DESC:DUAL THREE-PHASE TRACTION SYSTEM AND METHOD OF OPERATION THEREOF
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421089593 filed on 19/11/2024, 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 dual inverter system for an electric vehicle.
BACKGROUND
Electric vehicle (EV) technology has advanced significantly in recent years, with improvements in energy storage systems, traction inverters, and traction motors enabling better efficiency and performance. The electric vehicle generally employs an electric traction system for propulsion. The electric traction system typically comprises a power pack (such as a battery pack), a traction inverter, and a traction motor. The power pack stores electrical energy, which is supplied to the traction inverter. The traction inverter converts the stored electrical energy into a suitable alternating current (AC) form to drive the traction motor, thereby enabling vehicle propulsion.
In high-power applications, the traction inverter and the traction motor are specifically designed to handle large magnitudes of current and voltage to meet the torque and speed requirements of the vehicle. Such systems typically operate within an optimum efficiency region under high load and high-speed conditions. However, when the same traction inverter and traction motor are operated under low-power and low-speed conditions, the operation moves away from the designed optimum region. The so forth conditions often results in lower overall system efficiency, increased energy losses, and sub-optimal utilization of the power pack. In particular, the operation at reduced load conditions may lead to disproportionate switching and conduction losses in the inverter, as well as higher copper and iron losses in the motor, thereby reducing the range and energy efficiency of the electric vehicle.
Therefore, there exists a need for an improved power conversion system that overcomes one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a dual inverter system for an electric vehicle
In accordance with an aspect of the present disclosure, there is provided a dual inverter system for an electric vehicle. The system comprises a three-phase motor comprises a first set of windings and a second set of windings, a three-phase inverter setup comprises a first inverter unit and a second inverter unit and a control unit communicably coupled with the three-phase inverter setup. The control unit is configured to selectively engage the first inverter unit and the second inverter unit, based on a power demand.
The present disclosure provides the dual inverter system for the electric vehicle. The dual inverter system as disclosed by present disclosure is advantageous in terms of optimized operation across varying power demand conditions. Beneficially, the dual inverter system minimizes the switching and conduction losses and improving overall efficiency. Further, the system allowing the scalable power delivery without oversizing a single inverter. Furthermore, the system enhances energy utilization and reduces stress on individual components, thereby improving reliability and extending the operational lifespan of the traction system. Moreover, the system ensures precise control and stable torque output, thereby minimizing current imbalance and torque ripple during simultaneous operation. Overall, the dual inverter system improves efficiency, scalability, thermal management, and reliability of electric vehicle propulsion systems across a wide operating range.
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 for a dual inverter system for an electric vehicle, in accordance with an embodiment of the present disclosure.
FIG. 2 and FIG. 3 illustrate a circuit diagram for a dual inverter system for an electric vehicle, in accordance with various embodiments of the present disclosure.
FIG. 4 illustrates a flow chart for the steps involved in a method of controlling a dual inverter system for an electric vehicle, in accordance with another embodiment 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 dual inverter system for 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 disclosure.
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.
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 terms “dual inverter system”, “system”, and “dual inverter” are used interchangeably and refer to an electric traction drive arrangement that employs two inverter units configured to independently or jointly control distinct sets of motor windings within a single multi-phase electric motor. The dual inverter system typically comprises a first inverter unit and a second inverter unit, each electrically coupled to a corresponding set of motor windings. The dual inverter system is further integrated with a control unit configured to selectively activate one inverter unit, the other inverter unit, or both inverter units simultaneously, based on the instantaneous power demand of the vehicle.
As used herein, the terms “three-phase motor”, “motor” and “electric motor” are used interchangeably and refer to an electric machine that operates using a three-phase alternating current (AC) power supply and is configured to convert electrical energy into mechanical energy. The three-phase motor generally comprises a stator having multiple windings arranged in three separate phases that are electrically displaced by 120 degrees, and a rotor configured to interact with the stator field to produce torque. The motor may be implemented as, but is not limited to, a permanent magnet synchronous motor (PMSM), an induction motor, a brushless direct current (BLDC) motor with three-phase excitation, or any other motor topology employing three-phase excitation. The motor may further comprise one or more sets of windings to enable operation under different control modes, such as single-inverter driving, dual-inverter driving, or multiphase operation. Each motor winding set comprises a neutral point, which is not connected to any fixed potential and is freely floating.
