Description:TECHNICAL FIELD
[0001] The present invention relates to the field of electric and hybrid vehicles. More particularly, the invention pertains to a system and method for integrating Vehicle-to-Load (V2L) functionality within a traction inverter of a vehicle, enabling seamless dual-mode operation for both vehicle propulsion and external load powering without incorporation of additional hardware modules such as dedicated DC/AC converters or auxiliary inverters.

BACKGROUND
[0002] Background description includes information that may be useful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed disclosure, or that any publication specifically or implicitly referenced is prior art.
[0003] In recent years, electric and hybrid vehicles have gained significant popularity due to their environmental benefits and advancements in energy efficiency. One emerging trend is the ability to utilize high-voltage battery of the vehicle to power external devices. This functionality, known as Vehicle-to-Load (V2L), is increasingly sought after by users for a variety of applications, including powering tools, home appliances, and supporting outdoor activities like camping.
[0004] Modern electric and hybrid vehicles are equipped with high-voltage (HV) battery systems primarily designed for propulsion. However, these systems are underutilized in terms of their potential to provide additional energy for external uses. Existing solutions for enabling V2L functionality often rely on additional hardware modules, such as onboard chargers (OBC) or standalone V2L systems, to convert the high-voltage DC from battery of the vehicle into usable AC or DC power for external devices.
[0005] Many techniques have been evolved to obviate the above-mentioned issues, for instance, a patent document IN202421026418A discloses a method and system for managing charging and traction power flow in an electric vehicle. The system includes a battery and a converter-inverter circuit to supply alternating current power to a traction motor. A rectifier receives AC power from an external source and supplies direct current to charge the battery through the windings of the traction motor and the converter-inverter circuit. A first phase leg is employed to step down voltage, thus allowing charging across a wide voltage range. This phase leg also receives DC power from the battery and delivers AC power to an external load. A controller manages the switching between traction mode, regeneration mode, AC charging mode, and an external power flow mode by controlling a set of contactors and the power flow through the converter-inverter circuit, rectifier, and the phase leg. However, this approach relies on the converter-inverter circuit for multi-mode operation, requiring additional circuitry and complexity. It supports only basic modes such as charging, traction, and V2L, while broader operating conditions demand more flexibility. Moreover, the use of extra components for inverter functionality adds to the system cost and integration difficulty.
[0006] Another patent document, IN481475B discloses an integrated charger-cum-motor-drive power converter with a dual energy storage system comprising a propulsion motor, a reconfigurable power converter, at least two energy storage sources, a universal external interface, a DC fast charger connector, and a filter and coupling unit that interconnects the propulsion motor, the converter, and the interface. The dual storage units are capable of balancing voltage by exchanging charge and may be connected in series or parallel during traction and charging operations. Each of the energy storage units can also be charged independently, with different or same current/power ratings. While this configuration allows versatile energy handling and charging flexibility, it introduces added complexity due to need to manage multiple energy storage systems and connections. The use of a universal interface for both AC and DC grids, along with separate filter and converter units, increases the design burden and limits suitability in simpler hybrid platforms.
[0007] Another patent document, US11072253B2, discloses a power circuit for an electrically driven vehicle that includes a direct voltage connection, an electrical traction drive, and a DC/AC converter whose alternating voltage side is connected to the traction drive. A DC/DC converter includes two sides, one of which is connected to the DC side of the DC/AC converter via a coupling point that is also linked to the direct voltage connection. The disclosure also includes a stationary energy supply system that connects complementarily to the power circuit. However, this solution employs a selection circuit for multiplexing functions, increasing hardware requirements and system complexity. Its applicability is mostly limited to premium EV hardware and the dynamic selection functionality necessitates additional inverter components.
[0008] While some solutions integrate V2L capabilities, they face several limitations, such as additional hardware requirements, which increase the cost, complexity, and space requirements within the vehicle. These systems also have limited applicability in hybrid vehicles, as onboard charger solutions are not feasible in hybrid systems, restricting the functionality mainly to fully electric vehicles. Additionally, these solutions often result in increased BOM (Bill of Materials) costs due to the need for extra components or modules. Therefore, there is a need for a more efficient, cost-effective, and integrated solution to minimize additional hardware, reduce BOM costs, and provide versatile functionality that is used across both electric and hybrid vehicles.

OBJECTS OF THE PRESENT DISCLOSURE
[0009] A general object of the present disclosure is to provide a traction inverter integrated with Vehicle-to-Load (V2L) functionality that eliminates the need for additional dedicated inverter hardware modules.
[0010] Another object of the present disclosure is to provide seamless dual-mode operation enabling both traction drive and external power delivery using a common inverter system.
[0011] Another object of the present disclosure is to provide a multi-output capability that supports single-phase for IEC standards, split-phase compatibility for NEMA Standards, and DC output modes for versatile end-use compatibility.
[0012] Another object of the present disclosure is to provide an adaptive charging system
[0013] that dynamically regulates voltage and current based on external battery type and state.
[0014] Another object of the present disclosure is to provide simultaneous AC and DC power output to support multiple applications and external devices concurrently.
[0015] Another object of the present disclosure is to provide intelligent load detection that autonomously distinguishes between AC and DC loads for adaptive power delivery.
[0016] Another object of the present disclosure is to provide a system suitable for both electric and hybrid vehicles, especially in cost-sensitive markets.

SUMMARY
[0017] Aspects of the present disclosure relate to the field of electric and hybrid vehicles. More particularly, the invention pertains to a system and method for integrating Vehicle-to-Load (V2L) functionality within a traction inverter of a vehicle, enabling seamless dual-mode operation for both vehicle propulsion and external load powering without requiring additional power conversion hardware modules. The proposed system addresses energy management and control in electric drive systems, with specific focus on enhancing inverter utilization and reducing system complexity and cost.
