DESC:ACTIVE POWER FILTER SYSTEM AND METHOD OF OPERATION THEREOF
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421089594 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 an Integrated Power-Converter (IPC) system for an electric vehicle.
BACKGROUND
Electric vehicles (EVs) are increasingly being adopted owing to their high efficiency and reduced environmental impact. Such vehicles employ high-power traction motors that require a traction inverter for operation. The traction inverter serves the purpose of converting the direct current (DC) power stored in a battery pack into alternating current (AC) power suitable for driving the traction motor, and conversely, converting AC power to DC power during regenerative braking.
Typically, the traction inverter comprises a plurality of power semiconductor switches that facilitate the conversion between DC and AC power. However, the high frequency switching of these power devices generates undesirable voltage ripples between the traction inverter and the battery pack. These ripples can adversely affect the performance, efficiency, and longevity of both the battery system and the inverter. To mitigate such voltage ripples, a DC link filter is conventionally employed. The DC link filter smoothens the voltage fluctuations and ensures stable operation of the traction inverter. Nevertheless, the size of the DC link filter is directly proportional to the operational power rating of the traction inverter. Consequently, high-power applications necessitate large-sized DC link filters, which consume significant physical space within the inverter assembly. This creates challenges in achieving compact and lightweight inverter designs, which are critical for electric vehicle applications where space and weight are premium factors. Accordingly, there exists a need for an improved configuration or system that overcomes the space and size limitations associated with conventional DC link filters in high-power traction inverters.
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 an Integrated Power-Converter (IPC) system for an electric vehicle.
In accordance with an aspect of the present disclosure, there is provided an Integrated Power-Converter (IPC) system for an electric vehicle. The IPC system comprising at least one Active Power Filter (APF), a DC link capacitor connected across a DC bus, a primary control unit and a secondary control unit. The secondary control unit is configured to detect noise across the DC link capacitor and control the at least one APF, based on the detected noise, to provide power quality compensation.
The present disclosure provides the IPC system for the electric vehicle. The IPC system as disclosed by present disclosure is advantageously mitigating the noise on the DC bus. Further, the IPC system arrangement results in improved power quality and enhanced stability of the overall system. Furthermore, the system reduces the dependency on large-sized passive DC link filters, thereby enabling a more compact and space-efficient inverter design, which is highly desirable in electric vehicles where packaging constraints are critical. Moreover, the system ensures real-time compensation of disturbances, thereby improving efficiency, extending battery life, and enhancing the reliability of the traction inverter and associated components. Additionally, the modularity and adaptability of the IPC system is suitable for high-power applications without a proportional increase in physical size, thus providing a scalable and cost-effective solution for modern electric vehicles.
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 an Integrated Power-Converter (IPC) system for an electric vehicle, in accordance with an embodiment of the present disclosure.
FIG. 2 illustrates a circuit diagram for an Integrated Power-Converter (IPC) 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 an Integrated Power-Converter (IPC) 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 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.
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 “Integrated Power Converter system”, “IPC”, and “IPC system” are used interchangeably and refer to a power electronic architecture configured to manage bidirectional flow of electrical energy between a battery pack and one or more load elements, such as a traction inverter and motor, in the electric vehicle. The IPC system integrates multiple functional components, including a DC link capacitor, an Active Power Filter (APF), and associated control units, into a unified arrangement. The IPC system is operable to convert direct current (DC) power stored in a battery pack into alternating current (AC) power for driving a motor, and to perform the reverse conversion during regenerative operation. Further, the IPC system incorporates mechanisms for detecting and compensating electrical disturbances.
As used herein, the terms “at least one Active Power Filter”, “at least one APF” and “APF” are used interchangeably and refer to an electrical device, circuit, or module that is configured to dynamically compensate for power quality issues in a DC bus or an associated power converter system. The APF is generally implemented using controllable semiconductor switches, passive elements (such as inductors and capacitors), and a control circuit that regulates the APF operation. The APF is configured to inject or absorb compensating current and/or voltage in order to mitigate undesirable effects such as voltage ripple, current harmonics, electromagnetic interference (EMI), or switching transients generated during inverter operation.
