System and method for plug-in electric vehicle accessory recharging during battery charging

Abstract

An apparatus configured to control an electric vehicle accessory of an electric vehicle during a charging event includes a controller communicatively coupled to a battery and an electric vehicle accessory. The controller is configured to determine that the battery of the electric vehicle is undergoing a charging event, and based on the determination that the battery of the electric vehicle is undergoing a charging event, place the electric vehicle accessory in an on state during the charging event, and recharge the electric vehicle accessory during the charging event by drawing energy from a charging station.

Description

[0001] This application is a divisional application of the invention application filed on January 7, 2019, with application number 201980007691.9 and titled "System and method for recharging accessories of plug-in electric vehicles during battery charging". Cross-referencing of related patent applications

[0002] This application claims the benefit and priority of U.S. Provisional Patent Application No. 62 / 614,825, filed January 8, 2018, and U.S. Provisional Patent Application No. 62 / 639,269, filed March 6, 2018, both of which are incorporated herein by reference in their entirety. Technical Field

[0003] This disclosure relates to electric vehicle systems and hybrid vehicle systems. More specifically, this disclosure relates to systems and methods for charging the battery systems of electric vehicle systems and hybrid vehicle systems during charging events, and for recharging electric vehicle accessories of electric vehicles or hybrid vehicles. Background Technology

[0004] Electric vehicles are vehicles that use electric motors to move or propel themselves. Electric vehicles can be plug-in vehicles powered solely by batteries. Some electric vehicles (such as hybrid electric vehicles (HEVs) or plug-in hybrid electric vehicles (PHEVs)) are partially powered by batteries. Typically, electric vehicles should have sufficient electrical energy to accomplish tasks, including driving a prescribed route and operating all other electrical equipment on the vehicle while it is in motion. Electric and hybrid vehicles are gaining popularity, with expectations for systems that offer improved fuel efficiency and a better user experience.

[0005] To operate the various systems and components of an electric vehicle, electrical energy can be supplied by or drawn from batteries or portable power sources. However, opportunities to connect to the grid to supplement portable power supplies are limited throughout the day. Therefore, it is necessary to recharge electric vehicle accessories during charging events. The ability to recharge electric vehicle accessories during charging events advantageously extends the charging range of the battery, improves the utilization of unused charging station capacity, and enhances the use of that capacity to supplement the electric vehicle's maximum additional load for future use.

[0006] The goal is to improve charging time and the amount of charge received by the battery during charging events. Currently, during a normal recharge cycle, the battery management system propagates the battery's current or power limit to the charging source. The power flow from the charging source is then limited to the propagated current or power limit. Summary of the Invention

[0007] One embodiment relates to an apparatus configured to control an electric vehicle accessory of an electric vehicle during a charging event. The apparatus includes a controller communicatively coupled to a battery and the electric vehicle accessory. The controller is configured to determine that the electric vehicle's battery is undergoing a charging event. Based on the determination that the electric vehicle's battery is experiencing a charging event, the controller is configured to put the electric vehicle accessory into an on state during the charging event and to recharge the electric vehicle accessory by drawing energy from a charging station during the charging event.

[0008] Another embodiment relates to a method comprising: determining, by means of a controller of an electric vehicle, that an electric vehicle battery is being charged, and based on the determination that the electric vehicle battery is being charged, having the controller put an electric vehicle accessory into an on state during the charging event, and having the controller recharge the electric vehicle accessory by absorbing energy from a charging station during the charging event.

[0009] Another embodiment relates to an apparatus including a battery defining a power limit, an accessory device defining a parasitic power load, and a hybrid control circuit coupled to the battery and the parasitic load. The hybrid control circuit is configured to determine a total power limit based on the battery power limit and the parasitic power load, propagate the total power limit to a charging source, and allocate power received from the charging source such that the battery receives power up to the battery power limit while satisfying the parasitic power load.

[0010] These and other features, as well as the organization and manner of their operation, will become apparent from the following detailed description taken in conjunction with the accompanying drawings. Attached Figure Description

[0011] Details of one or more embodiments are set forth in the following drawings and description. Other features, aspects, and advantages of this disclosure will become apparent from the specification, drawings, and claims, wherein:

[0012] Figure 1 This is a schematic diagram of a series hybrid power system according to some embodiments;

[0013] Figure 2 According to some embodiments Figure 1 A schematic diagram of the charging modes of a series hybrid power system;

[0014] Figure 3 This is a schematic diagram of the charging mode of a hybrid power system according to some embodiments;

[0015] Figure 4 According to some embodiments Figure 1 A schematic diagram of another charging mode for a series hybrid system;

[0016] Figure 5 This is a schematic diagram of a parallel hybrid power system according to some embodiments;

[0017] Figure 6 This is a schematic block diagram of an example electric vehicle according to an example embodiment;

[0018] Figure 7 It is possible to be with Figure 6 A schematic diagram of an example controller used in the system; and

[0019] Figure 8 This is a schematic diagram of a flowchart illustrating a method for recharging an electric vehicle accessory of an electric vehicle during a charging event, according to an example embodiment.