[0018] An aspect of the proposed disclosure pertains to a system for a traction inverter in a vehicle, integrated with Vehicle-to-Load (V2L) capability. The system comprises a vehicle control unit (VCU) configured to monitor vehicle operating conditions and to generate a mode selection signal. This mode selection signal indicates whether the vehicle is to operate in traction mode or in Vehicle-to-Load (V2L) mode. A V2L integrated traction inverter, operatively coupled to the vehicle control unit (VCU), is configured to initiate and manage operations based on the received mode selection signal. In the traction mode, the V2L integrated traction inverter governs the operation of a motor using a torque reference signal and vehicle dynamics data. It regulates motor operation by employing real-time feedback received from the V2L integrated traction inverter.
[0019] In an aspect, during the traction mode, the V2L integrated traction inverter receives a torque reference signal and vehicle dynamics data from the VCU, estimates torque based on these inputs, and generates current reference signals through a first proportional-integral (PI) control unit. These signals include d-axis and q-axis current components (Id, Iq), which are transformed from a rotating reference frame to a stationary reference frame using an inverse Park transformation. The V2L integrated traction inverter then employs space vector modulation (SVM) to generate switching signals, which are further processed by a pulse-width modulation (PWM) unit to produce PWM signals. These PWM signals are transmitted to the switching devices such as MOSFETs/IGBTs/ SiC/ GaN transistors by V2L integrated traction inverter to control motor operation.
[0020] In addition, the V2L integrated traction inverter system receives real-time current feedback from phase current sensors . A Clark transformation is applied to convert three-phase current signals into two-phase orthogonal components. Subsequently, a Park transformation is applied using speed or position of the motor to obtain updated d-axis and q-axis components. These components are used to update the torque loop and the first PI control unit for closed-loop motor regulation.
[0021] In an aspect, in the Vehicle-to-Load (V2L) mode, the V2L integrated traction inverter receives a message which contains voltage reference signal from the VCU and regulates output voltage & current using voltage & current proportional-integral (PI) controller. The controller generates sinusoidal reference signals via sine wave generation logic, which is configured to produce either single-phase compatible with IEC Standard or splitphase alternating current (AC) references compatible with NEMA Standard. A pulse-width modulation (PWM) unit uses these signals to generate gate signals for controlling the switching elements of the V2L integrated traction inverter.
[0022] In an aspect, during Vehicle-to-Load operation, the V2L integrated traction inverter adjusts output voltage and current in real-time based on feedback from the current and voltage sensors. This feedback is utilized by the voltage & current PI controller to ensure closed-loop regulation and precise control of alternating current (AC) power delivery to an external load.
[0023] In an aspect, the V2L integrated traction inverter is capable of simultaneously delivering alternating current (AC) power to external appliances and direct current (DC) power to an external battery during Vehicle-to-Load (V2L) mode.
[0024] In an aspect, the V2L integrated traction inverter identifies whether the external load is an AC load or a DC load and dynamically adjusts output parameters including voltage, frequency, and current to match the power requirements of the connected load in real time using AI-based decision control logic.
[0025] In an aspect, for safety and operational reliability, the V2L integrated traction inverter is also configured to terminate Vehicle-to-Load (V2L) operation upon detection of events such as vehicle movement, overcurrent, undervoltage, or abnormal temperature.
[0026] Another aspect of the present disclosure pertains to a method for controlling the above-described system. The method includes monitoring vehicle operating conditions via the VCU, generating and transmitting a mode selection signal, and initiating either traction mode or Vehicle-to-Load mode based on the signal. The method elaborates detailed steps of traction control including torque estimation, current signal generation and transformation, switching signal processing, PWM generation, and feedback-based closed-loop regulation. Similarly, for V2L mode, the method includes voltage regulation using the second PI controller, sine wave generation, PWM-based gate signal control, and real-time feedback integration for accurate AC power delivery.
[0027] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent components.

BRIEF DESCRIPTION OF THE DRAWINGS
[0028] The accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0029] FIG. 1 illustrates an exemplary block diagram of a proposed system for integrating Vehicle-to-Load (V2L) functionality within traction inverter of vehicle, in accordance with an embodiment of the present disclosure.
[0030] FIG. 2 illustrates an exemplary functional architecture depicting working of the proposed system in traction mode and Vehicle-to-Load Mode, in accordance with an embodiment of the present disclosure.
[0031] FIG. 3 illustrates an exemplary hardware architecture diagram of the proposed system in traction mode and Vehicle-to-Load Mode, in accordance with an embodiment of the present disclosure.
[0032] FIG. 4 illustrates an exemplary flow diagram of a method for controlling a traction inverter in a vehicle with integrated Vehicle-to-Load (V2L) capability, in accordance with an embodiment of the present disclosure.

DETAILED DESCRIPTION
[0033] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosures as defined by the appended claims.
[0034] Embodiments explained herein relate to the field of electric and hybrid vehicles. More particularly, the invention pertains to a system and method for integrating Vehicle-to-Load (V2L) functionality within a traction inverter of a vehicle, enabling seamless dual-mode operation for both vehicle propulsion and external load powering without requiring additional hardware modules. The system is configured to eliminate need for a separate onboard charger (OBC) or stand-alone bidirectional DC-AC converter typically used for V2L applications. The proposed system addresses energy management and control in electric drive systems, with specific focus on enhancing inverter utilization and reducing system complexity and cost. Various embodiments with respect to the present disclosure will be explained in detail with reference to FIGs. 1-4.
