DESC:SYSTEM AND METHOD FOR STORING REGENERATIVE ENERGY IN ELECTRIC VEHICLES
CROSS-REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202221069009 filed on 30/11/2022, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to storing regenerative energy in the electric vehicles. Particularly, the present disclosure relates to a system for storing regenerative energy in the electric vehicle. Furthermore, the present disclosure relates to a method of storing regenerative energy in the 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. Generally, electric vehicles include a battery pack, 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. A traction inverter is utilized to convert the energy stored in the battery pack into a suitable form for supplying to the traction motor.
Generally, various safety mechanisms are employed in electric vehicles to prevent different types of electrical and safety-critical failures. The battery management system is one such critical component that plays a pivotal role in the safety of the electric vehicle. The battery management system controls the power supplied from the battery pack to the various components such as the traction motor, traction inverter, and auxiliary power supply. These systems operate on the power received from the battery pack via the battery management system. The battery management system is also critical for the safety and protection of the battery pack. In case of any fault occurrence such as over current, over voltage, over temperature, and so forth, during the operation of the electric vehicle, the primary role of the battery management system is to protect the battery pack.
To ensure the safety of the battery pack, the battery management system isolates the battery from the rest of the systems by cutting off the power supply from the battery pack to the rest of the systems. However, during the operation of the electric vehicle, such instances of power being cut off from all the systems, hampers the functioning of the critical components of the electric vehicle. Moreover, sudden power cut-off from the critical system may render the electric vehicle inoperable instantaneously. Furthermore, such a situation may lead to a dangerous situation on the roads posing accidental risk to the driver/rider of the electric vehicle and/or other vehicles on the road.
Typically, the motor of the electric vehicle produces a back EMF, commonly called regenerative energy, that is conventionally utilized to recharge the battery pack during the operation of the electric vehicle, to extend the range of the electric vehicle. However, since the battery pack is isolated from the rest of the systems including the traction motor and traction inverter, the regenerative energy cannot be harnessed.
Therefore, there exists a need for a mechanism that is capable of storing and utilizing regenerative energy in the electric vehicle during power supply cut-off from the battery pack and overcomes one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a system for storing regenerative energy in an electric vehicle.
Another object of the present disclosure is to provide a method of storing regenerative energy in an electric vehicle.
In accordance with the first aspect of the present disclosure, there is provided a system for storing regenerative energy in an electric vehicle, wherein the system comprises an inverter, a motor, and an inverter control unit. The inverter control unit is configured to detect if a power supply unit of the electric vehicle is cut-off from the inverter, detect a voltage associated with the motor if the power supply unit of the electric vehicle is cut-off from the inverter, control the inverter to convert the voltage associated with the motor into regenerative DC voltage, store the regenerative DC voltage in a DC link capacitor, and simultaneously supply the stored DC voltage to an auxiliary power supply.
The present disclosure provides a system for storing regenerative energy in an electric vehicle. The system as disclosed in the present disclosure is advantageous in terms of maintaining the operation of the critical systems of the electric vehicle in case of the occurrence of any fault leading to isolation of the power supply unit from the inverter and the motor. Advantageously, the system as disclosed in the present disclosure is advantageous in terms of informing the user about the occurrence of a fault with battery management system. Furthermore, the system as disclosed in the present disclosure is advantageous in terms of enabling the user of the vehicle to indicate the problem with the electric vehicle to other drivers on the road. Beneficially, the system is capable of temporarily storing the regenerative energy produced by the motor even when the power supply unit is cut-off from the traction inverter.
In accordance with the second aspect of the present disclosure, there is disclosed a method of storing regenerative energy in an electric vehicle, the method comprises detecting if a power supply unit of the electric vehicle is cut-off from an inverter, detecting a voltage associated with a motor, if the power supply unit of the electric vehicle is cut-off from the inverter, controlling the inverter to convert the voltage associated with the motor into regenerative DC voltage, storing the regenerative DC voltage in a DC link capacitor, and simultaneously supplying the stored DC voltage to an auxiliary power supply.
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 system for storing regenerative energy in an electric vehicle, in accordance with an aspect of the present disclosure.
