Split-Source Inverter Powertrain for AGV Battery Supercapacitor Integration
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Solution Overview
Problem
Conventional onboard powertrains for automated guided vehicles (AGVs) require additional DC/DC converters to integrate batteries and supercapacitors, leading to high costs and limited compactness.
Innovation Solution
An onboard powertrain design that connects each electrical phase to an individual middle point pole, with a battery and inductor in series between the common negative DC-link pole and the middle point pole, and a supercapacitor connected between the positive and negative DC-link poles, eliminating the need for an additional DC/DC converter by using a split-source inverter with a diode or MOSFET semiconductor element.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If two DC/DC converters are used to interface both battery and supercapacitor, then the system can buffer high-power peaks and extend battery lifetime, but the system cost and complexity increase significantly
Solution Approach 1:
The patent merges the battery interface and supercapacitor interface into a single DC/DC converter. The converter uses a single inductor and control circuitry to manage power flow from both energy storage devices to the motor, eliminating the need for separate converters while maintaining the ability to buffer high-power peaks and extend battery lifetime through intelligent power management.
Solution Approach 2:
The single DC/DC converter is designed to perform multiple functions: interfacing with both the battery and supercapacitor, performing DC/DC conversion, and providing peak power buffering. The converter's control system can dynamically switch between different operating modes to manage power from either or both energy storage devices, making it a universal power management solution.
2Power
If two DC/DC converters are used to interface both battery and supercapacitor, then the system can buffer high-power peaks, but the system compactness is limited
Solution Approach 1:
The patent combines the powertrain components into a more compact configuration by using a single DC/DC converter that handles both battery and supercapacitor interfacing. This consolidation reduces the overall volume required for the powertrain while maintaining the peak power buffering capability through the coordinated operation of the battery and supercapacitor.
3Power
If two DC/DC converters are used to interface both battery and supercapacitor, then the system can buffer high-power peaks, but the system cost increases
Solution Approach 1:
The patent reduces system cost by merging the battery interface and supercapacitor interface into a single DC/DC converter. This consolidation eliminates redundant components such as a second inductor, control circuitry, and associated wiring, thereby reducing manufacturing costs while preserving the peak power buffering capability through intelligent power management.
4Device complexity
If a single DC/DC converter is used to interface both battery and supercapacitor, then the system cost and complexity are reduced, but the control complexity increases
Solution Approach 1:
The single DC/DC converter incorporates feedback control mechanisms that continuously monitor the state of charge and voltage of both the battery and supercapacitor, as well as the power demands of the motor. Based on this feedback, the control system dynamically adjusts the duty cycle and switching patterns to optimize power distribution, manage peak buffering, and protect the energy storage devices, thereby managing the increased control complexity through intelligent algorithms.
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
This design allows for peak load shaving and buffering, extends battery lifetime, reduces system cost, and enables a modular and compact powertrain by integrating the switch into the split-source inverter, while maintaining efficient energy flow among the supercapacitor, battery, and motor.
Implementation Method 1
Electrostatic double-layer capacitors (EDLCs) use carbon electrodes or derivatives with much higher electrostatic double-layer capacitance than electrochemical pseudo-capacitance, achieving separation of charge in a Helmholtz double layer at the interface between the surface of a conductive electrode and an electrolyte.
Implementation Method 2
Electrochemical pseudo-capacitors use metal oxide or conducting polymer electrodes with a high amount of electrochemical pseudo-capacitance additional to the double-layer capacitance. Pseudo-capacitance is achieved by Faradaic electron charge-transfer with redox reactions, intercalation or electrosorption.
Implementation Method 3
Automated guided vehicles (AGVs) use batteries to provide power to different motors in the AGVs.
Implementation Method 4
The BC comprises an inductor 2 connected to the battery 1 and to MOSFET 4 connected to the VSI as well as to the supercapacitor 5.
Data Source
Figure 1A~1B
Figure 2A~3
Figure 4~6
AI summary
An onboard powertrain for an automated guided vehicle, AGV, is presented herein. The onboard powertrain comprises a split-source inverter, SSI, having at least one middle point pole, a positive DC-link pole, and a negative DC-link pole, a battery (21) and an inductor (22) connected in series between the positive or negative DC-link pole and the middle point pole, and a supercapacitor (20) connected between the positive and negative DC-link poles.