[0035] Referring to FIG. 1, an exemplary block diagram (100) of a system (102) for a traction inverter (108) in a vehicle with integrated Vehicle-to-Load (V2L) capability is disclosed. The V2L integrated traction inverter (108) is configured to process high-voltage DC from a battery of the vehicle and deliver either three-phase AC power for vehicle propulsion or regulated single-phase/ split-phase AC and DC power for various V2L operating modes. The system (102) further includes a Human Machine Interface (HMI) (104), a Vehicle control unit (VCU) (106), a Load interface module (112), a Motor (110), and a set of V2L power outlets (114).
[0036] In an embodiment, the Human Machine Interface (HMI) (104) allows the user to activate or deactivate V2L feature and provides an interface for selecting various operational modes. The operator may select one of several V2L output types, including (i) single-phase AC, (ii) split-phase AC, (iii) DC-only output, or (iv) simultaneous AC+DC output. The selected configuration is communicated to the VCU (106), which serves as the central decision-making unit for all drive and power operations.
[0037] In an embodiment, the Vehicle control unit (VCU) (106) continuously monitors key vehicle parameters such as Vehicle state, battery status, driver inputs, current system load etc. Upon receiving the user-selected mode from the Human Machine Interface (HMI) (104), the Vehicle control unit (VCU) (106) checks system readiness and, if criteria are met, transmits a Mode Selection Signal (120) to the V2L integrated traction inverter (108). The VCU (106) sends voltage reference in V2L mode and torque reference in traction mode.
[0038] In an embodiment, the V2L integrated traction inverter (108) is the core module of the architecture. In propulsion mode, the inverter functions as a three-phase traction inverter and drives the motor (110). In V2L mode, the same inverter topology is repurposed using software control logic to generate single-phase, split-phase, or DC output using a configurable combination of switching legs of V2L integrated traction inverter (108) and Output LC filters. Importantly, the inverter architecture allows for this mode transition without requiring changes in physical hardware, relying solely on control-level reconfiguration.
[0039] In an embodiment, the Load Interface Module (112) contains hardware-level switching elements (contactors or solid-state relays) that isolate the motor (110) during V2L operation. It also includes passive filtering elements to support safe load operation. Downstream of this module are the V2L power outlets (114), which may include standard AC sockets (like IEC or NEMA), DC terminals, or multi-interface connectors capable of delivering selectable voltage levels. Optional outlet identification logic may be used to ensure safe and standards-compliant power delivery to connected loads.
[0040] The architecture allows seamless switching between vehicle traction and external load supply using shared inverter and control resources. All mode transitions are supervised by the VCU (106) and an AI supervisory control logic to prevent unsafe conditions, such as V2L activation while the vehicle is in motion. The V2L integrated traction inverter (108) Control logic is designed to support high-voltage to low-voltage conversion along with dynamic output waveform synthesis, thereby ensuring reliable performance across a wide range of operating scenarios.
[0041] Referring now to FIG. 2, a functional block diagram (200) of the V2L integrated traction inverter (108) control system in accordance with one embodiment of the invention is disclosed. This control architecture enables dynamic switching between propulsion and V2L operation modes by employing shared digital processing and real-time feedback control loops. The system (102) is configured to adapt its control flow based on the vehicle state, user input, and connected load type, with the objective of delivering regulated power across a variety of output configurations.
[0042] The Mode Selection Signal generated by the Vehicle Control Unit (VCU) (106) is received by a central logic controller embedded within the V2L integrated traction inverter (108). In one embodiment, this controller includes a digital signal processor (DSP) or microcontroller unit (MCU) configured to execute mode-dependent control routines. Upon receipt of the signal, AI supervisory logic module determines whether the system (102) should operate in Traction Mode or V2L Mode.
[0043] In an embodiment, in the traction mode, the V2L integrated traction inverter (108) is configured to manage operation of motor (110) to ensure smooth and responsive vehicle propulsion, as shown in FIG. 2. The process (200) begins with the VCU (106) generating a torque reference signal along with vehicle dynamics data, such as speed, acceleration, road slope, and load conditions. These inputs are transmitted to the V2L integrated traction inverter (108), which calculates the estimated torque during propulsion under different driving conditions, as shown in step (202). At step (204), the V2L integrated traction inverter (108) utilizes a current proportional-integral (PI) control unit to generate current reference signals corresponding to the estimated torque. At step (206), these current references are divided into two orthogonal components: d-axis and q-axis components, referred to as Id and Iq. These components are essential for field-oriented control of the motor (110), where the d-axis typically manages flux and the q-axis controls torque.
[0044] Continuing further, at step (208), once the current references are calculated, the V2L integrated traction inverter (108) performs an inverse Park transformation to convert the reference signals from the rotating frame back to stationary frame. This transformation prepares signals for space vector modulation (SVM), a technique used to efficiently generate switching signals for controlling the V2L integrated traction inverter (108), at step (210). At step (212), the V2L integrated traction inverter (108) further generates precise pulse-width modulation (PWM) signals based on the switching signals. These PWM signals which in turn regulates the power delivered to the motor (110), thereby controlling its speed and torque.