FIG. 2 illustrates a flow chart of a method of storing regenerative energy in an electric vehicle, in accordance with another 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 recognize that other embodiments for carrying out or practicing 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 system for storing regenerative energy in an electric vehicle and is not intended to represent the only forms that may be developed or utilized. 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 minimized 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, or 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 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 that 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-wheelers, electric three-wheelers, electric four-wheelers, electric pickup trucks, electric trucks, and so forth.
As used herein, the term “traction inverter”, “drive-train unit” and “DTU” are used interchangeably and refer to a component of the powertrain of an electric vehicle that is responsible for converting direct current (DC) from the battery pack of the electric vehicle into alternating current (AC) to power the electric motor that drives the wheels of the electric vehicle. It is to be understood that the traction inverter is utilized in power conversion, motor control, and regenerative braking of the electric vehicle. The traction inverter comprises advanced power electronics to ensure the smooth and efficient operation of the electric vehicle. The traction inverter comprises a plurality of switches that operate for conversion of the power from DC to AC or vice versa.
As used herein, the terms “traction motor”, “electric motor”, “permanent magnet synchronous motor”, and “motor” are used interchangeably and refer to a motor specifically designed and employed for the purpose of propelling a vehicle, such as an electric vehicle. It is to be understood that the traction motors rely on electric power to generate motion and provide the necessary torque to drive the wheels of the electric vehicle. The motor comprises a plurality of permanent magnets in the rotor that produce a magnetic field. The magnetic field produced by the permanent magnets interacts with a magnetic field generated by stator windings resulting in the rotation of the rotor.
As used herein, the terms “power supply unit”, “power source” “battery pack”, “battery”, and “power pack” are used interchangeably and refer to multiple individual battery cells connected to provide a higher combined voltage or capacity than what a single battery can offer. The battery pack is designed to store electrical energy and supply it as needed to various devices or systems. Battery pack, as referred herein may be used for various purposes such as power electric vehicles and other energy storage applications. Furthermore, the battery pack may include additional circuitry, such as a battery management system (BMS), to ensure the safe and efficient charging and discharging of the battery cells. The battery pack comprises a plurality of cell arrays which in turn comprises a plurality of battery cells.
As used herein, the terms “battery management system” and “BMS” are used interchangeably and refer to a component of the electric vehicle that monitors, controls, and optimizes the performance and safety of the power pack. The battery management system performs crucial functions including state of charge estimation and monitoring, state of health monitoring, thermal management, cell balancing, over-voltage and under-voltage protection, safety management, communication and data reporting, and efficiency optimization. The battery management system comprises a microcontroller to perform the processing tasks. The battery management system also controls the power supply to the various electrical systems in the electric vehicle.
As used herein, the terms “DC link capacitor bank”, “DC link capacitor”, “DC bus capacitor”, and “capacitor” are used interchangeably and refer to at least one capacitor that is used to smooth out the fluctuating DC voltage coming from the battery of the electric vehicle before it is converted into AC voltage to power the electric motor. The DC link capacitor bank functions to smooth out the power between the battery of the electric vehicle and the traction inverter, stabilize the DC bus voltage, and act as energy storage for transient loads.
As used herein, the term “gate drivers” refers to electronic components responsible for controlling the switching of Metal Oxide Semiconductor Field Effect Transistor (MOSFET) which forms switches in the traction inverter. It is to be understood that the gate drivers convert the control signal into precise voltage and current pulses required to turn the power electronics switches on and off rapidly. These switches control the flow of electrical current to the electric motor, ultimately determining its speed, torque, and direction of rotation.
As used herein, the term “switches” and “plurality of switch” are used interchangeably and refers to power electronics devices that control the flow of electrical current to the electric motor. The switches are responsible for converting the DC voltage from the DC link capacitor or battery pack into an AC waveform to drive the motor. Beneficially, MOSFETs are used as switches in traction inverter as the MOSFETs have low on-state resistance that helps in reducing power losses and increasing the overall efficiency of the traction inverter.
