# US 2025/0096701 A1 · Dynamic switching speed control to reduce loss, bearing current and electromagnetic interference > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 2025/0096701 A1 - Document ID: US20250096701A1 - Status: Published application - Kind: A1 - Application number: 18/467,080 - Filed: 2023-09-14 - Published: 2025-03-20 - Earliest claimed: 2023-09-14 - Assignees: GM Global Technology Operations LLC - Applicants: GM Global Technology Operations LLC - Inventors: Yilun Luo; Khorshed Mohammed Alam; Dhanya Sankaran; Muhammad Hussain Alvi; Junghoon Kim; Rashmi Prasad; Chandra S. Namuduri - Web page: https://patentgrep.com/patent/US20250096701A1 ## CPC - H02M 7/53871: {with automatic control of output voltage or current} - B60L 50/51: characterised by AC-motors - H02M 1/0025: {Arrangements for modifying reference values, feedback values or error values in the control loop of a converter} - H02M 1/44: Circuits or arrangements for compensating for electromagnetic interference in converters or inverters - B60L 2210/42: Voltage source inverters - H02M: APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF (transformers H01F; dynamo-electric converters H02K47/00; controlling transformers, reactors or choke coils, control or regulation of electric motors, generators or dynamo-electric converters H02P) - B60L: PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES (arrangements or mounting of electrical propulsion units or of plural diverse prime-movers for mutual or common propulsion in vehicles B60K1/00, B60K6/20; arrangements or mounting of electrical gearing in vehicles B60K17/12, B60K17/14; preventing wheel slip by reducing power in rail vehicles B61C15/08; dynamo-electric machines H02K; control or regulation of electric motors H02P); SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES (electric coupling devices combined with mechanical couplings of vehicles B60D1/64; electric heating for vehicles B60H1/00); ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL (control or regulation of electric motors H02P); MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES ## Abstract A vehicle includes a system for controller the vehicle. The vehicle includes a motor. The system includes an inverter, and a gate controller. The inverter has a switch for controlling current to the motor. The gate controller is configured to apply a gate current to the switch at a first on-current control level during a first switch-on stage of a turn-on operation of the switch, lower the gate current to a second on-current control level less than the first on-current control level during a second switch-on stage of the turn-on operation, and raise the gate current to a third on-current control level during a third switch-on stage of the turn-on operation, wherein the third on-current control level is greater than the second on-current control level. ## Claims ### Claim 1 A method of operating a vehicle, comprising: applying a gate current to a switch of an inverter of the vehicle at a first on-current control level during a first switch-on stage of a turn-on operation of the switch; lowering the gate current to a second on-current control level less than the first on-current control level during a second switch-on stage of the turn-on operation; and raising the gate current to a third on-current control level during a third switch-on stage of the turn-on operation, wherein the third on-current control level is greater than the second on-current control level. ### Claim 2 (depends on 1) The method of claim 1, further comprising lowering the gate current to the second on-current control level when a drain-source current of the switch reaches a nominal maximum value to reduce an overshoot of the drain-source current at an end of the first switch-on stage. ### Claim 3 (depends on 1) The method of claim 1, further comprising raising the gate current to the third on-current control level when a drain-source voltage is equal to or close to zero. ### Claim 4 (depends on 1) The method of claim 1, further comprising turning off the switch by applying the gate current to the switch at a first off-current control level during a first switch-off stage until a gate-source voltage drops to an intermediate voltage level. ### Claim 5 (depends on 4) The method of claim 4, further comprising applying the gate current to the switch at a second off-current control level during a second switch off stage until a drain-source current begins to fall from a maximum value. ### Claim 6 (depends on 5) The method of claim 5, further comprising applying the gate current to the switch at a third off-current control level during a third switch off stage until the gate-source voltage is equal to or close to zero. ### Claim 7 (depends on 1) The method of claim 1, further comprising selecting a switching speed for the switch based on at least one of: (i) a temperature of the switch; (ii) an amplitude of an inverter current at which the switching occurs; and (iii) an operating region of the vehicle. ### Claim 8 A system for controlling a vehicle, comprising: an inverter having a switch for controlling current to a motor of the vehicle; and a gate controller configured to apply a gate current to the switch at a first on-current control level during a first switch-on stage of a turn-on operation of the switch, lower the gate current to a second on-current control level less than the first on-current control level during a second switch-on stage of the turn-on operation, and raise the gate current to a third on-current control level during a third switch-on stage of the turn-on operation, wherein the third on-current control level is greater than the second on-current control level. ### Claim 9 (depends on 8) The system of claim 8, wherein the gate controller is further configured to lower the gate current to the second on-current control level when a drain-source current of the switch reaches a nominal maximum value to reduce an overshoot of the drain-source current at an end of the first switch-on stage. ### Claim 10 (depends on 8) The system of claim 8, wherein the gate controller is further configured to raise the gate current to the third on-current control level when a drain-source voltage is equal to or close to zero. ### Claim 11 (depends on 8) The system of claim 8, wherein the gate controller is further configured to turn off the switch by applying the gate current to the switch at a first off-current control level during a first switch-off stage until a gate-source voltage drops to an intermediate voltage level. ### Claim 12 (depends on 11) The system of claim 11, wherein the gate controller is further configured to apply the gate current to the switch at a second off-current control level during a second switch off stage until a drain-source current begins to fall from a maximum value. ### Claim 13 (depends on 12) The system of claim 12, wherein the gate controller is further configured to apply the gate current to the switch at a third off-current control level during a third switch off stage until the gate-source voltage is equal to or close to zero. ### Claim 14 (depends on 8) The system of claim 8, wherein the gate controller is further configured to select a switching speed for the switch based on at least one of: (i) a temperature of the switch; (ii) an amplitude of an inverter current at which the switching occurs; and (iii) an operating region of the vehicle. ### Claim 15 A vehicle, comprising: a motor; an inverter having a switch for controlling current to the motor; and a gate controller configured to apply a gate current to the switch at a first on-current control level during a first switch-on stage of a turn-on operation of the switch, lower the gate current to a second on-current control level less than the first on-current control level during a second switch-on stage of the turn-on operation, and raise the gate current to a third on-current control level during a third switch-on stage of the turn-on operation, wherein the third on-current control level is greater than the second on-current control level. ### Claim 16 (depends on 15) The vehicle of claim 15, wherein the gate controller is further configured to lower the gate current to the second on-current control level when a drain-source current of the switch reaches a nominal maximum value to reduce an overshoot of the drain-source current at an end of the first switch-on stage. ### Claim 17 (depends on 15) The vehicle of claim 15, wherein the gate controller is further configured to raise the gate current to the third on-current control level when a drain-source voltage is equal to or close to zero. ### Claim 18 (depends on 15) The vehicle of claim 15, wherein the gate controller is further configured to turn off the switch by applying the gate current to the switch at a first off-current control level during a first switch-off stage until a gate-source voltage drops to an intermediate voltage level. ### Claim 19 (depends on 18) The vehicle of claim 18, wherein the gate controller is further configured to apply the gate current to the switch at a second off-current control level during a second switch off stage until a drain-source current begins to fall from a maximum value and to apply the gate current to the switch at a third off-current control level during a third switch off stage until the gate-source voltage is equal to or close to zero. ### Claim 20 (depends on 15) The vehicle of claim 15, wherein the gate controller is further configured to select a switching speed for the switch based on at least one of: (i) a temperature of the switch; (ii) an amplitude of an inverter current at which the switching occurs; and (iii) an operating region of the vehicle.