As used herein, the terms “first set of winding(s)”, “first winding(s) set”, and “first winding(s)” are used interchangeably and refer to a portion of the stator windings of a three-phase electric motor, configured to be electrically isolated from and independently operable with respect to a second set of windings. The first set of windings may correspond to a dedicated three-phase winding group connected to a first inverter unit, such that the energization of the first set of windings alone may generate torque in the motor. The configuration allows selective engagement of the first set of windings for low-power operation, while enabling combined operation with the second set of windings for higher power demands. The first set of windings may be spatially distributed within the stator slots and may be arranged concentrically, in a parallel winding topology, or in other known motor winding configurations.
As used herein, the term “second set of winding(s)”, “second winding(s) set”, and “second winding(s)” are used interchangeably and refer to a group of electrical conductors wound on the stator of the traction motor, which is electrically and magnetically configured to operate independently or in coordination with a first set of windings. The second set of windings may be arranged in a three-phase configuration and is adapted to be driven by a dedicated inverter unit. The winding set may be spatially distributed within the stator slots, concentrically layered, or interleaved with the first set of windings, depending on the motor design. The second set of windings enables selective or simultaneous excitation of the motor for delivering variable power output, thereby allowing the traction motor to efficiently operate across low, medium, and high-power demand conditions.
As used herein, the terms “three-phase inverter setup” and “inverter setup” are used interchangeably and refer to an electrical power conversion arrangement configured to convert a direct current (DC) input, typically obtained from a power source such as a battery pack, into a three-phase alternating current (AC) output suitable for driving the three-phase electric motor. The three-phase inverter setup generally comprises a plurality of semiconductor switching devices, such as insulated-gate bipolar transistors (IGBTs), metal–oxide–semiconductor field-effect transistors (MOSFETs), or equivalent solid-state devices, arranged in a bridge configuration for each phase of the motor. Each inverter unit of the three-phase inverter setup includes a corresponding driver circuitry, gate control circuits, and may further comprise protection elements such as diodes, capacitors, and current sensors. In the dual inverter system, the three-phase inverter setup comprises a first inverter unit and a second inverter unit, wherein each inverter unit is configured to independently or jointly supply three-phase AC power to a respective set of windings of a traction motor under the regulation of a control unit.
As used herein, the term “first inverter unit” refers to a power electronic converter circuit that is configured to convert the DC input from a power source, such as a battery pack, into a three-phase alternating current AC output suitable for driving a corresponding set of motor windings. The first inverter unit may comprise a plurality of semiconductor switching devices such as IGBTs, MOSFETs, or any equivalent power semiconductor devices arranged in a bridge configuration. The first inverter unit may further include associated gate drivers, protection circuits, and cooling arrangements. The first inverter unit may be configured to selectively drive a first set of motor windings independently, or in coordination with a second inverter unit, depending on power demand conditions.
As used herein, the term “second inverter unit” refers to an inverter circuit configured to convert the DC input from a power source, such as the battery pack, into the AC output for driving a corresponding set of windings of the traction motor. The second inverter unit may be structurally and functionally similar to the first inverter unit but is arranged to operate independently or in coordination with the first inverter unit, based on a control strategy defined by a control unit. The second inverter unit may comprise, without limitation, a plurality of power semiconductor devices (e.g., IGBTs, MOSFETs, or SiC/GaN devices), gate drivers, protection circuitry, and associated passive components required for three-phase AC generation. The second inverter unit may selectively activate to drive the second set of motor windings under moderate or high-power demand conditions and may further cooperate with the first inverter unit to supply the combined power output. The second inverter unit may be physically housed within the common inverter assembly with the first inverter unit, or may be implemented as a separate module, depending on the design architecture.
As used herein, the term “control unit” refers to any electronic module, system, or circuitry configured to monitor, process, and regulate the operation of one or more components of the electric vehicle traction system. The control unit may include one or more of a microcontroller, microprocessor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or any other programmable logic device. The control unit may further comprise associated memory, storage, communication interfaces, and input/output circuitry to execute control algorithms, store instructions, and exchange signals with external modules. The control unit may be implemented as a dedicated hardware module, an embedded controller integrated into an inverter, a motor control system, or a centralized vehicle control system. Further, the control unit may be configured to receive signals from sensors (such as current sensors, voltage sensors, or temperature sensors), process the signals in real time, and generate control commands for the inverter units and motor windings. The control logic may be implemented in hardware, software, firmware, or any combination thereof.
