further improves the overall fault tolerance of the powertrain unit 100 and optimizing the energy management during emergencies. Furthermore, the pair of switches 118 and the variable at least one gate driver 120 within the synchronous DC-DC converter 112 advantageously provides greater precision in managing energy dissipation. Furthermore, the control unit 114 as disclosed by present disclosure has an ability to operate the pair of switches 118 in a dissipative mode via the at least one gate driver 120 which beneficially ensures that the energy stored in the DC link 106 is safely and efficiently released without damaging other components. Beneficially, the precise control due to the DC link 106 and the pair of switches 118 further enhances the safety of the powertrain unit 100, especially in situations where the energy stored in the DC link 106 may otherwise result in hazardous conditions. Beneficially, the powertrain unit 100 offers a more robust, reliable, and safe powertrain design that contributes to the overall performance and durability of the electric vehicle.
In an embodiment, the control unit 114 is configured to discharge the DC link 106 using a brake resistor 116. The brake resistor 116 is integrated into the powertrain unit 100 to provide a direct path for the energy stored in the DC link 106 to be safely dissipated as heat. When the battery management system 110 detects a fault mode such as a malfunction or failure of the power pack 108 or powertrain components, the control unit 114 may be triggered to activate the brake resistor 116. Beneficially, by discharging the DC link 106 through the brake resistor 116, the control unit 114 ensures that the stored electrical energy does not pose a threat to the system. Furthermore, the energy in the DC link 106 is redirected to the brake resistor 116, where the energy converted into the heat and the heat is safely dissipated.
In an embodiment, the control unit 114 is configured to discharge the DC link 106 using the synchronous DC-DC converter 112 and the brake resistor 116, simultaneously. The synchronous DC-DC converter 112 is a power conversion device that transfers electrical energy from the DC link 106 to the power pack 108 or other components, depending on the operational requirements of the powertrain. Moreover, the control unit 114 operates the synchronous DC-DC converter 112 in such a way that the synchronous DC-DC converter 112 actively discharges the stored energy in the DC link 106, thereby reducing the voltage across the DC link and preventing overvoltage conditions. Simultaneously, the brake resistor 116 is engaged as an additional dissipative element to accelerate the energy dissipation process. The brake resistor 116 may absorbs the excess energy by converting the energy into heat. The control unit 114 manages the coordination between the synchronous DC-DC converter 112 and the brake resistor 116, ensures both the synchronous DC-DC converter 112 and the brake resistor 116 operate together efficiently to discharge the energy from the DC link 106. Beneficially, the synchronous DC-DC converter 112 and the brake resistor 116 enhances the rate of energy dissipation, providing a more robust fault protection system.
In an embodiment, the synchronous DC-DC converter 112 comprises a pair of switches 118 and at least one gate driver 120, and wherein the control unit 114 operates the pair of switches 118 as dissipative elements via the at least one gate driver 120 to dissipate the energy stored in the DC link 106. When the fault mode may be detected by the battery management system 110, the control unit 114 activates the at least one gate driver 120 to switch on or switch off the pair of switches 118 into a mode where the pair of switches 118 acts as dissipative elements. Beneficially, during fault mode, the pair of switches 118 allows the stored energy to dissipate in a controlled manner, thereby preventing overvoltage conditions and protecting the overall powertrain from damage. Additionally, the controlled energy dissipation process helps to avoid overheating and other potential hazards during the fault event.
In an embodiment, the control unit 114 is configured to employ a pulse-width modulation (PWM) to regulate the operation of the pair of switches 118 in the synchronous DC-DC converter 112. The use of PWM allows for precise control over the switching behaviour of the pair of switches 118, which are responsible for dissipating energy stored in the DC link 106. The duty cycle of the PWM signal determines how long each switch remains in the "on" state during a switching cycle which directly controls the rate at which energy is dissipated. Beneficially, by adjusting the pulse width, the control unit 114 may be able to manage the amount of energy that flows through the pair of switches 118, and optimizing the energy dissipation process, thereby preventing overvoltage or overcurrent conditions in the powertrain unit 100.
In an embodiment, the at least one gate driver 120 is a variable voltage gate driver. The variable voltage gate driver provides the flexibility to modulate the voltage level based on real-time operational conditions, such as the amount of energy stored in the DC link 106 and the temperature of the pair of switches 118.
In an embodiment, the control unit 114 is configured to operate the pair of switches 118 in ohmic region via the at least one gate driver 120 to dissipate the energy stored in the DC link 106. In the ohmic region, the pair of switches 118 acts as the resistive elements in which the pair of switches 118 allows current to flow with minimal impedance, resulting in controlled energy dissipation as heat. When the battery management system 110 detects a fault mode, the control unit 114 takes over the responsibility of discharging the DC link 106 to avoid overvoltage conditions that may damage sensitive components such as the motor 102 or the traction inverter 104. To achieve the above conditions, the control unit 114 applies a suitable gate drive signal through the at least one gate driver 120 to switch the pair of switches 118 into the ohmic region. Beneficially, with the help of the pair of switches 118 operates in ohmic region, the powertrain unit 100 effectively dissipate the energy without damaging the other components.
