DESC:VEHICLE CONTROL UNIT FOR AN ELECTRIC VEHICLE FIELD OF INVENTION: [001] The present invention generally relates to electric vehicle and more particularly relates to a vehicle control unit in the electric vehicle. BACKGROUND AND PRIOR ART AND PROBLEM IN PRIOR ART: [002] The existing techniques have failed to improved configuration of a vehicle control unit. [003] The demand for electric vehicles (EVs) has significantly increased due to their potential for reducing emissions and reliance on fossil fuels. Central to the operation of these vehicles is the Vehicle Control Unit (VCU), which manages the motor's performance, ensuring efficient power conversion and motor control. In particular, the ability to accurately control motor commutation and protect the system from electrical faults is critical to the reliability and performance of electric vehicles. [004] Traditionally, VCUs have employed various methods and components to manage the conversion of Direct Current (DC) power from the battery into Alternating Current (AC) power required by the electric motor. These systems often include inverters and digital control units that work in tandem to achieve precise motor control. However, challenges such as optimizing the power conversion process, ensuring responsive motor control based on driver input, and protecting the system from electrical anomalies like overcurrent and undervoltage conditions remain significant. [005] The present invention relates to a VCU designed to address these challenges. Specifically, the invention introduces a six-step, three-phase voltage source inverter controlled by a Digital Signal Processor (DSP), which converts DC power into AC power for driving the motor. The DSP, configured to generate six commutation pulses based on feedback from Hall sensors embedded in the motor's stator, provides precise motor control, improving the overall efficiency and responsiveness of the EV's propulsion system. [006] The invention further incorporates several features aimed at enhancing the reliability and performance of the VCU. For instance, overcurrent and undervoltage sensing circuitry are integrated to protect the VCU from electrical faults, thereby extending the lifespan of the system. Additionally, a custom-designed Printed Circuit Board (PCB) with thick copper tracks is employed to handle high current loads, ensuring the system operates efficiently under various driving conditions. [007] Moreover, the DSP used in this invention is tailored for high-speed operation, capable of executing instructions at a clock frequency of 60 MHz. This allows for rapid processing of input signals, such as throttle input, enabling real-time adjustments to motor speed. The integration of a display cluster via UART communication further enhances the usability of the VCU, providing the driver with real-time data such as motor speed, odometer readings, and battery voltage. [008] In sum, this invention offers a comprehensive solution for the control and protection of Brushless DC (BLDC) motors in electric vehicles, combining advanced motor control techniques with robust protection mechanisms to ensure reliable and efficient operation. [009] These and other objects and advantages of the present subject matter will be apparent to a person skilled in the art after consideration of the following detailed description taken into consideration with accompanying drawings in which preferred embodiments of the present subject matter are illustrated. BRIEF DESCRIPTION OF THE DRAWINGS [0010] It is to be noted, however, that the appended drawings illustrate only typical embodiments of the present subject matter and are therefore not to be considered for limiting of its scope, for the invention may admit to other equally effective embodiments. The detailed description is described with reference to the accompanying figures. Some embodiments of system or methods or structure in accordance with embodiments of the present subject matter are now described, by way of example, and with reference to the accompanying figures, in which: [0011] Figure 1 illustrates an environment for an implementation of a vehicle computation unit in an electric vehicle, according to an embodiment of the present disclosure; [0012] Figure 2 illustrates a block diagram of the vehicle control unit, according to embodiments of the present invention; [0013] Figure 3 illustrates another block diagram of the vehicle control unit, according to embodiments of the present invention; and [0014] Figure 4 illustrates a process flow of the working of the vehicle control unit, according to embodiments of the present invention. [0015] The figures depict embodiments of the present subject matter for the purposes of illustration only. A person skilled in the art will easily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein. SUMMARY OF THE INVENTION: [0016] In an embodiment, a vehicle control unit (VCU) is disclosed. The VCU includes a six-step, three-phase voltage source inverter configured to convert DC power into AC power for driving a motor and a digital signal processor (DSP) configured to control said inverter, wherein the DSP generates six commutation pulses based on feedback from a plurality of Hall sensors embedded in the stator of the motor. [0017] In an embodiment, the DSP is a TMS320F28027 microprocessor operating at a clock frequency of 60 MHz, wherein the DSP is capable of executing one instruction every 16.66 nanoseconds. [0018] In an embodiment, the DSP is configured to sense throttle input signals and manipulate the six commutation pulses to control the speed of the motor based on the sensed