As used herein, the term “communicably coupled” refers to a direct or indirect connection or association between two or more components, modules, or units that allows transmission, exchange, or sharing of signals, data, control commands, or information. The coupling may be established through wired connections, wireless communication, optical links, or any equivalent communication means. The communicable coupling may include hardware interfaces, software interfaces, network connections, or combinations thereof, and does not require the components to be physically adjacent or permanently connected.
As used herein, the term “selectively engage” refers to the capability of the control unit to activate, deactivate, or otherwise switch between one or more inverter units, motor winding sets, or associated components based on operating conditions such as power demand, speed, torque requirement, efficiency targets, or thermal constraints. The term selectively engage encompasses partial engagement, full engagement, or disengagement of a particular inverter unit or motor winding set depending on the desired mode of operation.
As used herein, the term “selective regulation” refers to the process by which the control unit dynamically monitors and adjusts operating parameters of the inverter units or motor winding sets in response to real-time feedback signals, such as current, voltage, or temperature measurements. The selective regulation includes, but is not limited to, adjusting current distribution, modulating switching sequences, or altering activation patterns to achieve stable torque output, maintain efficiency, and ensure balanced operation across the traction system.
As used herein, the terms “power demand” refers to the instantaneous or average requirement of electrical power necessary to propel the electric vehicle and/or operate associated auxiliary systems under a given operating condition. The power demand may be determined based on one or more measurable parameters such as vehicle speed, driver input (e.g., accelerator pedal position), load conditions, road gradient, traction requirements, torque request, or combinations thereof. In the traction system, the power demand represents the level of electrical energy that needs to be supplied by the inverter(s) to the motor windings to achieve a desired torque and speed output. The power demand may vary dynamically from low-power conditions (e.g., idling, low-speed cruising) to high-power conditions (e.g., acceleration, hill climbing), and the system is configured to adapt inverter operation accordingly.
As used herein, the term “plurality of current sensors” and “current sensors” are used interchangeably and refer to two or more sensors configured to detect, measure, and/or monitor the electrical current flowing through one or more conductive paths of the traction motor system. The current sensors may be positioned along the first set of windings, the second set of windings, or at the output terminals of the inverter units, to independently or collectively sense the current associated with the operation of the respective windings. The current sensors may be implemented using, but not limited to, shunt resistors, Hall-effect sensors, Rogowski coils, or any equivalent current-sensing devices suitable for detecting AC or DC currents in high-power applications. The plurality of current sensors are further configured to provide analog or digital feedback signals to the control unit, enabling closed-loop regulation of the inverter operation, current balancing between the winding sets, and stable torque output under different power demand conditions.
As used herein, the term “power output” refers to the measurable amount of usable energy delivered per unit time by the traction system of the electric vehicle. Depending on the stage of conversion, the power output may include an electrical power output, which represents the electrical energy supplied by the inverter to the motor windings, typically expressed as the product of voltage and current. Further, a mechanical power output, which represents the torque and rotational speed delivered by the motor shaft to drive the vehicle wheels.
As used herein, the terms “low power demand condition” refers to an operating state of the electric vehicle in which the required power output from the traction motor is substantially lower than its rated or maximum power capacity. Such a condition typically occurs during vehicle operations such as idling, creeping in traffic, initial start-up, low-speed cruising, or during operation on level terrain with minimal load. Under this condition, the torque and speed requirements of the traction motor are relatively small, and hence, the demand for electrical energy from the traction inverter is also minimal. The low power demand condition may be characterized by the power requirement being less than a predetermined threshold percentage (for example, less than 30% of the rated power of the traction motor). However, the threshold may be varied depending on the specific design and application of the traction system.