As used herein, the terms “hazard signal”, “signalling device” and “hazard signalling devices” are used interchangeably and refer to devices that allow drivers to communicate with other road users. They are used to indicate the driver's intentions or problems with the vehicle to other drivers on the road. Signalling devices may comprise visual type, audible type, or a combination thereof. The hazard signal may include turn signals, brake lights, hazard lights, headlights, tail lights, horns, alarms, and so forth.
As used herein, the terms “display interface”, “instrument cluster”, and “display unit” are used interchangeably and refer to a digital display, analog display, or a combination thereof capable of displaying various information related to the vehicle. The display interface also allows the driver to interact with the vehicle's information and entertainment system. The display interface may display information about at least one of: vehicle speed, RPM of the powertrain, fuel level, odometer, navigation maps, audio, and climate control settings, warning messages, and so forth. The display interface may comprise an input mechanism such as a touchscreen. The display interface may be capable of presenting information including text, two-dimensional visual images, and/or three-dimensional visual images. Additionally, the display interface may present information in the form of audio and haptics. The display interface may include but is not limited to, a liquid crystal display (LCD), a light-emitting diode (LED) display, and a plasma display. Alternatively, the display interface may utilize other display technologies.
As used herein, the term “user” refers to a person operating an electric vehicle.
As used herein, the terms “auxiliary power supply” and “DC-DC converter” are used interchangeably and refer to an electronic device that is responsible for converting the high-voltage DC (direct current) power from the electric vehicle's traction battery into lower-voltage DC power that is suitable for powering various auxiliary systems and components within the electric vehicle. The auxiliary systems may include the vehicle's lighting, infotainment system, power outlets, power supply to various control units of the electric vehicle, and so forth. It is to be understood that the DC-DC converter performs voltage conversion by stepping down the high-voltage DC from the traction battery to the appropriate voltage level required by the systems of the electric vehicle.
As used herein, the terms “inverter control unit”, “microcontroller” and ‘processor’ are used interchangeably and refer to a computational element that is operable to respond to and process instructions that operationalize the traction inverter. Optionally, the inverter control unit may be 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 unit. 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 inverter control unit comprises a software module residing in the inverter control unit and executed by the microcontroller to control the operation of the switches of the traction inverter. It is to be understood that the software module may comprise algorithms and control instructions to control the operation of the switches of the traction inverter.
As used herein, the term ‘communicably coupled’ refers to a bi-directional connection between the various components of the system. The bi-directional connection between the various components of the system enables the exchange of data between two or more components of the system. Similarly, the bi-directional connection between the system and other elements/modules enables the exchange of data between the system and the other elements/modules.
As used herein, the term “fault” refers to any fault that is safety critical for the traction inverter, traction motor, or battery pack. The fault may include at least one of: over current, over voltage, over temperature, and so forth.
As used herein, the term “voltage associated with the motor” refers to a voltage that opposes the flow of current in the electric motor and is generated due to the magnetic interaction between the magnets and coils of the motor. It is generally known as back electromotive force or back EMF.
As used herein, the term “vehicle control unit” refers to a controller controlling operations of the various subsystems of the electric vehicle. Optionally, the vehicle control unit may be a microcontroller. The vehicle control unit is communicably coupled with the inverter control unit, battery management system, and other control units for the functioning of the various systems and sub-systems of the electric vehicle. Furthermore, the vehicle control unit is communicably coupled with the display interface of the electric vehicle and controls the information displayed on the display interface.
As used herein, the term “body control unit” refers to a controller for monitoring and controlling the electronic accessories in the electric vehicle. Optionally, the body control unit may be a microcontroller. The body control unit receives instructions from at least one input device or other control units and controls the operation of the electronic accessories and signalling devices in the electric vehicle.
Figure 1, in accordance with an embodiment, describes a system 100 for storing regenerative energy in an electric vehicle, wherein the system 100 comprises an inverter 102, a motor 104, and an inverter control unit 106. The inverter control unit 106 is configured to detect if a power supply unit of the electric vehicle is cut-off from the inverter 102, detect a voltage associated with the motor 104 if the power supply unit of the electric vehicle is cut-off from the inverter 102, control the inverter 102 to convert the voltage associated with the motor 104 into regenerative DC voltage, store the regenerative DC voltage in a DC link capacitor 108, and simultaneously supply the stored DC voltage to an auxiliary power supply 110.