throttle input. [0019] In an embodiment, the VCU includes overcurrent sensing circuitry configured to detect and respond to overcurrent conditions. [0020] In an embodiment, the VCU includes undervoltage sensing circuitry configured to detect and respond to undervoltage conditions, wherein said sensing circuitry is configured to protect the vehicle control unit from overcurrent and undervoltage conditions. [0021] In an embodiment, the VCU includes a display cluster interfaced with the DSP via Universal Asynchronous Receiver/Transmitter (UART) communication, wherein the DSP is configured to transmit real-time operational data, including motor speed, odometer readings, and battery voltage, to the display cluster. [0022] In an embodiment, the VCU includes the custom-made printed circuit board (PCB) including copper tracks with a thickness of 90 microns, configured to carry up to 35A of continuous phase current and up to 70A of peak current for up to 2 minutes under natural cooling conditions. The PCB is designed to operate under normal temperature conditions during high power operation. [0023] In an embodiment, the copper tracks are configured based on the 90-micron copper thickness to optimize the thermal management and electrical performance of the PCB during high current operations. [0024] In an embodiment, the six-step, three-phase voltage source inverter is configured to be driven by the six commutation pulses generated by the DSP to control the switching of inverter transistors, thereby controlling the operation of the motor. [0025] In an embodiment, the Hall sensors provide feedback signals indicative of the rotor position within the motor, and the DSP is configured to use these feedback signals to accurately control the commutation pulses. [0026] In an embodiment, the DSP and the PCB are custom-designed to achieve optimal control and protection of a brushless DC (BLDC) motor within an electric vehicle. DESCRIPTION OF THE PREFERRED EMBODIMENTS: [0027] In the following detailed description of the disclosure, reference is made to the accompanying drawings that show, 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. It should be understood that the various embodiments of the present disclosure are different but not necessarily mutually exclusive. For example, the specific features, structures, and characteristics described herein in connection with one embodiment can be implemented in other embodiments without departing from the spirit and scope of the present disclosure. It should also be understood that the location or arrangement of individual components in each disclosed embodiment may be changed without departing from the spirit and scope of the present disclosure. For this reason, the following detailed description should not be construed as limiting, and the scope of the present disclosure is defined by the scope of claims, and is appropriately determined based on the entire scope equivalent to the contents of the claims. Interpreted. In the drawings, like reference numbers can indicate identical or similar functions in various ways. [0028] While the embodiments of the disclosure are subject to various modifications and alternative forms, specific embodiment thereof have been shown by way of example in the figures and will be described 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 alternative falling within the scope of the disclosure. [0029] The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, system, assembly that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system or device proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or device. [0030] The data processing system includes one or more data processing devices that perform the processes of various embodiments of the present invention. The term “data processing device” or “data processor” is intended to include any data processing device, including, for example, a Central Processing Unit, desktop computer, laptop, information terminals, digital cameras, mobile phones or other devices or components that process data, manage data, and handle data, electrical, magnetic, optical, biological components. It does not matter whether it is implemented in any other way. [0031] The processor accessible memory system includes one or more processor accessible memories configured to store information, described herein. Information necessary to execute the processes of the various embodiments of the present invention. Processor accessible memory system may be a distributed processor accessible memory system including a plurality of processor accessible memories communicatively coupled to data processing system via a plurality of computers and / or devices. On the other hand, the processor accessible memory system need not be a distributed processor accessible memory, and thus is one or more processor accessible memories located in a single data processor or device. [0032] The phrase “processor accessible memory” is intended to include volatile, non-volatile electronic, magnetic, optical or any other processor accessible data storage device, such as, but not limited to, a register, floppy It may be a disk, a hard disk, a Compact Disc, a DVD, a flash memory, a ROM, or a RAM. [0033] The phrase “communicatively connected” is intended to include any type of connection between devices, method, data processors or programs, whether wireless or wired, with which data may be communicated. Furthermore, the phrase “communicatively connected” refers to connections between devices or programs within a single data processor, connections between devices or programs located in different data