As used herein, the term “moderate power demand condition” refers to an operational state of the electric vehicle in which the required torque and speed fall within a range higher than a low-power demand condition but lower than a peak or high-power demand condition. In such a condition, the traction motor requires more power than what is efficiently deliverable by a single inverter unit alone but does not necessitate simultaneous activation of both inverter units. Accordingly, during moderate power demand, a single inverter unit such as the second inverter unit may be activated to drive a dedicated set of motor windings to efficiently deliver the required power output while avoiding unnecessary activation of both inverter units. By way of example, the moderate power demand condition may occur during steady-state cruising at mid-range speeds, or during moderate acceleration, where power consumption is neither minimal (idling or low-speed city driving) nor maximal (rapid acceleration, steep gradient climbing, or high-speed operation).
As used herein, the terms “high-power demand condition” refers to an operating state of the electric vehicle wherein the required torque and/or speed from the traction motor exceeds the output capability of the single inverter unit driving a single set of motor windings. Such conditions typically occur during vehicle acceleration, climbing steep gradients, towing, or operating at high cruising speeds, where the propulsion system requires a combined or enhanced power output. Under this condition, both the first inverter unit and the second inverter unit are simultaneously engaged to drive the first and second sets of motor windings, thereby delivering a combined power sufficient to meet the propulsion requirements of the vehicle.
As used herein, the term “stable torque output” refers to the condition in which the torque delivered by the traction motor remains consistent and free from undesirable fluctuations during vehicle operation. In the dual inverter system, the stable torque output is achieved when the current supplied to the first set of windings and the second set of windings is balanced and regulated by the control unit, thereby minimizing torque ripple, oscillations, or sudden variations. The stable torque output ensures smooth vehicle propulsion, improved drivability, reduced vibration, and enhanced efficiency of the traction system.
In accordance with an aspect of present disclosure, there is provided a dual inverter system for an electric vehicle, the dual inverter system comprising:
- a three-phase motor comprises a first set of windings and a second set of windings;
- a three-phase inverter setup comprises a first inverter unit and a second inverter unit; and
- a control unit communicably coupled with the three-phase inverter setup,
wherein the control unit is configured to selectively engage the first inverter unit and the second inverter unit, based on a power demand.
Figure 1, in accordance with an embodiment, describes a dual inverter system 100 for an electric vehicle. The dual inverter system 100 comprising a three-phase motor 102 comprises a first set of windings 104 and a second set of windings 106, a three-phase inverter setup 108 comprises a first inverter unit 108a and a second inverter unit 108b and a control unit 110 communicably coupled with the three-phase inverter setup 108. The control unit 110 is configured to selectively engage the first inverter unit 108a and the second inverter unit 108b, based on a power demand. Further, the dual inverter system 100 comprises a plurality of current sensors 112.
The system 100, as illustrated in Fig. 2 and/or in Fig. 3, describes the circuit for the dual inverter system comprising a battery pack acting as a DC power source, a positive terminal of the battery pack electrically connected to the positive input terminals of both the first inverter unit 108a and the second inverter unit 108b, while the negative terminal of the battery pack is electrically connected to the negative input terminals of both the first inverter unit 108a and the second inverter unit 108b. Further, the first inverter unit 108a and the second inverter unit 108b are arranged in a parallel connection with respect to the battery pack. Furthermore, the output of the first inverter unit 108a is connected to the first set of windings 104 of the three-phase motor 102, and the output of the second inverter unit 108b is connected to the second set of windings 106 of the motor 102. The control unit 110 is communicably coupled to both the first inverter unit 108a and the second inverter unit 108b and is configured to selectively control the respective operation, such that either inverter may be activated independently, or both may be activated simultaneously, depending on power demand. Moreover, the plurality of current sensors 112 are positioned along the phase lines between each inverter output and the corresponding motor windings. Moreover, each inverter unit is implemented as a three-phase bridge circuit comprising six MOSFETs, and each MOSFET in both the first inverter unit 108a and the second inverter unit 108b are driven by a dedicated gate driver circuit, receiving control signals from the control unit 110.