As used herein, the terms “DC link capacitor”, “DC link filter” and “DC link” are used interchangeably and refer to a capacitor that is electrically connected across a DC bus in the power conversion system. The DC link capacitor is configured to stabilize the DC bus voltage by storing and releasing electrical energy, thereby acting as an energy buffer between a power source, such as a battery pack, and a load, such as a traction inverter. The DC link capacitor further functions to suppress voltage ripple, absorb switching transients, and reduce current harmonics generated by high frequency switching of power semiconductor devices.
As used herein, the term “DC bus” refers to an electrical connection, typically comprising a pair of conductive lines or rails, that serves as a common pathway for transmitting direct current (DC) power between different components of the power conversion system. In the IPC system, the DC bus electrically couples the battery pack, the DC link capacitor, the traction inverter, and the APF, thereby facilitating the transfer and distribution of DC power within the IPC system. The DC bus may further act as an interface for energy exchange during motoring and regenerative braking operations.
As used herein, the terms “primary control unit” refers to an electronic control module configured to monitor and regulate the overall operation of the IPC system. The primary control unit is operatively coupled to the DC bus and associated system components and is adapted to manage parameters such as DC bus voltage, current flow, system operating conditions, and overall power conversion efficiency. Further, the primary control unit may coordinate the operation of the traction inverter, battery pack interface, and auxiliary components to ensure stable and reliable functioning of the IPC system. The primary control unit may be implemented using one or more of a microcontroller, digital signal processor (DSP), field-programmable gate array (FPGA), application-specific integrated circuit (ASIC), or equivalent hardware, optionally in combination with embedded software or firmware configured to execute monitoring, regulation, and control algorithms.
As used herein, the term “secondary control unit” refers to an electronic control module that is operatively associated with the IPC system and configured to monitor, detect, and compensate noise present on the DC bus. The secondary control unit may comprise one or more processors, digital signal controllers, analog-to-digital converters, memory elements, and control algorithms executable thereon. The secondary control unit is configured to detect disturbances such as voltage ripple, current harmonics, electromagnetic interference (EMI), or switching transients across the DC link capacitor. Based on the detected disturbances, the secondary control unit dynamically controls the switching and operation of the APF to exchange compensating current with the DC bus.
As used herein, the term “noise” refers to any unwanted electrical disturbance or fluctuation present in a power circuit that deviates from an ideal or desired signal. Such noise may manifest in the form of, but is not limited to, voltage ripple, current ripple, harmonics, electromagnetic interference (EMI), switching transients, or high-frequency oscillations generated due to the operation of power electronic switches or other system components. The noise may occur across the DC bus, the DC link capacitor, or associated circuit elements, and can adversely affect power quality, efficiency, and stability of the system.
As used herein, the term “power quality compensation” refers to the process of mitigating or reducing undesired electrical disturbances on a power bus or power line, thereby ensuring stable and reliable operation of an electrical system. Such disturbances may include, but are not limited to, voltage ripple, current harmonics, electromagnetic interference (EMI), switching transients, and other noise components generated during high frequency switching or power conversion. The power quality compensation is achieved by dynamically controlling compensating elements, such as the APF, to exchange or inject the appropriate compensating current or voltage onto the power bus, thereby maintaining desired voltage stability, minimizing losses, protecting system components, and enhancing overall efficiency of the power converter system.
As used herein, the term “voltage ripple” refers to an unwanted periodic variation or fluctuation in the direct current (DC) voltage present across the power supply line, such as the DC bus or the DC link capacitor. Such ripple is typically superimposed on the steady DC voltage due to switching operations of power electronic devices, rectification processes, or load variations. The voltage ripple may manifest as alternating current (AC) components or harmonics riding over the DC voltage, and if not mitigated, can adversely affect the performance, efficiency, and reliability of connected components such as battery packs, traction inverters, and electric motors.
As used herein, the term “current harmonics” refers to unwanted sinusoidal components of current that occur at frequencies which are integer multiples of the fundamental frequency of the power system. In the context of power electronic systems, such as traction inverters, current harmonics are typically generated due to the high frequency switching of semiconductor devices and nonlinear loads connected to the system. The presence of current harmonics distorts the waveform of the supply current, leading to increased losses, heating of components, reduced efficiency, and potential malfunction of sensitive electronic equipment. Accordingly, suppression or compensation of current harmonics is essential to ensure stable operation, improved power quality, and enhanced reliability of the power conversion system.