processors, and data processors. Includes connections between devices that are not deployed. In this regard, although the processor accessible memory system is shown separate from the data processing system, those skilled in the art will understand that the processor accessible memory system may be wholly or partially in the data processing system. It will be appreciated that may be stored in Further in this regard, although the peripheral system and the user interface system are shown separately from the data processing system, those skilled in the art will recognize that one or both of these systems may be used in whole or in part for data processing. It will be appreciated that it may be stored in the system. [0034] Figure 1 demonstrates an environment 100 for implementing a vehicle computing unit (VCU) or herein referred alternatively as a system, in line with an embodiment of the present disclosure. Electric Vehicles (EVs) or battery-powered vehicles—ranging from two-wheelers like scooters and motorbikes to three-wheelers such as auto-rickshaws, and four-wheelers like cars, including Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs)—primarily operate by powering an electric motor using energy from batteries within the EV. Additionally, the EV may be equipped with at least one electrically powered wheel to enable movement. The term ‘wheel’ refers to any ground-contacting component that facilitates the EV’s movement along a path. EV types include Battery Electric Vehicles (BEVs), Hybrid Electric Vehicles (HEVs), and Range Extended Electric Vehicles, though the following paragraphs focus on the components of a Battery Electric Vehicle (BEV). [0035] In construction, an EV 102 typically includes a battery or battery pack 104 housed within a battery casing, along with a Battery Management System (BMS), an onboard charger 106, a Motor Controller Unit (MCU), an electric motor 108, and an electric transmission system 110. The primary functions of these components are explained in the subsequent paragraphs: The battery 104 of the EV 102 (also referred to as an Electric Vehicle Battery (EVB) or traction battery) is rechargeable and serves as the main energy source for the EV 102. The battery 104 is usually charged from the grid via a charging infrastructure (not shown). Charging can be done using Alternating Current (AC) or Direct Current (DC). In the case of AC charging, the onboard charger 106 converts the AC signal to a DC signal, which is then routed to the battery through the BMS. For DC charging, the onboard charger 106 is bypassed, and the current is sent directly to the battery 104 via the BMS. [0036] The battery 104 consists of multiple cells grouped into several modules, ensuring that the temperature difference between cells does not exceed a certain predefined value. The terms "battery," "cell," and "battery cell" may be used interchangeably and can refer to various rechargeable cell types and configurations, including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other battery types/configurations. The term “battery pack” refers to multiple batteries contained within a single or multi-piece structure. These batteries are electrically interconnected to provide the necessary voltage and capacity for the intended application. The Battery Management System (BMS) is an electronic system designed primarily to ensure the safe and efficient operation of the battery 104. The BMS constantly monitors various battery parameters, such as temperature, voltage, and current, and relays this information to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV 102 using various protocols, including the Controller Area Network (CAN) bus protocol, which allows communication between the ECU/MCU and other EV 102 components without a host computer. [0037] The MCU controls the electric motor’s 108 operation based on signals received from the vehicle battery. Its primary functions include starting and stopping the electric motor 108, regulating its speed, enabling the EV 102 to move in reverse, and protecting the motor from premature wear. The electric motor 108 primarily converts electrical energy into mechanical energy, which is then transferred to the EV’s transmission system to enable movement. Additionally, during regenerative braking (when kinetic energy generated during braking or deceleration is converted into potential energy and stored in the EV’s battery), the electric motor 108 also functions as a generator. EVs typically use various types of motors, including DC series motors, Brushless DC motors (BLDC motors), Permanent Magnet Synchronous Motors (PMSM), Three Phase AC Induction Motors, and Switched Reluctance Motors (SRM). [0038] The transmission system 110 in the EV 102 facilitates the transfer of mechanical energy generated by the electric motor 108 to the wheels 112a, 112b of the EV 102. Transmission systems in EVs 102 typically include single-speed and multi-speed (i.e., two-speed) systems. A single-speed transmission system uses a single gear pair to maintain a constant EV 102 speed. In contrast, a multi-speed/two-speed transmission system utilizes a compound planetary gear system with double and single pinion planetary gear sets, resulting in two different gear ratios that provide higher torque and vehicle speed. [0039] In one embodiment, all data related to the EV 102 and/or charging infrastructure may be collected and processed using a remote server (commonly referred to as the cloud). The processed data 308 is then displayed to the rider/driver of the EV 102 via a display unit located on a human machine interface (HMI) 114. In some embodiments, the