In an embodiment, the system 100 may comprise the plurality of current sensors 112 configured to monitor the current flowing through the first set of windings 104 and the second set of windings 106 independently. The current sensors 112 are communicably coupled with the control unit 110 such that the instantaneous current values of each of the winding set of the first winding set 104 and the second winding set 106 are continuously measured and transmitted to the control unit 110. Beneficially, the inclusion of independent current sensors 112 provides precise monitoring of electrical parameters in each of the first winding set 104 and the second winding set 106, enabling the system 100 to detect current imbalance and prevent uneven load distribution. Further, the current imbalances detection ensures the torque generated by the motor is stable and free of excessive ripple, thereby improving drivability and reducing mechanical stress on the drivetrain. Furthermore, the feedback from the current sensors 112 enhances the fault detection capability, allowing early identification of abnormal conditions such as overcurrent, short circuits, or winding faults. Moreover, the so forth feedback from the current sensors 112 improves the safety, reliability, and longevity of the system 100. Subsequently, by enabling fine control of current distribution, the system 100 optimizes power utilization, reduces energy losses, and ensures efficient operation across both low-power and high-power demand conditions.
In an embodiment, the plurality of current sensors 112 may provides real-time current feedback to the control unit 110 for enabling the selective regulation of the three-phase inverter setup 108. The real-time monitoring enables the control unit 110 to dynamically adjust switching states, activation sequences, and load distribution between the first set of windings 104 and the second set of windings 106. Further, the incorporation of real-time current feedback ensures the accurate regulation of the first inverter unit 108a and the second inverter unit 108b, thereby achieving stable torque output by minimizing torque ripple and preventing current imbalance between the first set of windings 104 and the second set of windings 106. Furthermore, the real-time current feedback enhances the efficiency of the system 100, since the control unit 110 may optimize inverter engagement based on actual load conditions rather than estimated values. Moreover, the current sensors 112 improves the safety and reliability of the system 100 by enabling the detection of abnormal current conditions, such as overcurrent, and allowing protective responses.
In an embodiment, the first set of windings 104 and the second set of windings 106 may be configured to be driven separately and simultaneously. Further, the first inverter unit 108a may be configured to drive the first set of windings 104, and the second inverter unit 10b may be configured to drive the second set of windings 106. The control unit 110 is communicably coupled with the first inverter unit 108a and the second inverter unit 108b of the three-phase inverter setup 108 and is configured to selectively engage the first inverter unit 108a to drive the first set of windings 104 or the second inverter unit 108b to drive the second set of windings 106, based on the instantaneous power demand of the electric vehicle. Additionally, both the first inverter unit 108a and the second inverter unit 108b may be simultaneously engaged to drive both the first set of windings 104 and the second set of windings 106 for higher power output requirements. Beneficially, by selectively engaging one inverter to drive a single set of winding during low-power demand conditions, the system 100 reduces switching and conduction losses in the inverters and minimizes copper and iron losses in the motor 102, thereby improving overall energy efficiency. Further, when both the first inverter unit 108a and the second inverter unit 108b are simultaneously activated to drive both the first set of windings 104 and the second set of windings 106, the system 100 delivers higher power output while maintaining balanced current distribution, resulting in stable torque output with minimal torque ripple. Furthermore, the balanced operation enhances vehicle drivability, reduces vibrations, and ensures smooth propulsion of the motor102. Moreover, distributing the current between two independent winding sets lowers thermal stress on individual inverters and motor windings, improving system reliability and extending component lifespan. Additionally, the dynamic engagement of the first inverter unit 108a and second inverter unit 108b also provides operational flexibility, enabling adaptive performance across varying power demands and driving conditions.
In an embodiment, the first inverter unit 108a may activate the first set of windings 104 to deliver a power output corresponding to a low power demand condition. Under the low power demand condition, such as during idling, low-speed cruising, or low-torque operation, the control unit 110 selectively engages only the first inverter unit 108a. The first inverter unit 108a supplies current exclusively to the first set of windings 104, thereby generating a torque output sufficient to meet the reduced power demand. In the reduced power demand mode, the second inverter unit 108b remains deactivated, thereby preventing unnecessary switching and conduction losses associated with dual inverter operation. Further, the control unit 110 continuously monitors vehicle operating parameters such as torque request, speed, and load. Based on the so forth data, the system operation ensuring the first inverter unit 108a delivers current at an optimum operating point of efficiency for the given condition. Beneficially, by activating only the first inverter unit 108a to drive the first set of windings 104 under low power demand conditions, the system 100 significantly reduces the switching and conduction losses that may otherwise occur if both inverters were active. Further, the selective operation improves energy utilization, thereby extending the effective driving range of the vehicle. Furthermore, deactivating the second inverter unit 108b minimizes unnecessary heat generation, resulting in improved thermal management and reduced stress on the power electronics, contributing to longer component lifespan and higher system reliability. Moreover, the controlled engagement of the first set of windings 104 ensures smooth and stable torque output, minimizing torque ripple and vibrations, enhancing drivability and passenger comfort.