As used herein, the terms “Electromagnetic Interference” and “EMI” are used interchangeably and refer to undesirable electrical disturbances or noise that are generated due to electromagnetic emissions arising from high frequency switching operations, power electronics, or external sources, and which can propagate through conduction or radiation. Such interference may manifest as deviations in voltage or current waveforms, distortion of signals, or unwanted coupling between electrical circuits, thereby adversely affecting the performance, efficiency, or reliability of the power converter system or associated components.
As used herein, the term “switching transients” refers to short-duration, high-frequency voltage or current disturbances that occur in the power electronic circuit during the turn-on or turn-off events of semiconductor switching devices such as transistors, IGBTs, or MOSFETs. The so forth disturbances are primarily caused by the rapid change in current (di/dt) and voltage (dv/dt) during switching operations and may be further influenced by the parasitic inductance and capacitance present in the circuit. The switching transients can manifest as overshoot, undershoot, ringing, or oscillations on the voltage and current waveforms, and may adversely affect power quality, device reliability, and electromagnetic compatibility of the system.
As used herein, the term “compensating current” refers to an electrical current generated and supplied by an auxiliary circuit, such as the APF, to counteract or neutralize undesirable electrical disturbances present in a power system. The compensating current is injected into the DC bus or associated circuitry in a manner that effectively cancels or attenuates the undesired components, thereby maintaining a substantially stable and distortion-free voltage and current profile. In the IPC system, the compensating current provided by the APF cooperates with the DC link capacitor to improve power quality, enhance system stability, and ensure efficient operation of the traction inverter and connected electric motor.
As used herein, the terms “battery pack”, “battery” and “power pack” are used interchangeably and refer to an assembly of one or more rechargeable electrochemical cells that are electrically connected in series and/or parallel to provide a desired voltage and current output. The battery pack may further comprise associated components such as bus bars, interconnects, enclosures, cooling systems, thermal management structures, sensors, and a battery management system (BMS) configured to monitor and control the operation of the cells. In the electric vehicle, the battery pack serves as the primary energy storage unit, supplying direct current (DC) power to downstream power electronics, including a DC bus, traction inverter, or other auxiliary systems.
As used herein, the term “traction inverter” refers to a power electronic device configured to convert DC power, typically supplied by the battery pack, into the AC power suitable for driving the electric motor of the vehicle. The traction inverter may also be configured to operate bidirectionally, such that during regenerative braking, the AC power generated by the traction motor is converted back into DC power and supplied to the battery pack. The traction inverter generally comprises a plurality of semiconductor switching devices, such as insulated-gate bipolar transistors (IGBTs), metal-oxide-semiconductor field-effect transistors (MOSFETs), or equivalent devices, arranged to form bridge circuits for facilitating controlled DC-AC and AC-DC conversion. The switching of these devices is governed by a control unit to regulate motor torque, speed, and overall vehicle performance.
As used herein, the terms “electric motor” and “motor” are used interchangeably and refer to an electromechanical device configured to convert electrical energy into mechanical energy, typically in the form of rotational torque or linear motion. The electric motor may comprise a stator, a rotor, windings, permanent magnets, and/or other electromagnetic components, and may operate based on electromagnetic induction, permanent magnet interaction, or synchronous/asynchronous principles. The electric motor may be configured for various applications including, but not limited to, propulsion of an electric vehicle, actuation of auxiliary systems, or energy regeneration during braking. The electric motor may be implemented as an AC motor (such as an induction motor, synchronous motor, or permanent magnet synchronous motor), a DC motor (such as brushed or brushless DC motor), or other equivalent variants capable of performing the intended function.
As used herein, the term “DC bus voltage” refers to the DC electrical potential present across the DC bus, which is an electrical interconnection link that transfers power between an energy source, such as the battery pack, and various power electronic components of the system. In the traction inverter or integrated power converter system, the DC bus voltage represents the stabilized DC voltage available across the positive and negative terminals of the DC bus, typically regulated by a DC link capacitor, and serves as the input for conversion into AC power to drive the electric motor.
As used herein, the term “system operating conditions” refers to the electrical, thermal, and functional parameters associated with the operation of the IPC system. Such conditions may include, but are not limited to, DC bus voltage, bus current, battery state of charge, battery temperature, inverter switching frequency, load demand, power factor, and motor operating parameters such as speed and torque. The system operating conditions further encompasses environmental and safety-related conditions such as ambient temperature, thermal limits of power devices, and fault states (e.g., over-voltage, under-voltage, over-current, or short-circuit conditions).