[0045] Continuing further, at step (214) and (220), to ensure accurate and stable operation, the V2L integrated traction inverter (108) continuously receives real-time feedback from the motor (110) that includes current measurement and voltage measurement. The feedback includes three-phase current signals, which are first converted into two-phase orthogonal components through a Clark transformation, at step (216). These components are further converted into updated d-axis and q-axis current values using a Park transformation, at step (218). In addition, this conversion also incorporates real-time speed or position of the motor (110), measured using sensors or similar components, as shown in step (222). The Estimated torque is fed to PI controller(Torque loop) for comparison and generating the required output torque, at step (202). The updated d-axis and q-axis values are further compared with the original references, and the resulting error is fed back into the torque loop and the PI control unit. This forms a closed-loop control system that continuously adjusts operation of the motor (110) for accuracy, responsiveness, and efficiency.
[0046] In an embodiment, in the Vehicle-to-Load (V2L) mode, the V2L integrated traction inverter (108) is configured to manage power flow from the vehicle’s battery to external loads. This mode is initiated based on a user selection from the Human Machine Interface (HMI) (104), which is evaluated by the Vehicle Control Unit (VCU) (106). Upon confirming that the vehicle is in a standstill condition, the VCU (106) sends a mode activation signal and output reference parameters to the V2L integrated traction inverter (108).
[0047] At step (224), the V2L integrated traction inverter (108) activates the AI supervisory control logic. This module incorporates: Load identification to assess connected device characteristics, Fault detection to pre-check for abnormalities or hazards, and Priority-based output handling to determine how and where power is distributed when multiple outputs are active. These intelligent control mechanisms enable the system (102) to dynamically classify and prepare for appropriate AC or DC load supply.
[0048] In step (226), a AC/DC Voltage Reference module inside the V2L integrated traction inverter (108) generates a desired output voltage level for delivery to the external load. This output voltage is specific to the type of connected appliance (e.g., 120V or 230V AC, or a specified DC voltage level). At step (228), the Voltage Loop is initiated. A PI (Proportional-Integral) controller compares real-time measured voltage with the reference voltage from step (226). The PI controller regulates inverter switching behaviour to minimize voltage error and maintain consistent power output. In step (230), a Current Loop is activated using another PI controller. This loop regulates output current to ensure the delivery remains within safety and efficiency limits. Together, the voltage and current loops provide dual closed-loop control to handle varying load demands and transient behaviour.
[0049] At step (232), a Waveform Generator module within the V2L integrated traction inverter (108) selects one of the following paths based on identified load type: Single-phase sine wave generation, Split-phase sine wave generation, or DC charging logic. This ensures compatibility with a wide range of external appliances and battery.
[0050] Following waveform generation, at step (234), a Pulse-Width Modulation (PWM) module converts the waveform reference signals into high-resolution gating signals. These are applied to IGBTs or MOSFETs within the inverter to switch the DC battery voltage into the appropriate AC or DC waveform for external use. In an embodiment, the PWM frequency is programmable, depending on load type and filter configuration.
[0051] At step (236), the system (102) performs Current & Voltage Measurement at the output terminals. These real-time feedback signals are used to update the voltage and current PI control loops continuously (steps 228 and 230), allowing for stable and precise power delivery. This measurement step also feeds data to protection mechanisms for detecting overvoltage, undervoltage, or excessive current conditions.
[0052] In an embodiment, a Fault Monitoring and Protection module (as shown in 238) is configured to monitor real-time voltage and current conditions across the output terminals (L1–N, L2–N, and DC+/DC- GND). Its primary function is to detect abnormal load-side events, such as short circuits, overcurrent draw by connected appliances, or miswiring at the V2L power outlet (114). Upon identifying such fault conditions, the system (102) deactivates relevant output paths by triggering internal protection relays and alerts the controller to suspend V2L output operation, thus safeguarding the load interface and preventing damage to external devices.
[0053] In an embodiment, adedicated Load Interface Module (112) is integrated between the inverter output and downstream load terminals to manage system-level routing of power during Vehicle-to-Load (V2L) and Traction modes. This module contains a relay-based switching mechanism that performs two critical functions. First, it enables isolation and toggling between Traction Mode and V2L Mode by disconnecting the V2L integrated traction inverter (108) from the motor (110) during V2L operation and rerouting its output toward external load interfaces. Second, within V2L Mode, the same relay network is employed to select between different output configurations, such as Single-Phase AC, Split-Phase AC, DC output, or a combined AC+DC mode. The relays are actuated based on control signals issued by the VCU (106), which interprets user selections and load identification results.
[0054] It also includes filtering and conditioning elements such as the Output Filter (308), which is responsible for smoothening and shaping the AC& DC power outlet while working in coordination with the Fault Monitoring and Protection module to disable the affected output lines under fault scenarios. For AC output, the waveform passes through a dedicated LC network tuned for sine wave reconstruction and harmonic attenuation. For DC output, the signal is processed by a second LC filter optimized for voltage smoothing and ripple suppression.
[0055] The V2L power outlet (114) consists of externally accessible connectors for AC and DC loads. It provides ports for Single Phase Output 1 (L1–N), Single Phase Output 2 (L2–N), Split Phase Output (L1–L2–N), and DC-only or DC+AC combined output. In Simultaneous AC and DC Output Mode, the inverter legs drive the AC and DC channels concurrently. For instance, inverter leg S1–S6 may synthesize the AC waveform across L1–N (Single phase Output 1), while leg S5–S2 operates in buck mode to regulate the DC+ output. The DC return (DC−) is not shared with the AC neutral; instead, it uses a V2L integrates traction invertor’s (108) DC bus negative terminal for return path. These ports are individually protected via fuse elements or solid-state cutoffs integrated within the Load Interface Module (112).