In an embodiment, the second inverter unit 108b may activate the second set of windings 106 to deliver the power output corresponding to a moderate power demand condition. During operation under the moderate power demand condition, the control unit 110 selectively engages the second inverter unit 108b. The second inverter unit 108b is configured to supply current to the second set of windings 106 of the motor 102. Upon activation, the second inverter unit 108b converts the electrical energy received from the power pack into a three-phase AC signal, applied to the second set of windings 106. The activation of the second inverter unit 108b allows the motor 102 to generate the torque output corresponding to the moderate power requirement of the vehicle, without requiring the simultaneous engagement of both the first inverter unit 108a and the second inverter unit 108b. Further, the control unit 110 may utilize feedback from current sensors 112 to monitor the current supplied to the second set of windings 106, ensuring that the inverter output remains within the optimal efficiency range. Beneficially, by selectively using the second inverter unit 108b for moderate loads, the system 100 avoids unnecessary activation of both the inverter units, thereby improving energy efficiency and reducing switching losses. Beneficially, the targeted activation of the second inverter unit 108b minimizes energy wastage and helps the system 100 operate closer to the optimum efficiency range, thereby enhancing overall energy utilization. Furthermore, the reduced electrical and thermal stress on the inverter components extends the operational lifespan and improves the reliability of the system 100. Moreover, the ability to scale power delivery by engaging only the necessary inverter unit (either the first inverter unit 108a or the second inverter unit 108b) contributes to smoother torque generation, reduced torque ripples, and stable vehicle propulsion, ensuring enhanced drivability. Additionally, the efficient management of inverter resources results in lower energy consumption under moderate load, thereby directly supporting extended driving range of electric vehicles.
In an embodiment, the first inverter unit 108a and the second inverter unit 108b may be configured to simultaneously activate the first set of windings 104 and the second set of windings 106 to deliver a combined power output corresponding to a high-power demand condition. During the high-power demand condition, such as rapid acceleration, steep gradient climbing, or high-speed cruising, the control unit 110 simultaneously activates the first inverter unit 108a and the second inverter unit 108b. In the high-power mode, the first inverter unit 108a drives the first set of windings 104, while the second inverter unit 108b drives the second set of windings 106. The simultaneous activation allows both the first set of windings 104 and the second set of windings 106 to be energized concurrently, thereby delivering the combined power output, matching the required high torque and speed demand. Further, the control unit 110 regulates the current distribution between the first inverter unit 108a and the second inverter unit 108b to ensure balanced current flow through the respective first winding set 104 and the second winding set 106. The so forth combination balancing prevents current overloading of one of the first inverter unit 108a or the second inverter unit 108b, maintaining uniform magnetic flux generation in the motor 102, and avoids torque ripple during simultaneous operation. Furthermore, the current regulation is facilitated by feedback signals from current sensors 112 positioned to independently monitor the current flow through each winding set of the first windings set 104 and the second windings set 106. Beneficially, by distributing the current across the first set of windings 104 and the second set of windings 106, the system 100 achieves balanced current flow, resulting in stable torque output with reduced torque ripple. Further, the coordinated operation for the first inverter unit 108a and the second inverter unit 108b improves overall efficiency, thereby reduces thermal and electrical stress on individual inverter components, and enhances the reliability and service life of the system 100. Furthermore, the scalability of the dual inverter architecture enables efficient operation across low, medium, and high-power conditions, thereby optimizing energy utilization and extending the driving range of the electric vehicle.