In an embodiment, the control unit 114 is configured to dynamically adjust switching frequency of the pair of switches 118 via the at least one gate driver 120 to optimize dissipation of the energy stored in the DC link 106. In a condition when the fault occurs in the battery management system 110, or when other factors require rapid discharge of energy from the DC link 106, the control unit 114 monitors real-time conditions and adjusts the switching frequency based on the fault conditions. By varying the switching frequency, the control unit 114 optimizes the rate of energy release from the DC link 106, ensuring that the energy is dissipated efficiently and safely. Beneficially, the dynamic adjustment of the switching frequency enables the powertrain unit 100 to respond to varying fault conditions in real-time and provides the enhanced safety and reliability under dynamic operating conditions.
In an embodiment, the control unit 114 is configured to monitor temperature of the pair of switches 118 during the dissipation of the energy stored in the DC link 106. If the temperature of the pair of switches 118 exceeds the predefined threshold indicates that the components are at risk of overheating so that the control unit 114 may take corrective actions to prevent damage. The corrective actions by the control unit 114 may include adjusting the switching frequency, modulating the duty cycle of the pulse-width modulation signal, or even temporarily ceasing the dissipation process to allow the pair of switches 118 to cool down.
In an embodiment, the protection system 100 comprises the synchronous DC-DC converter 112 and the control unit 114. The control unit 114 is configured to discharge the DC link 106 using the synchronous DC-DC converter 112, when the battery management system 110 enters into the fault mode. Furthermore, the control unit 114 is configured to discharge the DC link 106 using the brake resistor 116. Furthermore, the control unit 114 is configured to discharge the DC link 106 using the synchronous DC-DC converter 112 and the brake resistor 116, simultaneously. Furthermore, the synchronous DC-DC converter 112 comprises the pair of switches 118 and the at least one gate driver 120, and wherein the control unit 114 operates the pair of switches 118 as dissipative elements via the at least one gate driver 120 to dissipate the energy stored in the DC link 106. Furthermore, the control unit 114 is configured to employ the pulse-width modulation (PWM) to regulate the operation of the pair of switches 118 in the synchronous DC-DC converter 112. Furthermore, the at least one gate driver 120 is the variable voltage gate driver. Furthermore, the control unit 114 is configured to operate the pair of switches 118 in ohmic region via the at least one gate driver 120 to dissipate the energy stored in the DC link 106. Furthermore, the control unit 114 is configured to dynamically adjust switching frequency of the pair of switches 118 via the at least one gate driver 120 to optimize dissipation of the energy stored in the DC link 106. Furthermore, the control unit 114 is configured to monitor temperature of the pair of switches 118 during the dissipation of the energy stored in the DC link 106.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art
,CLAIMS:We Claim:
1. A powertrain unit (100) of an electric vehicle, wherein the powertrain unit (100) comprises:
- a motor (102) and a traction inverter (104), wherein the traction inverter (104) comprises a DC link (106);
- a power pack (108) comprising a battery management system (110);
- a synchronous DC-DC converter (112); and
- a control unit (114),
wherein the control unit (114) is configured to discharge the DC link (106) using the synchronous DC-DC converter (112), when the battery management system (110) enters into a fault mode.
2. The powertrain unit (100) as claimed in claim 1, wherein the control unit (114) is configured to discharge the DC link (106) using a brake resistor (116).
3. The powertrain unit (100) as claimed in claim 2, wherein the control unit (114) is configured to discharge the DC link (106) using the synchronous DC-DC converter (112) and the brake resistor (116), simultaneously.
4. The powertrain unit (100) as claimed in claim 1, wherein the synchronous DC-DC converter (112) comprises a pair of switches (118) and at least one gate driver (120), and wherein the control unit (114) operates the pair of switches (118) as dissipative elements via the at least one gate driver (120) to dissipate the energy stored in the DC link (106).
5. The powertrain unit (100) as claimed in claim 4, wherein the control unit (114) is configured to employ pulse-width modulation to regulate the operation of the pair of switches (118) in the synchronous DC-DC converter (112).
6. The powertrain unit (100) as claimed in claim 4, wherein the at least one gate driver (120) is a variable voltage gate driver.
7. The powertrain unit (100) as claimed in claim 4, wherein the control unit (114) is configured to operate the pair of switches (118) in ohmic region via the at least one gate driver (120) to dissipate the energy stored in the DC link (106).
8. The powertrain unit (100) as claimed in claim 4, wherein the control unit (114) is configured to dynamically adjust switching frequency of the pair of switches (118) via the at least one gate driver (120) to optimize dissipation of the energy stored in the DC link (106).
9. The powertrain unit (100) as claimed in claim 4, wherein the control unit (114) is configured to monitor temperature of the pair of switches (118) during the dissipation of the energy stored in the DC link (106).
10. The powertrain unit (100) as claimed in claim 9, wherein the control unit (114) is configured to terminate the dissipation of the energy stored in the DC link (106) if the monitored temperature of the pair of switches (118) exceeds a threshold value.
11. A protection system of powertrain unit (100) of an electric vehicle, wherein the protection system (100) comprises:
-a synchronous DC-DC converter (112); and
- a control unit (114),
wherein the control unit (114) is configured to discharge the DC link (106) using the synchronous DC-DC converter (112), when the battery management system (110) enters into a fault mode.