[0056] Dynamic Filter Engagement is managed by the V2L integrated traction inverter (108) based on selected V2L output mode. The AC output waveform, either single-phase or split-phase, is passed through a harmonic suppression LC filter optimized for the selected frequency, whereas the DC output is routed through a low-pass LC filter tuned for ripple attenuation. These filters are actively enabled via internal switches or contactors and ensure that only the required path is energized during a given operation, minimizing loss and preventing unintended current loops
[0057] Measurement of Output Feedback Parameters is conducted using voltage sensors and current sensors connected across the outlet terminals (L1–N, L2–N for AC; DC+–GND for DC) and current sensors installed in V2L Power outlet (114). This feedback is also forwarded to the AI supervisory control logic for system (102) health evaluation and smart load engagement decision-making, as well as to the Fault Monitoring and Protection module for output-side fault response.
[0058] Through these operations, the V2L Integrated Traction Inverter (108) executes intelligent, adaptive, and fault-resilient power delivery from the vehicle battery to external AC and DC loads. It dynamically controls waveform generation, switching, and regulation, ensuring efficient and safe power delivery under various field conditions, as illustrated in FIG. 2.
[0059] In an exemplary embodiment, the user connects an external AC appliance such as a power tool and simultaneously initiates DC charging of a 12V auxiliary battery with low state-of-charge (SOC) via the vehicle’s V2L power outlet (114). The vehicle control unit (VCU) (106) detects the dual-output demand and transmits corresponding voltage references to the V2L integrated traction inverter (108). The V2L integrated traction inverter (108) activates AC waveform generation and DC buck control in parallel. During operation, if the connected DC battery exhibits degraded health, reflected by unstable impedance or rapid voltage drop, the inverter adjusts current flow through the DC loop to prevent thermal stress. Simultaneously, if the AC load draws excessive current, such as from a sudden tool startup, the real-time current feedback at the socket triggers a current limit response. The AI supervisory control moderates both outputs using dual PI controller loops, while a Fault Monitoring and Protection module flags the overcurrent event. If thresholds are exceeded, the PWM signals to the AC path are suspended, the corresponding output relay is opened, and fault status is logged, all while maintaining regulated DC delivery to the battery.
[0060] In an embodiment, the V2L integrated traction inverter (108) is configured to simultaneously deliver alternating current (AC) power to external appliances and direct current (DC) power to external batteries under the control of V2L integrated traction inverter (108) during the Vehicle-to-Load (V2L) mode. This dual output capability allows the system (102) to efficiently power a variety of external devices depending on the requirement in the field.
[0061] In an exemplary embodiment, the V2L Integrated Traction Inverter (108) is configured to simultaneously deliver alternating current (AC) and direct current (DC) power outputs during Vehicle-to-Load (V2L) operation. The AC output, generated using the sine waveform generator, may be used to power or charge appliances such as laptops, mobile phones, or household tools. Concurrently, the DC charging logic, also housed within the waveform generator, may deliver DC power to auxiliary battery packs, portable energy storage units, or emergency lighting systems. This dual-output capability enables the system (102) to support both active operation and energy replenishment tasks in real-world off-grid or mobile applications.
[0062] In an embodiment, the V2L integrated traction inverter (108) includes intelligent load identification capabilities as part of its AI supervisory control. This feature distinguishes whether the connected external load is an AC load, which requires sinusoidal alternating current or a DC load which demands a stable, regulated direct current. Once identified, the inverter dynamically adjusts output parameters through its voltage and current control loops (steps 228 and 230) to match the required voltage, frequency, and current. For AC loads, the waveform generator adjusts both voltage amplitude and frequency to match the specifications of the appliance. For DC loads, the DC charging logic ensures regulated constant voltage delivery while preventing overcurrent or overvoltage that could damage sensitive batteries. This dynamic adjustment enhances efficiency, safety, and operational flexibility for powering a diverse range of external devices..
[0063] In an embodiment, the V2L integrated traction inverter (108) is further configured to monitor operational conditions in real time and automatically terminate V2L operation if any predefined unsafe condition is detected. These conditions include; Vehicle movement, which is identified by inputs from the Vehicle Control Unit (VCU) (106), Overcurrent, based on real-time readings from a current measurement block, Undervoltage, as determined from the battery supply or output terminals, Thermal faults, sensed via temperature monitoring of the inverter stage. Upon detection of such conditions, the inverter ceases power output by deactivating its PWM stage, ensuring immediate and safe shutdown of power delivery.
[0064] For example, if the current flowing to the load exceeds the rated safe limit, as measured by a current feedback path, the V2L integrated traction inverter (108) halts PWM operation and isolates the load. This protects both the inverter components and the connected devices. In another scenario, undervoltage, such as a drop in battery voltage or loss of DC stability at the output, is detected and leads to controlled shutdown of the voltage reference and deactivation of waveform generator, thus preventing erratic load behaviour or equipment damage.
[0065] In a further embodiment, if thermal sensors indicate that the V2L integrated traction inverter (108) has reached an unsafe temperature threshold due to prolonged operation or high load, the system (102) disables switching through the PWM module and records a fault event. This protects the inverter hardware (108) from potential thermal degradation or failure and ensures the long-term durability of the system (102). Such intelligent protection routines enhance the reliability of V2L use in demanding field environments where system (102) robustness is essential.
[0066] Referring now to FIG. 3, a hardware architecture (300) is illustrated in accordance with an embodiment of the present invention. The figure represents the circuit-level implementation of the V2L-integrated traction inverter, detailing its switching configuration, filtering networks, output routing logic, protection mechanisms, and sensor placement for multi-mode operation.