In an embodiment, during simultaneous activation of the first inverter unit 108a and the second inverter unit 108b, the control unit 110 may be configured to balance the current distribution between the first set of windings 104 and the second set of windings 106, to achieve stable torque output. The balanced current distribution enabled by the control unit 110 minimizes torque ripple and prevents uneven loading of the first winding set 104 and the second winding set 106, thereby ensuring smooth torque delivery to the drivetrain. Further, the balanced current distribution leads to improved drivability, reduced vibration and noise, and enhanced passenger comfort during vehicle operation. Furthermore, by preventing overcurrent in any one set of windings, the system 100 reduces thermal stress, prolongs the operational life of both the first inverter unit 108a and the second inverter unit 108b and the first set of motor winding 104 and the second set of motor windings 106. Moreover, the stable torque output also enhances overall system efficiency and contributes to better energy utilization from the power pack, thereby extending the driving range of the electric vehicle.
In an exemplary embodiment, the dual inverter system 100 for the electric vehicle is configured to adapt to real-world driving conditions by dynamically allocating inverter resources based on power demand. When the vehicle is operated on normal terrain under cruising or city driving conditions, the power demand is relatively low, and the control unit 110 selectively activates only the first inverter unit 108a to drive the first set of windings 104, thereby minimizing switching losses and improving system efficiency. Further, during moderate load conditions, such as when the vehicle is driven on mild slopes, during acceleration in traffic, or while carrying moderate payloads, the control unit 110 activates the second inverter unit 108b to drive the second set of windings 106, delivering the additional power required while maintaining efficient operation. Furthermore, in high-load conditions, such as steep uphill slopes, highway overtaking maneuvers, or when the vehicle carries a heavy payload, the control unit 110 simultaneously engages both the first inverter unit 108a and the second inverter unit 108b to drive both first set of windings 104 and the second set of winding 106, thereby providing the combined high-power output. Moreover, the real-time current feedback from the plurality of current sensors 112 enables the control unit 110 to balance current distribution between the windings during simultaneous operation, ensuring stable torque output, reduced torque ripple, improved drivability, and reliable traction performance across varying terrain and load conditions.
The present disclosure provides the dual inverter system 100 for the electric vehicle. The dual inverter system 100 as disclosed by present disclosure provides multiple technical advantages over conventional single-inverter drive systems. Beneficially, by employing the first inverter unit 108a and the second inverter unit 108b to independently or simultaneously drive the first set of windings 104 and the second set of windings 106 of the motor 102, the system 100 ensures efficient operation across low, moderate, and high-power demand conditions. Further, at low power demand, the selective activation of the first inverter unit 108a minimizes switching and conduction losses, thereby improving overall energy efficiency and reducing unnecessary power consumption. Furthermore, at moderate and high-power demands, the second inverter unit 108b, or both the first inverter unit 108a and the second inverter unit 108b, are engaged, allowing scalable and flexible power delivery without oversizing the single inverter, resulting in better utilization of the motor windings. Moreover, the inclusion of current sensors 11 advantageously provides the real-time current feedback to the control unit 110 via the current sensors 112, enabling precise regulation and balanced current distribution between the first set of winding 104 and the second set of windings 106. Subsequently, the so forth selective regulation reduces torque ripples and ensures stable torque output, and also improves drivability, thereby resulting in the reduced vibrations and noise, and enhanced passenger comfort. Additionally, the balanced current flow minimizes thermal stress on both the first inverter unit 108a and the second inverter unit 108b, and the motor windings, thereby improving reliability and extending component lifespan. Subsequently, the modular nature of the system 100 improves fault tolerance, as one inverter unit may continue operation if the other fails, ensuring improved system robustness. Overall, the dual inverter system 100 enhances efficiency, scalability, thermal management, reliability, and torque stability, thereby contributing to extended driving range, improved performance, and increased durability of electric vehicles.