Figure 1, in accordance with an embodiment describes an Integrated Power-Converter (IPC) system 100 for an electric vehicle. The IPC system 100 comprising at least one Active Power Filter (APF) 102, a DC link capacitor 104 connected across a DC bus, a primary control unit 106 and a secondary control unit 108. The secondary control unit 108 is configured to detect noise across the DC link capacitor 104 and control the at least one APF 102, based on the detected noise, to provide power quality compensation.
In an embodiment, the noise detected across the DC link capacitor 104 may comprises at least one of voltage ripple, current harmonics, electromagnetic interference (EMI), or switching transients. The voltage ripple arises due to the high frequency switching of semiconductor devices in a traction inverter 112 (as shown in Figure 2), while current harmonics are generated by nonlinear loads connected to the DC bus. Further, the EMI results from high frequency switching activity, and switching transients occur due to rapid changes in current or voltage across the power switches. By identifying the so forth forms of noise individually or in combination, the secondary control unit 108 enables accurate characterization of disturbances on the DC bus. Furthermore, based on the noise detected, the secondary control unit 108 controls the APF 102 to provide real-time power quality compensation. Beneficially, detecting multiple categories of noise ensures comprehensive monitoring of the DC bus, enabling precise identification of disturbances affecting system stability. Further, the differentiation between voltage ripple, harmonics, EMI, and transients allows the APF 102 to be dynamically controlled for targeted compensation, improving the efficiency of noise mitigation. Furthermore, the reduction of such disturbances enhances voltage stability across the DC link capacitor 104, thereby improving the reliability and performance of the traction inverter 112 and the connected electric motor 114 (as shown in Figure 2). Moreover, minimizing ripple and EMI reduces stress on the battery pack 110 (as shown in Figure 2), thereby extending the operational life.
Figure 2, describes the at least one APF 102 may be electrically connected in parallel with the DC link capacitor 104 across the DC bus. Further, the at least one APF 102 may be configured to exchange compensating current with the DC bus to enhance overall power quality of the IPC system 100. The parallel configuration of the APF 102 with the DC link capacitor 104 allows the APF 102 to directly interact with voltage fluctuations and current disturbances present on the DC bus. The APF 102, under the control of the secondary control unit 108, dynamically exchanges compensating current with the DC bus to counteract noise elements. The DC link capacitor 104, meanwhile, provides a baseline energy buffering function, while the APF 102 ensures active filtering to enhance power quality in real-time. Beneficially, the parallel connection of the APF 102 with the DC link capacitor 104 results in enhanced suppression of the voltage ripple, current harmonics, and switching transients on the DC bus. Further, the so forth configuration ensures improved stability of the DC bus voltage, thereby enhancing the performance and reliability of the traction inverter 112 and the electric motor 114. Further, the use of the APF 102 reduces the dependency on the large-sized DC link capacitors, contributing to a more compact and lightweight inverter design. Furthermore, the APF 102 also enables dynamic adaptability to varying load and switching conditions, ensuring consistent power quality under transient states and regenerative braking. Additionally, by reducing electrical stress on the DC link capacitor 104 and inverter switches, the IPC system 100 extends the service life and reliability of the power electronics components.
In an embodiment, the IPC system 100 may be connected to the battery pack 110 configured to supply power to the DC bus, the DC link capacitor 104 and the at least one APF 102, connected across the DC bus. The DC link capacitor 104 functions as an energy storage and buffering element, while the APF 102 is configured to exchange compensating current with the DC bus 106 under the control of the secondary control unit 108. The direct connection of the battery pack 110 to the DC bus 106 ensures a stable DC power source for the IPC system 100, while allowing the APF 102 to mitigate disturbances that may arise due to high-frequency operation of the traction inverter 112. Beneficially, by enabling the DC link capacitor 104 and the APF 102 to act directly on the DC bus, the IPC system 100 achieves enhanced power quality by reducing voltage ripple, harmonics, and electromagnetic interference before the power is supplied to the traction inverter 112. Further, the so forth implementation results in smoother DC bus voltage, thereby improving the efficiency of the traction inverter 112, minimizing switching and conduction losses, and reduces thermal stress on the power devices. Moreover, the reduction in ripple current drawn from the battery pack 110 further decreases electrochemical stress on the battery cells, thereby extending the operational life of the battery pack 110.