[0067] In an embodiment, the V2L Integrated traction inverter (108) includes upper switches S1, S3, and S5 and lower switches S4, S6, and S2, corresponding to the high-side and low-side switches of the Phase A, Phase B, and Phase C legs, respectively. These switching elements may be implemented as IGBTs/ MOSFETs/ GaN/ SiC devices, depending on voltage and efficiency requirements. The switches are driven by high-frequency PWM signals derived from the control logic and are connected between the high-voltage battery (Edc) and the output phases.
[0068] . In an embodiment, for both single-phase and split-phase operations, Phase A, comprising switches S1 and S4, serves as Line 1 (L1), Phase B, comprising switches S3 and S6, functions as the Neutral (N), and Phase C, comprising switches S5 and S2, is configured to operate as Line 2 (L2). In the DC battery charging configuration, Phase C comprising switches S5 and S2, is configured so that the output at Phase C acts as the DC positive terminal for external battery charging, while the DC bus negative terminal of the V2L-integrated traction inverter (108) serves as the negative terminal for the external battery. The precise PWM switching pattern is selected by the controller based on the load type and user-specified V2L mode
[0069] In Single-Phase Mode 1, the V2L-integrated traction inverter leg comprising switches S1 and S4 is activated to generate Line 1 (L1), while switches S3 and S6 activated to generate as Neutral (N). A sinusoidal PWM signal is generated and subsequently filtered through an AC LC filter located within the load interface module (302). The filtered output is then routed to L1, with Neutral (N) serving as the return path. This output is delivered to Single Phase Outlet 1 (304-1), providing a regulated voltage of 230 V AC compliant with IEC standards or 120 V AC suitable for NEMA configurations, thereby enabling the operation of typical residential appliances.
[0070] In Single-Phase Mode 2, the V2L-integrated traction inverter leg comprising switches S5 and S2 is activated to generate Line 2 (L2), while switches S3 and S6 function as the Neutral (N). A sinusoidal PWM signal is generated and subsequently filtered through an AC LC filter located within the load interface module (302). The filtered output is then routed to L2, with Neutral (N) serving as the return path. This output is delivered to Single Phase Outlet 1 (304-2)
[0071] In Split-Phase Mode, Phase A and Phase C are modulated with sinusoidal waveforms that are 180° out of phase with respect to each other. This modulation drives outputs L1 and L2 simultaneously to generate a balanced 240 V output (120–0–120 V) across the split-phase configuration. Phase B is maintained as the Neutral (N) line, serving as either a virtual or physical center-tap reference. The resulting output is filtered through an AC LC filter bank located within the Output Filter (308) of the Load Interface Module (112), which incorporates dedicated L-C branches for each phase. The filtered power is then routed to the Split Phase Outlet (304-3), providing regulated split-phase output compatible with NEMA standard configurations
[0072] In DC Mode, Phase C is configured to operate as a high-speed buck converter, with the PWM duty cycles are precisely controlled to regulate the desired DC output voltage. The resulting stepped-down voltage is passed through a DC LC filter located within the Output Filter (308) of the Load Interface Module (112) and subsequently routed to the DC Outlet (306). The DC bus negative terminal of the V2L-integrated traction inverter serves as the negative terminal for the external battery, thereby enabling a stable and controlled DC power supply suitable for external battery charging or DC-powered applications
[0073] In Combined AC + DC Mode, the Single-Phase Mode 1 and DC output paths are activated simultaneously. Phase A serves as Line 1 (L1), Phase B functions as Neutral (N), and Phase C serves as the DC positive terminal (DC+), with the DC bus negative terminal serving as DC negative (DC−). Each signal path is routed through its respective LC filter within the Output Filter (308) of the Load Interface Module (112), an AC LC filter for the sinusoidal AC output and a DC LC filter for the regulated DC voltage.
[0074] Voltage and current sensors are installed at the V2L power outlet (114) terminals, L1, L2, Neutral (N), and DC+/DC–. These sensors provide real-time feedback to the V2L-integrated traction inverter, enabling protection against overcurrent, overvoltage, and other fault conditions, as well as supporting AI-based load identification and dynamic output regulation.
[0075] Relays or solid-state switches are integrated into the Load Interface Module (112) to enable selective coupling or decoupling of the V2L power outlets (114) or the traction motor (110) based on control commands received from the system (102) configuration or user selection. When V2L mode is activated, the V2L power outlets (114) are connected to the V2L-integrated traction inverter (108) through the relays or solid-state switches. Conversely, when traction mode is requested, the traction motor (110) is connected via the same switching mechanism, thereby facilitating seamless mode transitions between vehicle traction and external power delivery
[0076] The hardware architecture of the inverter enables multi-modal output capabilities, including traction, single-phase, split-phase, DC, and hybrid modes, through intelligent switch control logic. This configuration significantly enhances the vehicle’s functionality by transforming the traction inverter into a versatile energy gateway, capable of delivering high-quality AC and DC power on demand for both propulsion and a wide range of external applications
[0077] Referring now to FIG. 4, a method (400) is illustrated for managing dual-mode operation of a V2L integrated traction inverter (108) in a vehicle. The method (400) enables control over both vehicle propulsion (traction mode) and external power delivery (V2L mode), allowing seamless switching between the two operational states.
[0078] At step (402), the method (400) begins with receiving user-selected operational commands via a Human Machine Interface (HMI) (104). The user selects either traction mode or V2L mode and optionally configures the output type for V2L mode, which may include single-phase AC, split-phase AC, DC, or simultaneous AC and DC outputs.
[0079] At step (404), the selected input is transmitted from the HMI (104) to a Vehicle Control Unit (VCU) (106). The VCU evaluates operational readiness based on vehicle parameters, including battery voltage, state-of-charge, thermal margins, vehicle speed, and movement status. V2L mode is enabled only when safety conditions are met, such as the vehicle being stationary.