[0020] It should be recognized that some or all of the figures are schematic representations for illustrative purposes. The figures are provided to illustrate and clearly understand one or more embodiments, and they are not intended to limit the scope or meaning of the claims. Detailed Implementation

[0021] The following is a more detailed description of various concepts and their implementations related to methods, apparatus, and systems for charging hybrid power systems. The various concepts introduced above and discussed in more detail below can be implemented in any number of ways, as the described concepts are not limited to any particular implementation. Examples of specific implementations and applications are provided primarily for illustrative purposes.

[0022] refer to Figure 1-5 The various embodiments disclosed herein relate to systems, apparatus, and methods for charging a hybrid power system. The charging system includes a battery management system that communicates with the battery to determine the battery's state of charge and health. The battery management system is configured to determine a current limit or a battery power limit. A hybrid control circuit is configured to communicate with the battery management system, a charging source, and parasitic systems connected to the battery. The hybrid control circuit is configured to receive the battery power limit and determine the parasitic load of the parasitic system. The hybrid control circuit is also configured to determine a total power limit as the sum of the battery power limit and the parasitic load, and propagate the total power limit to the charging source. The charging source then provides power to the total power limit to charge the battery at its battery power limit.

[0023] like Figure 1As shown, the hybrid power system 10 can be arranged to drive or propel a vehicle (e.g., a bus, car, etc.) relative to the ground via an electric generator (in the form of a traction motor 14) configured to drive a vehicle load 18. In some embodiments, the vehicle load 18 includes the power required to propel the vehicle, operate an HVAC compressor, fan, pump, power steering pump, electric lighting, service brake air compressor, etc. The traction motor 14 is controlled by electric generator power electronics (which is in the form of an inverter 22, receiving power from an energy storage system in the form of a battery 26). In some embodiments, power for operating the HVAC compressor, fan, pump, power steering pump, electric lighting, service brake air compressor, etc., is drawn directly from the battery 26. The battery management system 30 is configured to communicate with and to the battery 26 to determine the health status and state of charge of the battery 26. The health status represents the percentage of the battery 26's total lifespan that has not yet been consumed. When the battery 26 is new, the health status is 100%, while when the battery 26 must be replaced, the health status is 0%.

[0024] The hybrid power system 10 also includes a prime mover (in the form of an internal combustion engine 34) controlled by engine control circuitry 38. In some embodiments, engine 34 is a gasoline spark-ignition engine or a diesel engine. Engine 34 is coupled to an electric generator (in the form of a generator 42) configured to generate electricity when powered by engine 34. The generator is connected to battery 26 via electric generator power electronics (in the form of a regulator 46).

[0025] Hybrid control circuit 50 (i.e., system control unit, hybrid control circuit, or system control circuit) is configured to communicate with engine control unit 38, regulator 46, battery management system 30, and inverter 22 to coordinate the operation of hybrid power system 10. Additionally, hybrid control circuit 50 is configured to communicate with various real and / or virtual sensors arranged to determine parasitic loads generated by vehicle load 18. In this application, the term "parasitic load" refers to power consumption on battery 26, which may include the power required to propel the vehicle, operate HVAC compressor, fan, pump, power steering pump, electric lighting, service brake air compressor, or any other load drawing power from battery 26.

[0026] The hybrid control circuit 50 provides instructions regarding how much torque or power is needed to propel the vehicle via the traction motor 14 and how much power is requested from the engine 34 and generator 42 to supply the battery 26. In some embodiments, specific control setpoints for the engine 34 and generator 42 are derived from the hybrid control circuit 50, and the desired electrical power to be generated and the desired engine speed are provided. The desired electrical power and the desired engine speed determine how much energy to supply from the battery 26 to the traction motor 14 relative to the amount of energy provided by the engine 34 and generator 42.

