Car power inverter contribution during a fault depends on the controls which, in turn, depend on battery requirements. Modern 110v grid codes require the power inverter to inject reactive current during a fault in proportion to the voltage sag seen by the power inverter at its terminals (voltage fault ride through requirement). The answer to your question is much simpler:
1. Of course the fault location influences the DC to AC currents. Near or far from the car power inverter.
2. The car inverter based sources are modeled as a current sources, by nature. In this way, no matter what happens the values of dc to ac currents are limited. The only way your dc to ac currents can be influenced is by the nature of the source before the 12v to 110v, 220v car power inverter.

If the fault is close to the car power inverter, as the voltage collapses, the inverter will inject the rated current, or a slightly higher value if it has been designed that way. As the fault is away from the power inverter, the voltage drop at the terminals will be lower and so, the reactive current injection will also be lower. For far away faults, if the voltage does not drop below the fault ride through activation value, the car power inverter will remain in the pre-fault operation mode.

So it seems that the best way to represent this type of dc to ac car power inverter (for short-circuit analysis) is by an ideal 110v voltage source behind an impedance, and not as a constant current source. With the E/Z model, the short circuit current contribution will be proportional to the voltage sag that needs to be compensated. Of course, the 12v dc to 120v ac output will still be limited by power electronics. I think the best way is to represent the car power inverter as a current source controlled by the terminal voltage using a droop characteristic. But only if the car inverter control behaves this way. Old power inverters simply disconnect in case of close-in faults.