display unit may be interactive, while in others, it may be non-interactive. [0040] In addition to the hardware components, the EV 102 may also feature software modules with intelligent capabilities, including navigation assistance, hill assistance, cloud connectivity, Over-The-Air (OTA) updates, adaptive display techniques, and more. The EV 102 firmware may incorporate Artificial Intelligence (AI) and Machine Learning (ML) modules that can predict various parameters, such as driver/rider behavior, road conditions, and nearby charging infrastructure 120. Data related to these intelligent features can be shown on the display unit within the HMI 114. In one embodiment, the display unit could feature a Liquid Crystal Display (LCD) screen of a specific size. In another embodiment, it could include a Light-Emitting Diode (LED) screen of a specific size. The display unit is water-resistant and supports multiple User-Interface (UI) designs. The EV 102 is compatible with various frequency bands, including 2G, 3G, 4G, and 5G. Additionally, the EV 102 may also be equipped with wireless technologies such as Bluetooth and Wi-Fi, enabling communication with other EVs or the cloud. [0041] In an alternative embodiment, the system 128 may be located in the remote server or the cloud, without deviating from the scope of the present disclosure. Further details about the construction and operation of system 128 are discussed in the following paragraphs, in conjunction with the Figures, without departing from the scope of the present disclosure. [0042] Figure 2 illustrates a block diagram of the vehicle control unit, according to embodiments of the present invention. Figure 3 illustrates another block diagram of the vehicle control unit, according to embodiments of the present invention. [0043] Referring to Figure 2 and 3, the VCU 204 includes a six-step, 3-phase voltage source inverter driven by six commutation pulses based on the hall sensor feedback. [0044] In an embodiment, the VCU 204 also referred to as a controller board will be realised as a custom made printed circuit board (PCB). [0045] In an embodiment, the VCU 204 includes a six-step, three-phase voltage source inverter 302 configured to convert DC power into AC power for driving the electric motor 108. The VCU 204 includes a digital signal processor (DSP) 304 configured to control the inverter 302. [0046] In an embodiment, the DSP 304 is a TMS320F28027 DSP which provides all of the functions necessary for starting and controlling the speed of the electric motor 108 for instance, a brushless Direct Current electric motor (BLDC). [0047] In an embodiment, the VCU 204 includes a type of inverter called the six-step, three-phase voltage source inverter 302. The inverter's 302 role is to convert the Direct Current (DC) power, which is supplied by the vehicle's battery, into Alternating Current (AC) power. This AC power is necessary to drive the electric motor, which in this case is likely the brushless Direct Current (BLDC) motor. The term six-step refers to the specific method used by the inverter to generate the AC power, involving six distinct steps in the power conversion process. [0048] The DSP 304 which is an advanced type of microcontroller specifically designed to handle complex mathematical operations and real-time processing tasks. In this embodiment, the DSP is responsible for controlling the inverter 302. This means it manages the timing and sequence of the signals sent to the inverter 302, ensuring that the motor receives the correct AC power to function efficiently. [0049] In an example, the DSP 304 is the TMS320F28027, a specific model of DSP. In the example, the DSP 304 is known for its high performance in controlling motors, particularly in automotive applications. It provides all the necessary functions to start the electric motor and control its speed. This includes generating precise control signals based on inputs like throttle position, managing the motor's operation, and adjusting the motor's speed according to the demands of the vehicle. [0050] In an embodiment, the DSP 304 is configured with a clock frequency of 60MHz while being a F28027 microprocessor, which means that the DSP 304 is capable of executing one instruction every 16.66 ns. The clock frequency of 60 MHz corresponds to performance of the DSP as 60 million cycles per second. Further, executing one instruction every 16.66 ns refers to the time it takes for the DSP 304 to process a single instruction. Here, 16.66 nanoseconds (ns) is the duration of one clock cycle at 60 MHz. Thus, the DSP 304 can execute an instruction in each of these cycles, enabling rapid processing of tasks in the EV 102. [0051] In an embodiment, the DSP 304 is configured to sense a feedback signal coming from a Hall sensor 306 embedded in a stator part of the electric motor 108 and generates six gate pulses to control switches associated with the inverter 302. The Hall sensor 306 is a device that detects the position of the rotor (the rotating part) relative to the stator (the stationary part) within the electric motor 108. The DSP 304 uses this feedback to generate six gate pulses. The six gate pulses are signals that control the switching of transistors in the inverter 302. The inverter 302, in turn, manages the flow of electricity to the electric motor 108, dictating its operation (e.g., speed, direction). [0052] In an advantageous aspect, the 60 MHz clock frequency allows the DSP to execute instructions extremely quickly, within 16.66 nanoseconds per instruction. This high-speed processing enables real-time control of the motor, which is crucial for