Double Ended Inverter With Impedance Source Subsystem
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Solution Overview
Problem
Traditional double-ended inverter topologies are inefficient when operating with significantly different voltage sources, such as 12 volts and 100+ volts, in hybrid or electric vehicle systems, as they are designed for similar voltage levels and fail to optimize power delivery and charge management between high and low voltage batteries.
Innovation Solution
A double-ended inverter system incorporating an impedance source inverter subsystem and a traditional inverter subsystem, coupled with a controller, to manage power transfer between high and low voltage batteries, allowing for bidirectional charge capability and operating modes like boost, traditional, and recharge, using a crossed LC X-link to facilitate voltage matching and efficient power delivery to an AC electric traction motor.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a traditional double-ended inverter topology is used, then the system can control state of charge levels between two voltage sources, but it cannot operate efficiently when the voltage sources have significantly different voltage levels
Solution Approach 1:
The inverter system is segmented into two distinct subsystems: a first inverter subsystem optimized for high voltage operation and a second inverter subsystem optimized for low voltage operation. Each subsystem independently interfaces with its corresponding voltage source (high voltage battery or low voltage battery), allowing efficient power conversion at each voltage level without requiring a single topology to handle both extremes.
Solution Approach 2:
An impedance network serves as an intermediary element coupled between the two inverter subsystems. This impedance network enables controlled interaction and power transfer between the high voltage and low voltage sides, facilitating bidirectional power flow and state of charge management while maintaining optimal operating conditions for each inverter subsystem.
2Device complexity
If a single inverter system is used to interface both high voltage and low voltage batteries, then the device complexity is reduced, but the system cannot optimize power delivery for significantly different voltage levels
Solution Approach 1:
The inverter system is segmented into two distinct subsystems: a first inverter subsystem optimized for high voltage operation and a second inverter subsystem optimized for low voltage operation. Each subsystem independently interfaces with its corresponding voltage source (high voltage battery or low voltage battery), allowing efficient power conversion at each voltage level without requiring a single topology to handle both extremes.
Solution Approach 2:
Each inverter subsystem is designed with local quality optimized for its specific voltage level. The first inverter subsystem uses components and control strategies suited for high voltage operation, while the second inverter subsystem uses components and control strategies optimized for low voltage operation. This localized optimization ensures maximum efficiency at each voltage level.
3Adaptability or versatility
If DC-to-DC converters are used to maintain charge levels between voltage sources, then charge management is achieved, but the system cannot simultaneously optimize power delivery to the AC motor
Solution Approach 1:
The dual inverter subsystem architecture provides multi-functionality: each inverter subsystem can independently deliver power to the AC motor while also enabling bidirectional power flow for charge management between the high voltage and low voltage batteries. This universal capability allows simultaneous optimization of both motor power delivery and charge management without requiring separate dedicated converters.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables efficient operation and power delivery to an AC electric traction motor using batteries with significantly different voltages, optimizing state of charge and power distribution, thereby improving the overall efficiency and performance of the electric traction system.
Implementation Method 1
an impedance source inverter subsystem coupled to the first energy source
Implementation Method 2
using a crossed LC X-link to facilitate voltage matching
Implementation Method 3
using a crossed LC X-link to facilitate voltage matching
Data Source
AI summary
A double ended inverter system suitable for use with an AC electric traction motor of a vehicle is provided. The double ended inverter system cooperates with a first DC energy source and a second DC energy source, which may have different nominal voltages. The double ended inverter system includes an impedance source inverter subsystem configured to drive the AC electric traction motor using the first energy source, and an inverter subsystem configured to drive the AC electric traction motor using the second energy source. The double ended inverter system also utilizes a controller coupled to the impedance source inverter subsystem and to the inverter subsystem. The controller is configured to control the impedance source inverter subsystem and the inverter subsystem in accordance with a boost operating mode, a traditional inverter operating mode, and a recharge operating mode of the double ended inverter system.