In the second reporting period (M19–M36, RP2), SCAPE progressed decisively toward its technical goals.
Core work focused on defining modular, scalable powertrain converters and controls using neutral-point-clamped (NPC) multilevel topologies across a wide EV voltage/power range. The architecture is stratified into switching cell (SC) hardware with primary control, converter-leg (CL) hardware with secondary control, and converter-level hardware with tertiary control, with coordinated advances at all three layers.
At SC level, low-voltage (LVSC) and high-voltage (HVSC) designs were refined and validated. The LVSC targets the battery interfacing converter (BIC), the HVSC the integrated inverter charger (IIC). Multiple HVSC iterations improved circuit behavior and verified functionalities. A first chip-embedded (CE) HVSC batch was fabricated and tested, demonstrating robustness and performance gains versus conventional assemblies using power devices with discrete packages. LVSC iterations cut power-loop inductance and improved thermal performance, enabling higher power density and cost reduction. New gate-driver concepts allowed precise current sharing in parallel devices, a prerequisite for highly granular SC arrays and modular CL designs.
At CL level, partners executed computer-aided optimizations to select IIC and BIC leg configurations for the final prototypes, balancing performance and complexity. Baseline secondary control interfaces were fixed, defining signals exchanged with primary and tertiary layers. Available degrees of freedom were identified and reserved to support prognostics and health management (PHM).
At converter level, development centered on two units: the IIC and the BIC. The selected IIC topology, combined with an open-ended-winding machine, enables traction plus single- and three-phase charging within a single converter–machine pack; i.e. a 3-in-1 assembly. The BIC’s multiport architecture supplies multiple auxiliary buses (e.g. 12/24/36 V) from a traction module (≈400 V), better matching loads such as autonomous-driving-related electronics and thermal systems. Modulation and control were implemented to realize these modes, while control freedom was mapped for PHM use. The under-development prototypes (passenger-car use case) are configured with 3-level NPC hardware: IIC at 800 V, 100 kW; BIC at 400 V to 12/24 V, 1 kW. A first-generation discrete “mock-up” IIC prototype validated SC/CL hardware choices and baseline secondary and primary control.
Advanced modulation and PHM algorithms were engineered to raise efficiency, reliability, and lifetime. Ruggedness and aging analyses of SCs under diverse operating conditions guided design margins. A unified online monitoring system (OMS) and digital twins for converter, machine, and battery were developed to estimate state-of-health (SoH) with minimal sensing. The OMS and digital twins feed PHM actions that rebalance SC temperatures, derate or bypass stressed cells, enhance fault tolerance, and issue predictive maintenance warnings. Converter digital twins and health-management strategies were validated in simulation, demonstrating the potential to extend component lifetime and improve overall powertrain efficiency and reliability.