The system 100 is advantageous in terms of maintaining the operation of the critical systems of the electric vehicle in case of the occurrence of any fault leading to the isolation of the power supply unit from the inverter 102 and the motor 104. Advantageously, the system 100 is advantageous in terms of informing the user about the occurrence of a fault with battery management system. Furthermore, the system 100 is advantageous in terms of enabling the user of the electric vehicle to indicate the problem with the electric vehicle to other drivers on the road. Beneficially, the system 100 is capable of temporarily storing the regenerative energy produced by the motor 104 even when the power supply unit is cut-off from the traction inverter 102.
It is to be understood that during the operation of the electric vehicle, when the battery management system cut-off the power supply unit from the traction inverter 102 due to any fault, the voltage associated with the motor 104 is detected by the inverter control unit 106. The inverter control unit 106 controls the operation of the inverter 102 in such a manner that the plurality of switches of the inverter 102 are switched to convert the voltage associated with the motor 104 into regenerative DC voltage. It is to be understood that the voltage associated with the motor 104 is AC voltage and thus cannot be directly utilized by any component of the electric vehicle. It is to be understood that the regenerative DC voltage is stored in the DC link capacitor 108 and is simultaneously supplied to an auxiliary power supply 110.
In an embodiment, the inverter control unit 106 is configured to receive power from the DC link capacitor 108 when the power supply unit of the electric vehicle is cut-off from the inverter 102. It is to be understood that at the instance when the power supply unit of the electric vehicle is cut-off from the inverter 102 the inverter control unit 106 keeps on functioning by receiving power from the DC link capacitor 108. Beneficially, the power received from the DC link capacitor 108 keeps the inverter control unit 106 alive to control the inverter 102 for converting the voltage associated with the motor 104 into regenerative DC voltage which would then be supplied to the auxiliary power supply 110.
In an embodiment, the inverter control unit 106 is configured to control a plurality of gate drivers to control the inverter 102 for storing the regenerative DC voltage in the DC link capacitor 108. It is to be understood that the plurality of gate drivers control the switching pattern of the plurality of switches of the inverter 102 to convert the voltage associated with the motor 104 into regenerative DC voltage and store the regenerative DC voltage in a DC link capacitor 108. Beneficially, the inverter control unit 106 precisely controls the plurality of gate drivers to efficiently and controllably convert the voltage associated with the motor 104 into regenerative DC voltage and store the regenerative DC voltage in a DC link capacitor 108.
In an embodiment, the auxiliary power supply 110 is configured to supply power to at least one of: the inverter control unit 106, a vehicle control unit 112 and a body control unit 114. It is to be understood that during the normal operation of the vehicle, the auxiliary power supply 110 receives power from the power supply unit of the electric vehicle and converts the received power suitably for supplying power to control units including the inverter control unit 106, the vehicle control unit 112 and the body control unit 114. Once the power supply unit of the electric vehicle is cut-off from the inverter 102, the auxiliary power supply 110 also stops receiving power from the power supply unit, thus, the inverter control unit 106, a vehicle control unit 112, and a body control unit 114 also stops receiving power from the auxiliary power supply 110. In such an instance, the inverter control unit 106 keeps on functioning by receiving power from the DC link capacitor 108. Once the regenerative DC voltage is stored in the DC link capacitor 108, it is also simultaneously supplied to the auxiliary power supply 110 which again restores the power supply to the inverter control unit 106, the vehicle control unit 112 and the body control unit 114.
In an embodiment, the inverter control unit 106 is configured to communicate an error message to the vehicle control unit 112 and the body control unit 114, when the power supply unit of the electric vehicle is cut-off from the inverter 102. Beneficially, the error message communicated to the vehicle control unit 112 and the body control unit 114, would enable diagnostic of the fault causing cut-off of the power supply unit of the electric vehicle from the inverter 102.