In an embodiment, the IPC system 100 may comprises the traction inverter 112 connected to the DC bus and configured to drive the electric motor 114 of the electric vehicle. The traction inverter 112 is configured to receive DC power from the DC bus and convert the received DC power into alternating current (AC) power for driving the electric motor 114 of the electric vehicle. The traction inverter 112 may include a plurality of power semiconductor switches arranged in a bridge configuration, wherein controlled switching of the power semiconductor switches generates a three-phase AC output suitable for the electric motor 114. Further, the DC bus is stabilized by the DC link capacitor 104 and compensated by the at least one APF 102, thereby ensuring that the traction inverter 112 receives high-quality DC power for conversion into AC power. Beneficially, the traction inverter 112 receives stabilized and compensated DC power, which improves motor performance by reducing torque ripple, enabling smoother speed control, and enhancing overall efficiency. Further, the integration of the APF 102 with the DC bus reduces switching noise and voltage ripple, thereby preventing such disturbances from propagating to the traction inverter 112. Furthermore, the stable DC bus conditions minimize electrical and thermal stress on the semiconductor switches of the traction inverter 112, improving the reliability and extend operational lifetime. Moreover, the availability of high-quality DC input enables the traction inverter 112 to generate balanced AC waveforms with lower harmonic distortion, resulting in efficient motor operation.
In an embodiment, the primary control unit 106 may be configured to monitor and regulate operation of the IPC system 100 comprising the DC bus voltage and system operating conditions. The system operating conditions may comprise a bus current, a load demand, a battery state of charge, a battery temperature, an inverter switching frequency, a motor torque, and environmental factors such as ambient temperature. Based on the monitored parameters, the primary control unit 106 regulates the operation of the IPC system 100 to maintain voltage stability, ensure efficient power transfer between the battery pack 110 and the traction inverter 112, and prevent abnormal operating states. Beneficially, the inclusion of the primary control unit 106 to monitor and regulate the DC bus voltage and system operating conditions enable the dynamic stabilization of the DC bus, thereby reducing voltage fluctuations that may adversely affect the traction inverter 112 and the performance of the electric motor 114. Further, the continuous monitoring of system operating conditions allows predictive control and protection mechanisms, thereby enhancing the reliability and safety of the IPC system 100. Furthermore, by regulating the power flow in real time, the primary control unit 106 improves overall energy efficiency, reduces thermal stress on power devices, and prolongs the lifetime of the battery pack 110 and traction inverter 112.
In an embodiment, the secondary control unit 108 may be configured to dynamically control switching of the at least one APF 102 to minimize noise on the DC bus. The secondary control unit 108 monitors electrical parameters across the DC link capacitor 104 and the DC bus. Based on real-time detection of the electrical parameters, the secondary control unit 108 generates control signals to dynamically adjust the switching operation of the APF 102. Further, the dynamic control enables the APF 102 to inject compensating current into the DC bus in synchronization with the disturbances, thereby attenuating noise and stabilizing the DC bus voltage. Beneficially, the dynamic control of the APF 102 by the secondary control unit 108 enhances the overall power quality of the IPC system 100 by minimizing voltage ripple, current harmonics, electromagnetic interference, and switching transients on the DC bus. Moreover, the dynamic control of the APF 102 results in a smoother and more stable DC bus voltage, thereby improving the performance of the traction inverter 112 and the electric motor 114. Moreover, the reduction in voltage ripple and switching disturbances also decreases energy losses, leading to improved system efficiency. Moreover, by reducing electrical stress on the DC link capacitor 104, battery pack 110, and power switches resulting in extended operational lifespan of the so forth components. Subsequently, the use of a dynamically controlled APF 102 reduces the dependency on large passive DC link capacitors, thereby allowing for a more compact and lightweight inverter design. In addition, the ability of the APF 102 to adapt in real time to varying load conditions and disturbances ensures reliable operation across diverse driving scenarios.