[0080] At step (406), the VCU generates a mode selection signal based on the received input and the evaluated parameters. This signal is transmitted to the V2L integrated traction inverter (108), which includes an AI-based supervisory control unit (224). In V2L mode, the AI control logic identifies the connected load type (AC or DC), performs impedance analysis, selects the appropriate control strategy, such as sinusoidal waveform synthesis for AC or regulated voltage/current delivery for DC, and enables real-time monitoring via sensors. In traction mode, the inverter prepares the torque control path by estimating propulsion torque using feedback from a motor (110) and system dynamics.
[0081] At step (408), internal control elements are configured based on the selected mode. A Load Interface Module (112) activates relays to route power either to the motor (110) for propulsion or to the V2L power outlet (114) for external load delivery. In V2L mode, an Output Filter Unit (308) enables either the AC or DC filter path, based on the detected load type. Pulse-width modulation (PWM) is used to synthesize AC waveforms, and PI controllers dynamically regulate voltage and current. Real-time voltage and current feedback are continuously monitored to ensure proper operation. If a fault such as overcurrent, thermal overload, or voltage deviation is detected, PWM output is disabled and relays are opened to disconnect the load, ensuring system protection and user safety.
[0082] The flow described in FIG. 4 outlines a robust, intelligent control process for dual-mode operation in electric or hybrid vehicles using a V2L integrated traction inverter (108). It combines user configurability, AI-driven mode management, real-time diagnostics, and adaptive power delivery, establishing a strong platform for next-generation V2L solutions.
[0083] The core innovation lies in the dynamic repurpose of inverter hardware and digital control logic to support dual-role operation. Using a single six-switch inverter bridge and a shared set of LC filters for both AC and DC pathways, the system (102) can synthesize clean AC waveforms and regulate DC outputs under a wide range of conditions. The addition of a software-defined control interface, real-time feedback loops, and AI-assisted load detection extends the utility of the traction inverter beyond its traditional function and transforms it into a multi-mode energy hub.
[0084] The modular design of the inverter hardware allows for platform-wide deployment across vehicle models with different battery configurations, AC output standards, and geographic compliance requirements. For example, in North American markets, the split-phase 120–0–120 V output is preferred, while in European regions, it is 230 V single-phase output. The output waveform, voltage level, and current limit can all be configured via software, reducing the need for hardware customization.
[0085] Furthermore, the sensing architecture and feedback loops not only support stable output but also serve as diagnostic tools. The system (102) can log load characteristics, monitor usage trends, and detect faults such as shorts, open circuits, or overheating. This data may be transmitted to the vehicle's central ECU or telematics unit for reporting, analytics, predictive diagnostics or over-the-air (OTA) firmware optimization.
[0086] From an implementation standpoint, the system (102) offers a high degree of integration without compromising safety. Hardware interlocks prevent conflicting modes of operation, and redundant feedback mechanisms ensure stable and accurate control. The use of standard power electronic components enables ease of manufacturing and serviceability, while the centralized digital control platform facilitates upgradeability and future feature expansion.
[0087] Thus, the present invention discloses an integrated system and method for enabling V2L operation within a traction inverter without requiring separate onboard chargers or external inverters. The system (102) supports multi-mode output, dynamic waveform synthesis, real-time load detection, intelligent feedback control, and robust protection schemes, all within the shared infrastructure of an electric vehicle’s propulsion system. This architecture delivers significant cost, space, and weight savings while enabling new features for energy flexibility and resilience.
[0088] While the foregoing describes various embodiments of the disclosure, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the disclosure is determined by the claims that follow. The disclosure is not limited to the described embodiments, versions, or examples, which are included to enable a person having ordinary skill in the art to make and use the disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[0089] The present disclosure provides a traction inverter integrated with Vehicle-to-Load (V2L) functionality that eliminates the need for additional hardware modules, such as dedicated inverters (DC/AC) or on-board chargers.
[0090] The present disclosure provides seamless dual-mode operation enabling both traction drive and external power delivery using a common inverter system.
[0091] The present disclosure provides a multi-output capability that supports single-phase, split phase, and DC output modes for versatile end-use compatibility.
[0092] The present disclosure provides simultaneous AC and DC power output to support multiple applications and external devices concurrently.
[0093] The present disclosure provides a system (102) suitable for both electric and hybrid vehicles, especially in cost-sensitive markets.
[0094] The present disclosure provides intelligent load detection that autonomously distinguishes between AC and DC loads for adaptive power delivery.
[0095] The present disclosure provides an adaptive charging system that dynamically regulates voltage and current based on external battery type and state.
, Claims:1. A system (102) for a traction inverter in a vehicle with integrated Vehicle-to-Load (V2L) capability, wherein the system (102) comprises:
a vehicle control unit (VCU) (106) configured to monitor vehicle operating conditions and generate a mode selection signal, wherein the mode selection signal indicates whether the vehicle operates in traction mode or V2L mode; and
a V2L integrated traction inverter (108) operatively coupled to the VCU (106) and configured to initiate and manage operation of the traction mode and the V2L mode, based on the generated mode selection signal,
wherein, in the traction mode, the V2L integrated traction inverter (108) controls operation of a motor (110) based on a torque reference signal and vehicle dynamics data, and to regulate operation of the motor (110), using feedback received from a control system; and
wherein, in the V2L mode, the V2L integrated traction inverter (108) regulates delivery of electrical power to an external load based on a voltage reference signal received from the VCU (106) and real-time feedback received from the control system.