maintaining optimal performance, responsiveness, and efficiency in an electric vehicle. In an advantageous aspect, sensing feedback from the Hall sensor 306 embedded in the electric motor’s 108 stator, the DSP 304 can precisely determine the rotor's position. This allows the DSP 304 to generate accurate gate pulses for controlling the inverter switches. In an advantageous aspect, the precise control ensures that the electric motor 108 operates smoothly and efficiently, reducing energy consumption and enhancing the overall performance of the vehicle. In an advantageous aspect, the combination of fast processing and accurate feedback control helps optimize the electric motor’s 108 operation. It minimizes delays in response to changes in the motor's state, leading to better torque control, smoother acceleration, and efficient power usage. These advantages contribute to the EV 102 ability to deliver a more refined driving experience, with quick acceleration, better handling, and reduced energy wastage. [0053] In an embodiment, the DSP 304 is configured to sense a throttle input and manipulate the six gate pulses to control the speed of the electric motor 108. [0054] In an embodiment, the VCU 204 includes an over-current and under-voltage sensing circuit 308 to protect the VCU 204 in case of over-current and under-voltage. [0055] In an embodiment, the DSP 304 is configured with an interface with the Display cluster using a universal asynchronous receiver/transmitter (UART) communication to display the real-time values (speed of the electric motor 108, odometer readings, battery voltage etc.) useful for the person who is driving the EV 102. [0056] In an embodiment, the VCU 204 is configured in such a way to carry 35A of continuous phase current and 70A of peak current for 2 mins with naturally cooled conditions. [0057] In an embodiment, the VCU 204 includes 90um copper thickness PCB, and all the power tracks are considered based on the 90 um copper thickness to operate the hardware under normal temperature conditions. [0058] In an embodiment, the VCU 204 is a custom made printed circuit board with 90um copper thickness of tracks to carry the high power and currents. [0059] Figure 4 illustrates a process flow of the working of the vehicle control unit, according to embodiments of the present invention. [0060] Referring to Figure 4, the following points provide a steps of the flowchart 400 for the working of the VCU 204, according to an embodiment of the present disclosure. 1. The brushless DC motor is generally driven by a three phase inverter with a six step commutation sequence. In six step commutations, each switching stage lasts for 120 electrical degrees and only two phases conduct current at a time. This means that the third phase is left floating. 2. In brushless DC motors, the converter acts as an electrical commutator for the motor. 3. The inverter semiconductor switches are activated sequentially depending on the position of the rotor. 4. The programmable TMS320F28027 DSP is selected which has a program flash memory of 64kB. 5. The trapezoidal (six-step commutation control scheme) control algorithm is implemented and flashed to the program memory of the DSP. 6. The control algorithm decodes the feedback information coming from the hall sensor and generates the six output pulses for six different sectors. 7. A software interrupt based update in the commutation sector has been used for proper operation of motors. 8. An interrupt is issued by the software using the ePWM4 module according to the speed after each commutation event. The ISR (Interrupt Service Routine) will commutate to the next sector. This means that the change in throttle position will only be updated after completion of the current sector. This helps to eliminate the current shoot occurring during speed transitions in real time. 9. Output PWM is configured to trip at over current and under voltage of the controller hardware feedback. 10. The speed of the motor is calculated based on the time between two commutation pulses. 11. The speed in rpm is again converted to Km/hr and sent to the display via UART communication. 12. External EEPROM is used to store the current odometer reading. The DSP communicates with external EEPROM via I2C communication protocol. At the start of the program (after power recycling), initially DSP gets the odometer information from the EEPROM and shows it to the display cluster then enters the main program. 13. The designed control algorithm can be customised as per the requirement and it can be used with 10 inch, 12 inch and 16 inch BLDC motors used in e2W. [0061] In an object of the present invention, referring to Figure 2 to initialize the display cluster data and display the previous odometer reading, actual battery percentage, Ride Mode to the display cluster before starting the vehicle. [0062] To start and control the Speed and Power of the BLDC motor. [0063] To protect the hardware from simultaneously updating the duty cycle and commutation sector which causes high current flows during state transition. [0064] To display the real time speed, odometer reading, Ride Mode and battery percentage to the display cluster during motoring operation of vehicle. [0065] Referring to Figure 2 illustrates the sequence of the program. Whenever a power supply is applied to the controller, the software initialises the system peripheral (GPIO's, ADC's, ePWM's, I2C, UART, etc.) and runs the start-up initialization sequence. The controller reads the system voltage using ADC (analog to digital converter) and converts it to battery percentage. The voltage range condition (52