In an embodiment, the IPC system 100 for the electric vehicle. The IPC system 100 comprising the at least one APF 102, the DC link capacitor 104 connected across the DC bus, the primary control unit 106 and the secondary control unit 108. The secondary control unit 108 is configured to detect noise across the DC link capacitor 104 and control the at least one APF 102, based on the detected noise, to provide power quality compensation. Further, the noise detected across the DC link capacitor 104 comprises the at least one of voltage ripple, current harmonics, electromagnetic interference (EMI), or switching transients. Furthermore, the at least one APF 102 is electrically connected in parallel with the DC link capacitor 104 across the DC bus. Moreover, the at least one APF 102 is configured to exchange compensating current with the DC bus to enhance overall power quality of the IPC system 100. Moreover, the IPC system 100 is connected to the battery pack 110 configured to supply power to the DC bus, the DC link capacitor 104 and the at least one APF 102, connected across the DC bus. Moreover, the IPC system 100 comprises the traction inverter 112 connected to the DC bus and configured to drive the electric motor 114 of the electric vehicle. Moreover, the primary control unit 106 is configured to monitor and regulate operation of the IPC system 100 comprising the DC bus voltage and system operating conditions. Moreover, the secondary control unit 108 is configured to dynamically control switching of the at least one APF 102 to minimize noise on the DC bus.
The present disclosure provides the IPC system 100 for the electric vehicle. The IPC system as disclosed by present disclosure is advantageously integrating the at least one APF 102 with the DC link capacitor 104 and the primary control unit 106 and the secondary control unit 108, the system 100 effectively mitigates noise phenomena such as voltage ripples, current harmonics, EMI, and switching transients that arise due to high-frequency inverter switching. Further, unlike conventional systems that rely on bulky DC link filters, the APF 102 dynamically exchanges compensating current with the DC bus, thereby maintaining stable voltage and improving overall power quality without the need for oversized passive components. Beneficially, the use of APF 102 leads to a significant reduction in the physical size and weight of the converter assembly, which is highly desirable in electric vehicles where space and efficiency are critical. Additionally, the dual-control strategy, wherein the primary control unit 106 manages system-level operating conditions and the secondary control unit 108 adaptively controls the APF 102, enables real-time noise detection and compensation, enhancing reliability and operational stability of the traction inverter 112. Furthermore, the integration of the APF 102 in parallel with the DC link capacitor 104 ensures modularity and scalability, making the system 100 suitable for both low and high-power applications. Moreover, the reduction of ripple currents on the battery pack 110 prolongs the lifecycle and improves energy efficiency, while the improved quality of power delivered to the electric motor enhances vehicle performance, drivability, and user experience.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed”, “mounted”, and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
,CLAIMS:WE CLAIM
1. An Integrated Power-Converter (IPC) system (100) for an electric vehicle, the IPC system (100) comprising:
- at least one Active Power Filter (APF) (102);
- a DC link capacitor (104) connected across a DC bus;
- a primary control unit (106); and
- a secondary control unit (108),
wherein the secondary control unit (108) is configured to detect noise across the DC link capacitor (104) and control the at least one APF (102), based on the detected noise, to provide power quality compensation.
2. The IPC system (100) as claimed in claim 1, wherein the noise detected across the DC link capacitor (104) comprises at least one of voltage ripple, current harmonics, electromagnetic interference (EMI), or switching transients.
3. The IPC system (100) as claimed in claim 1, wherein the at least one APF (102) is electrically connected in parallel with the DC link capacitor (104) across the DC bus.
4. The IPC system (100) as claimed in claim 1, wherein the at least one APF (102) is configured to exchange compensating current with the DC bus to enhance overall power quality of the IPC system (100).
5. The IPC system (100) as claimed in claim 1, wherein the IPC system (100) is connected to a battery pack (110) configured to supply power to the DC bus, the DC link capacitor (104) and the at least one APF (102), connected across the DC bus.
6. The IPC system (100) as claimed in claim 1, wherein the IPC system (100) comprises a traction inverter (112) connected to the DC bus and configured to drive an electric motor (114) of the electric vehicle.
7. The IPC system (100) as claimed in claim 1, wherein the primary control unit (106) is configured to monitor and regulate operation of the IPC system (100) comprising the DC bus voltage and system operating conditions.
8. The IPC system (100) as claimed in claim 1, wherein the secondary control unit (108) is configured to dynamically control switching of the at least one APF (102) to minimize noise on the DC bus.