2. The system (102) as claimed in claim 1, further comprises a Human Machine Interface (HMI) (104) configured to enable user selection of the V2L mode and an output configuration comprising one or more of: single-phase AC, split-phase AC, direct current (DC), or simultaneous alternating current (AC) and direct current (DC) output;
wherein, the VCU (106) transmits corresponding control signals to the V2L integrated traction inverter (108) to activate selected output mode.
3. The system (102) as claimed in claim 1, wherein the V2L integrated traction inverter (108) further comprises:
an AI-based Supervisory Control Unit configured to identify whether the external load is AC or DC, estimate impedance characteristics, detect fault conditions, and trigger appropriate output routing;
a Load Interface Module (112) including relay-based logic to isolate the motor (110) and dynamically switch between AC and DC output terminals; and
an Output Filter Unit (308) comprising separate LC filters for AC and DC outputs, each filter path engaged based on the selected operating mode.
4. The system (102) as claimed in claim 1, wherein during the traction mode, the V2L integrated traction inverter (108) is further configured to:
receive a torque reference signal and vehicle dynamics data from the vehicle control unit (VCU) (106);
control torque using a proportional-integral (PI);
generate switching signals from reference currents by an inverse Park transformation unit and a space vector modulation logic unit;
utilize a pulse-width modulation (PWM) generator to drive switching elements for propulsion of the motor (110); and
implement a feedback loop using Clark and Park transformations for real-time torque regulation based on motor current and speed data.
5. The system (102) as claimed in claim 3, wherein during the Vehicle-to-Load (V2L) mode, the V2L integrated traction inverter (108) further comprises:
the AI-based supervisory control unit that performs impedance analysis to assess load characteristics, distinguishes between AC and DC loads, and detects fault conditions.
a voltage reference generation unit to determine appropriate output voltage levels based on inputs from the VCU (106);
a pair of closed-loop control modules implementing PI controllers to manage voltage and current delivery.
a waveform generator that dynamically synthesizes sinusoidal signals through sine wave generation logic configured to produce single-phase and split phase alternating current (AC), or regulates a DC charging profile;
a pulse-width modulation (PWM) controller for modulating power delivery switches based on the sinusoidal reference signals to control switching elements of the V2L integrated traction inverter (108); and
a real time current voltage measurement unit adjust output of voltage and current based on real-time feedback received from the sensors of the V2L integrated traction inverter (108), the feedback being utilized by PI controllers for closed-loop regulation, and to control delivery of alternating current (AC) power to V2L power outlets (114) where external loads are connected..
6. The system (102) as claimed in claim 3, wherein the Load interface module (112) is further comprises:
relays configured to selectively connect the V2L integrated traction inverter output (108) output to one or more of: single-phase outlet 1 (304-1), single-phase outlet 2 (304-2), split-phase outlet (304-3), and DC output terminal (306) relay logic to disconnect the motor (110) during V2L activation; and
coordination logic with the Output Filter Unit (308) for safe and accurate power routing.
7. The system (102) as claimed in claim 3, wherein the Output Filter Unit (308) comprises:
an AC LC filter including series inductors and shunt capacitors;
a DC LC filter including a low-pass inductor and bulk capacitor; and
a dynamic switching logic to enable or disable filter branches based on the active output mode.
8. The system (102) as claimed in claim 5, further comprising a Fault Monitoring and Protection module configured to:
monitor outputs at terminals (304-1, 304-2, 304-3, 306) for overcurrent, undervoltage, overtemperature, or short circuits;
initiate real-time shutdown by disabling a PWM control unit and opening relays in the Load Interface Module (112); and
issue fault classification alerts to the AI supervisory control Unit for logging and system recovery.
9. The system (102) as claimed in claim 1, wherein the V2L integrated traction inverter (108), supports simultaneous AC and DC output during V2L mode,
wherein the AC output is delivered through an AC output branch comprising an LC filter and routed to one or more AC outlets (304-1, 304-2, 304-3), with the return path connected to a neutral terminal (N); and
the DC output is delivered through a separate DC branch comprising a DC LC filter and routed to a DC output terminal (306), with the return path connected to the DC bus negative terminal (DC-),
wherein the AC and DC outputs are maintained on distinct circuits to prevent interaction between AC neutral and DC ground references.
10. A method (400) for managing dual-mode operation of a vehicle-based V2L integrated traction inverter, the method comprising the steps of:
receiving (402), user-selected operational commands through a Human Machine Interface (HMI), the commands including a selection of operating mode and output type comprising one or more of: alternating current (AC), direct current (DC), or both;
transmitting (404) the selected command from the Human Machine Interface (HMI) to a Vehicle Control Unit (VCU), wherein the VCU evaluates readiness based on parameters including battery voltage, vehicle movement status, and thermal margins;
generating (406) a mode selection signal based on the received input and evaluated conditions, and transmitting the mode selection signal to the V2L integrated traction inverter; and
executing (408), an AI-based decision control logic to configure internal control pathways, identify connected load type, and select the appropriate control strategy, and monitoring feedback using sensors.
11. The method as claimed in claim 10, wherein the V2L integrated traction inverter further comprising:
activating relays in a Load Interface Module to switch between a motor and V2L power outlet ;
routing power through an AC or a DC branch of an Output Filter Unit; and
disabling output by shutting down pulse-width modulation (PWM) control and opening relays upon detection of fault conditions by a Fault Monitoring and Protection Module.
12. The method as claimed in claim 10, wherein the V2L integrated traction inverter (108) enables seamless reconfiguration between traction and V2L modes through software-based logic.