[0027] Battery 26 is configured to receive power from three sources (charging sources) to replenish its state of charge. The first source is stationary recharging from grid power. For example, grid power may include high-power direct current (DC) charging from the roof rails via a pantograph, high-power DC charging from a plug on the side of the vehicle, or alternating current (AC) charging from a plug on the side of the vehicle (e.g., for overnight charging). The second source is regenerative power generated by traction motor 14 during braking events. The third source includes charging from the range extender system in the form of engine 34 and generator 42 during operation or use. The vehicle can use all three sources or any combination of the three sources at different times. For example, regenerative energy from traction motor 14 and energy generated by engine 34 and generator 42 can be utilized simultaneously.

[0028] All charging sources are subject to current or power limits provided by the various components of the hybrid system 10. In particular, battery 26 defines a battery power limit determined by battery management system 30. The battery power limit is sent to hybrid control circuit 50. Hybrid control circuit 50 then monitors vehicle load 18, determines parasitic power load, and determines the total power limit as the sum of parasitic power load and battery power limit.

[0029] In previous hybrid systems, the hybrid control circuitry used battery power limits to restrict other components in the hybrid system (e.g., traction motor, electric motor, generator, or any charger). If the total power limit did not account for parasitic loads, the battery would not be provided with the maximum power it was configured to draw. If the battery did not draw its maximum power, the result was the use of additional diesel fuel, which could have been avoided.

[0030] like Figure 2As shown, during charging without parasitic loads, the battery management system 30 propagates the battery power limit to the hybrid control circuit 50. The battery power limit is then added to the parasitic power load (e.g., zero when no parasitic load is present) to determine the total power limit. The total power limit is then transmitted from the hybrid control circuit 50 to the charging source 54. In some embodiments, the charging source 54 is the engine 34 and generator 42. In some embodiments, the charging source 54 is grid power. In some embodiments, the charging source 54 is regenerative power generated by the traction motor 14. The charging source 54 receives the total power limit and supplies power to the hybrid system 10 at or below the total power limit. Figure 2 In the example shown, there is no parasitic load, the total power limit is substantially equal to the total power limit, and substantially all the power supplied from the charging source 54 is directed to the battery 26.

[0031] like Figure 3 As shown, in existing systems that do not consider parasitic power loads, the hybrid control circuit 50 simply passes the battery power limit to the charging source 54. The charging source 54 then supplies power to the hybrid system 10 at or below the battery power limit. The parasitic load 58 then uses a portion of the available power, while the remaining combined power, less than the battery power limit, charges the battery 26. Figure 3 In the diagram, the relative size of the arrows indicates the amount of power transmitted.

[0032] like Figure 4 As shown, the hybrid system 10 uses a total power limit that takes into account the parasitic power load of the vehicle load 18. The battery management system 30 propagates the battery power limit, and the hybrid control circuit 50 adds the battery power limit to the parasitic power load to determine the total power limit. This total power limit is then propagated to the charging source 54. The charging source 54 receives the total power limit and supplies power to the hybrid system 10 at or below the total power limit. Figure 4 As shown, the parasitic load of vehicle load 18 operates simultaneously during the charging operation, but battery 26 still receives power up to the battery power limit and charges at an increased rate.

[0033] It is important to note that the power required by the accessories (i.e., parasitic power load) is not limited to HVAC compressors, fans, pumps, power steering pumps, electric lighting, and / or service brake compressors. Other components and power drawdowns may increase the parasitic power load and should be considered within the total power limits.

[0034] Parasitic power loads can be received from smart devices via CAN messages, or can be directly measured by the hybrid control circuit 50 through voltage and / or current measurements. For example, the hybrid power circuit 50 can monitor the DC→AC inverter 54 (see...). Figure 5 ), DC-DC converter 58 (see) Figure 5 (and / or other components to determine parasitic power loads.)

[0035] although Figure 4 Two power flows are shown (one to battery 26 and one to parasitic load 58), but since the power from charging source 54 is represented as voltage on the high-voltage bus, only one flow occurs from charging source 54 to hybrid system 10, and charging source 54 cannot control where that power subsequently arrives. Hybrid control circuit 50 is configured to transfer power as needed. In some embodiments, hybrid control circuit 50 propagates the total power limit during the high-capacity charging phase and does not propagate the total power limit during the adsorption phase. In some embodiments, the battery power limit is propagated during the adsorption phase.