In an embodiment, the vehicle control unit 112 is configured to display a user readable message to a user, via a display interface, when the error message is received from the inverter control unit 106. Beneficially, the vehicle control unit 112 notifies the user of the electric vehicle that a fault has occurred in the electric vehicle causing the cut-off of the power supply unit of the electric vehicle from the inverter 102. Beneficially, such notification to the user may help the user in deciding his/her further course of action while operating the vehicle such as parking the vehicle in to safe place, contacting service station, and so forth.
In an embodiment, the body control unit 114 is configured to initiate at least one hazard signal in the electric vehicle, when the error message is received from the inverter control unit 106. Beneficially, the body control unit 114 enables the at least one hazard signal in the electric vehicle to warn the other drivers on the road that there is some fault with the electric vehicle. Such warning would help the drivers in preventing accidents during such conditions of the fault.
In an embodiment, the inverter control unit 106 is configured to control the inverter 102 to maintain the stored DC voltage in the DC link capacitor 108 in an optimum voltage range. It is to be understood that the optimum voltage range is a safe voltage range within an operational voltage range of the DC link capacitor 108. Beneficially, the inverter control unit 106 simultaneously keeps supplying the stored DC voltage to the auxiliary power supply 110 which prevents the stored DC voltage in the DC link capacitor 108 from going above the optimum voltage range. Similarly, the inverter control unit 106 keeps a minimum amount of the DC voltage in the DC link capacitor 108 to prevent the stored DC voltage in the DC link capacitor 108 from going below the optimum voltage range.
In an embodiment, the system 100 comprises an inverter 102, a motor 104, and an inverter control unit 106. The inverter control unit 106 is configured to detect if a power supply unit of the electric vehicle is cut-off from the inverter 102, detect a voltage associated with the motor 104 if the power supply unit of the electric vehicle is cut-off from the inverter 102, control the inverter 102 to convert the voltage associated with the motor 104 into regenerative DC voltage, store the regenerative DC voltage in a DC link capacitor 108, and simultaneously supply the stored DC voltage to an auxiliary power supply 110. Furthermore, the inverter control unit 106 is configured to receive power from the DC link capacitor 108 when the power supply unit of the electric vehicle is cut-off from the inverter 102. Furthermore, the inverter control unit 106 is configured to control a plurality of gate drivers to control the inverter 102 for storing the regenerative DC voltage in the DC link capacitor 108. Furthermore, the auxiliary power supply 110 is configured to supply power to at least one of: the inverter control unit 106, a vehicle control unit 112 and a body control unit 114. Furthermore, the inverter control unit 106 is configured to communicate an error message to the vehicle control unit 112 and the body control unit 114, when the power supply unit of the electric vehicle is cut-off from the inverter 102. Furthermore, the vehicle control unit 112 is configured to display a user readable message to a user, via a display interface, when the error message is received from the inverter control unit 106. Furthermore, the body control unit 114 is configured to initiate at least one hazard signal in the electric vehicle, when the error message is received from the inverter control unit 106. Furthermore, the inverter control unit 106 is configured to control the inverter 102 to maintain the stored DC voltage in the DC link capacitor 108 in an optimum voltage range.
Figure 2, describes a method 200 of storing regenerative energy in an electric vehicle. The method 200 starts at step 202 and completes at step 206. At step 202, the method 200 comprises detecting if a power supply unit of the electric vehicle is cut-off from an inverter 102. At step 204, the method 200 comprises detecting a voltage associated with a motor 104, if the power supply unit of the electric vehicle is cut-off from the inverter 102. At step 206, the method 200 comprises controlling the inverter 102 to convert the voltage associated with the motor 104 into regenerative DC voltage. At step 208, the method 200 comprises storing the regenerative DC voltage in a DC link capacitor 108. At step 210, the method 200 comprises simultaneously supplying the stored DC voltage to an auxiliary power supply 110.
In an embodiment, the method 200 comprises receiving power from the DC link capacitor 108 when the power supply unit of the electric vehicle is cut-off from the inverter 102.
In an embodiment, the method 200 comprises controlling a plurality of gate drivers to control the inverter 102 for storing the regenerative DC voltage in the DC link capacitor 108.
