## 1 Introduction
Studies in [6; 29; 30; 31] have explored innovative converter configurations to reduce losses, enhance the integration of renewable energy sources, and ensure a high-quality power supply. The integration of NPC multilevel inverters, as investigated in [32], has led to a reduction in THD and power losses, thereby contributing to overall efficiency improvements. Other studies, such as those in [33; 34], have introduced advanced inverter architectures designed to optimize both power quality and efficiency in photovoltaic and electric traction systems. Regarding power electronic interfaces, the authors of [35; 36] have proposed integrated solutions for electric and plug-in hybrid vehicles, combining an on-board charger and a traction inverter within a unified system. Further research in [37; 38] has focused on optimizing multilevel inverters and power electronic converters to enhance the energy efficiency and modularity of electric vehicle charging systems. Additionally, studies in [39; 40] have explored the use of cascaded H-bridge inverters and Z-source inverters to optimize electric vehicle performance, extending driving range and improving energy efficiency. Finally, the study in [41] introduces a novel high-performance switched active Z-source inverter topology, demonstrating significant improvements in the lifespan and autonomy of hybrid energy storage systems. These recent advancements highlight the crucial role of electrical engineering research in enhancing both power quality and energy efficiency while addressing the evolving constraints and demands of modern electrical systems. In this context, increasing attention is being given to a new DC/AC power electronic configuration. Originally proposed by [PERSON] and [PERSON] [42], this topology differs from conventional approaches by isolating the neutral point from the stator windings and arranging two inverters in series, either as two-level or multilevel structures. This design enables independent control of the machine windings through two separate inverters, one for each phase set, leading to what is known as an open-end winding machine driven by a Dual Two-Level Inverter (OEMM-DTLI). The literature identifies three primary power supply configurations for this topology: (i) common DC bus supply (C-DCB) [43; 44], (ii) two isolated DC bus sources (TI-DCB) [45; 46], and (iii) common DC bus supply with a floating capacitor (DCB-FC) [47; 48]. The increasing interest in the DTLI structure is driven by its growing adoption in diverse applications, including electric vehicles [49; 50; 51; 52], aerospace [53], and marine propulsion systems [54]. The widespread adoption of this configuration is due to its numerous benefits, including the following:  
- The simplicity of the power circuit [55; 56]. - The absence of fluctuations in the neutral point [57]. - Enhanced fault tolerance [58]. - Lower DC bus voltage [51]. - A wider operating speed range [59; 60; 61]. - The ability to independently control the stator current of each phase [62]. - The potential to achieve a switching frequency that is effectively double, depending on the modulation strategy employed [63]. - The generation of a voltage space vector similar to that of a three-level inverter [64]. - The flexibility to incorporate various energy storage systems on the DC bus of each inverter [65; 66]. Nevertheless, it is crucial to recognize that this configuration also comes with certain challenges, such as the following:The risk of capacitor overcharging due to unequal DCB voltages in TI-DCB power supplies [67]: this can result in capacitor damage and unwanted harmonics in the motor phase voltage [68]. - The occurrence of zero-sequence voltage (ZSV) caused by the direct coupling of two inverters [69]: this leads to homopolar currents, which generate triple current harmonics [62], adversely affecting motor windings, increasing copper losses, and contributing to circuit saturation [62].