In an embodiment, the dual inverter system 100 for the electric vehicle. The dual inverter system 100 comprising the three-phase motor 102 comprises the first set of windings 104 and the second set of windings 106, the three-phase inverter setup 108 comprises the first inverter unit 108a and the second inverter unit 108b and the control unit 110 communicably coupled with the three-phase inverter setup 108. Further, the control unit 110 is configured to selectively engage the first inverter unit 108a and the second inverter unit 108b, based on the power demand. Furthermore, the dual inverter system 100 comprises the plurality of current sensors 112. Moreover, the system 100 comprises the plurality of current sensors 112 configured to monitor the current flowing through the first set of windings 104 and the second set of windings 106 independently. Moreover, the plurality of current sensors 112 provides real-time current feedback to the control unit 110 for enabling the selective regulation of the three-phase inverter setup 108. Moreover, the first set of windings 104 and the second set of windings 106 are configured to be driven separately and simultaneously. Moreover, the first inverter unit 108a is configured to drive the first set of windings 104, and the second inverter unit 108b is configured to drive the second set of windings 106. Moreover, the first inverter unit 108a activates the first set of windings 104 to deliver the power output corresponding to the low power demand condition. Moreover, the second inverter unit 108b activates the second set of windings 106 to deliver the power output corresponding to the moderate power demand condition. Moreover, the first inverter unit 108a and the second inverter unit 108b are configured to simultaneously activate the first set of windings 104 and the second set of windings 106 to deliver the combined power output corresponding to the high-power demand condition. Subsequently, during simultaneous activation of the first inverter unit 108a and the second inverter unit 108b, the control unit 110 is configured to balance the current distribution between the first set of windings 104 and the second set of windings 106, to achieve stable torque output.
Figure 4, describes a method 200 of controlling a dual inverter system 100 for an electric vehicle. The method 200 starts at step 202 and completes at 208. At step 202, the method 200 comprises monitoring current in a first set of windings 104 and a second set of windings 106 using a plurality of current sensors 112. At step 204, the method 200 comprises transmitting real-time current feedback from the plurality of current sensors 112 to a control unit 110. At step 206, the method 200 comprises computing a power demand based on the current feedback from the plurality of current sensors 112. At step 208, the method 200 comprises activating at least one of a first inverter unit 108a and a second inverter unit 108b based on a power demand condition.
It would be appreciated that all the explanations and embodiments of the portable device 100 also applies mutatis-mutandis to the method 200.
In the description of the present disclosure, 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 disclosure 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.
,CLAIMS:WE CLAIM
1. A dual inverter system (100) for an electric vehicle, the dual inverter system (100) comprising:
- a three-phase motor (102) comprises a first set of windings (104) and a second set of windings (106);
- a three-phase inverter setup (108) comprises a first inverter unit (108a) and a second inverter unit (108b); and
- a control unit (110) communicably coupled with the three-phase inverter setup (108),
wherein the control unit (110) is configured to selectively engage the first inverter unit (108a) and the second inverter unit (108b), based on a power demand.
2. The dual inverter system (100) as claimed in claim 1, wherein the system (100) comprises a plurality of current sensors (112) configured to monitor the current flowing through the first set of windings (104) and the second set of windings (106) independently.
3. The dual inverter system (100) as claimed in claim 2, wherein the plurality of current sensors (112) provides real-time current feedback to the control unit (110) for enabling the selective regulation of the three-phase inverter setup (108).
4. The dual inverter system (100) as claimed in claim 1, wherein the first set of windings (104) and the second set of windings (106) are configured to be driven separately and simultaneously.
5. The dual inverter system as claimed in claim 1, wherein the first inverter unit (108a) is configured to drive the first set of windings (104), and the second inverter unit (108b) is configured to drive the second set of windings (106).
6. The dual inverter system (100) as claimed in claim 1, wherein the first inverter unit (108a) activates the first set of windings (104) to deliver a power output corresponding to a low power demand condition.
7. The dual inverter system (100) as claimed in claim 1, wherein the second inverter unit (108b) activates the second set of windings (106) to deliver the power output corresponding to a moderate power demand condition.
8. The dual inverter system (100) as claimed in claim 1, wherein the first inverter unit (108a) and the second inverter unit (108b) are configured to simultaneously activate the first set of windings (104) and the second set of windings (106) to deliver a combined power output corresponding to a high-power demand condition.
9. The dual inverter system (100) as claimed in claim 1, wherein during simultaneous activation of the first inverter unit (108a) and the second inverter unit (108b), the control unit (110) is configured to balance the current distribution between the first set of windings (104) and the second set of windings (106), to achieve stable torque output.
10. A method (200) of controlling a dual inverter system (100) for an electric vehicle, the method (200) comprising:
- monitoring current in a first set of windings (104) and a second set of windings (106) using a plurality of current sensors (112);
- transmitting real-time current feedback from the plurality of current sensors (112) to a control unit (110);
- computing a power demand based on the current feedback from the plurality of current sensors (112); and
- operating at least one of a first inverter unit (108a) and a second inverter unit (108b) based on the power demand.