In an embodiment, the method 200 comprises communicating an error message to a vehicle control unit 112 and a body control unit 114, when the power supply unit of the electric vehicle is cut-off from the inverter 102.
In an embodiment, the method 200 comprises displaying a user readable message to a user, via a display interface and initiating at least one hazard signal in the electric vehicle, upon receiving the error message from the inverter control unit 106.
In an embodiment, the method 200 comprises controlling the inverter 102 to maintain the stored DC voltage in the DC link capacitor 108 in an optimum voltage range.
It would be appreciated that all the explanations and embodiments of the system 100 also apply mutatis-mutandis to the method 200.
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 combinations 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”, and “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 system (100) for storing regenerative energy in an electric vehicle, wherein the system (100) comprises:
- an inverter (102);
- a motor (104); and
- an inverter control unit (106) configured to:
- detect if a power supply unit of the electric vehicle is cut-off from the inverter (102);
- detect a voltage associated with the motor (104) if the power supply unit of the electric vehicle is cut-off from the inverter (102);
- control the inverter (102) to convert the voltage associated with the motor (104) into regenerative DC voltage;
- store the regenerative DC voltage in a DC link capacitor (108); and
- simultaneously supply the stored DC voltage to an auxiliary power supply (110).
2. The system (100) as claimed in claim 1, wherein the inverter control unit (106) is configured to receive power from the DC link capacitor (108) when the power supply unit of the electric vehicle is cut-off from the inverter (102).
3. The system (100) as claimed in claim 1, wherein the inverter control unit (106) is configured to control a plurality of gate drivers to control the inverter (102) for storing the regenerative DC voltage in the DC link capacitor (108).
4. The system (100) as claimed in claim 1, wherein the auxiliary power supply (110) is configured to supply power to at least one of: the inverter control unit (106), a vehicle control unit (112) and a body control unit (114).
5. The system (100) as claimed in claim 1, wherein the inverter control unit (106) is configured to communicate an error message to the vehicle control unit (112) and the body control unit (114), when the power supply unit of the electric vehicle is cut-off from the inverter (102).
6. The system (100) as claimed in claim 5, wherein the vehicle control unit (112) is configured to display a user readable message to a user, via a display interface, when the error message is received from the inverter control unit (106).
7. The system (100) as claimed in claim 5, wherein the body control unit (114) is configured to initiate at least one hazard signal in the electric vehicle, when the error message is received from the inverter control unit (106).
8. The system (100) as claimed in claim 1, wherein the inverter control unit (106) is configured to control the inverter (102) to maintain the stored DC voltage in the DC link capacitor (108) in an optimum voltage range.
9. A method (200) of storing regenerative energy in an electric vehicle, the method (200) comprising:
- detecting if a power supply unit of the electric vehicle is cut-off from an inverter (102);
- detecting a voltage associated with a motor (104), if the power supply unit of the electric vehicle is cut-off from the inverter (102);
- controlling the inverter (102) to convert the voltage associated with the motor (104) into regenerative DC voltage;
- storing the regenerative DC voltage in a DC link capacitor (108); and
- simultaneously supplying the stored DC voltage to an auxiliary power supply (110).
10. The method (200) as claimed in claim 9, wherein the method (200) comprises receiving power from the DC link capacitor (108) when the power supply unit of the electric vehicle is cut-off from the inverter (102).
11. The method (200) as claimed in claim 9, wherein the method (200) comprises controlling a plurality of gate drivers to control the inverter (102) for storing the regenerative DC voltage in the DC link capacitor (108).
12. The method (200) as claimed in claim 9, wherein the method (200) comprises communicating an error message to a vehicle control unit (112) and a body control unit (114), when the power supply unit of the electric vehicle is cut-off from the inverter (102).
13. The method (200) as claimed in claim 12, wherein the method (200) comprises displaying a user readable message to a user, via a display interface and initiating at least one hazard signal in the electric vehicle, upon receiving the error message from the inverter control unit (106).
14. The method (200) as claimed in claim 9, wherein the method (200) comprises controlling the inverter (102) to maintain the stored DC voltage in the DC link capacitor (108) in an optimum voltage range.