[0036] Figure 1 The hybrid system 10 shown is described as a series hybrid system, wherein substantially all the power supplied to the vehicle load 18 is generated by the traction electric motor 14. Figure 5 As shown, a hybrid system 10' similar to hybrid system 10 can be arranged as a parallel hybrid system, wherein when the state of charge of battery 26' is fully depleted, engine 34' is able to power vehicle load 18' via clutch 62. Hybrid system 10' is numbered using the same reference numerals as in the initial sequence and operates in the same manner as described above. In some configurations, DC-AC inverter 54 receives power from a high-voltage DC bus and converts the power into 230 volts AC for use by vehicle systems such as HVAC. In some embodiments, DC-DC converter 58 converts the voltage of the high-voltage bus to 24 volts for use by low-voltage systems.

[0037] refer to Figure 6-8 The various embodiments disclosed herein relate to a system and method for recharging electric vehicle accessories of an electric vehicle during a charging event. According to this disclosure, a controller determines whether the electric vehicle's battery is undergoing a charging event at a charging station; when the electric vehicle's battery is undergoing a charging event, the controller generates a command configured to put the electric vehicle accessories into an on state during the charging event; and recharges the electric vehicle accessories by absorbing energy from the charging station during the charging event. Recharging the electric vehicle accessories in addition to charging the vehicle battery during a charging event can save more fuel, extend the battery's charging range, and improve the utilization of unused charging station capacity.

[0038] Figure 6 A schematic block diagram of an example electric vehicle 100 according to an exemplary embodiment is shown. The electric vehicle 100 may be a vehicle, such as, but not limited to, a plug-in hybrid electric vehicle (EV, electric vehicle, etc.), a battery electric vehicle (BEV), a fuel cell electric vehicle (FCEV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a range-extended electric vehicle (REEV), an extended-range electric vehicle (E-REV), a range-extended battery-electric vehicle (BEVx), or other vehicles that may be powered by at least one other operable means of a battery (e.g., battery 132), a generator (e.g., a generator, generator set, power board, on-board rechargeable energy storage system, etc.), an engine, a motor (e.g., an electric motor, a traction motor, an electric generator unit, etc.). The electric vehicle 100 may be operated, powered, plugged into, or otherwise charged via a charging station (e.g., an external power source, the power grid, etc.). Optionally or additionally, the electric vehicle 100 may be operated, powered, or otherwise charged by an engine 111 (e.g., an internal combustion engine) and / or a battery (e.g., battery 132). The electric vehicle 100 may operate in series (e.g., utilizing a single path to power the vehicle's wheels and multiple energy sources) or in parallel (e.g., utilizing both an engine path and an electrical path to power the vehicle's wheels). The electric vehicle 100 may be a road vehicle or an off-road vehicle, including but not limited to automobiles, trucks, trains, ships, vessels, vans, aircraft, spacecraft, or any other type of vehicle.

[0039] Electric vehicle 100 is shown to typically include a controller 150 communicatively and operatively coupled to battery 132 and electric vehicle accessories. As used herein, the term "electric vehicle accessory" may refer to an air compressor, a temperature control system (e.g., a heating, ventilation, and air conditioning (HVAC) system, an engine cooling system, an electric motor cooling system, a battery cooling system, etc.), an electric drive system, a powertrain system, and / or any other vehicle system and / or component configured to store energy. Controller 150 is configured to determine whether battery 132 of the electric vehicle (e.g., electric vehicle 100) is undergoing a charging event at a charging station (e.g., an electric charging point, a charging station, etc.). When battery 132 of the electric vehicle is undergoing a charging event, controller 150 may generate a command configured to put the electric vehicle accessory into an on state during the charging event and to charge the electric vehicle accessory by absorbing energy from the charging station during the charging event.

[0040] It should be understood that vehicle 100 may include more than Figure 6 The presence of more, fewer, and / or different components / systems shown in the disclosure makes the principles, methods, systems, apparatus, processes, etc., intended to be applicable to any other vehicle configuration. It should also be understood that the principles of this disclosure should not be construed as limited to highway vehicles; rather, this disclosure contemplates that the principles can also be applied to a variety of other applications, including but not limited to off-highway construction equipment, mining equipment, marine equipment, locomotive equipment, etc.

[0041] Battery 132 can be configured to provide energy that allows an electric vehicle to travel from a calibrated floor (e.g., 5 miles) to a calibrated ceiling (e.g., 250 miles). Battery 132 can be configured to receive fast charging. In an example where battery 132 may be depleted, the battery can be recharged according to a calibrated time period (e.g., 30 minutes to 24 hours). Charging system 134 can be configured to charge battery 132. In some embodiments, the charging system provides electrical energy to battery 132. Optionally or additionally, charging system 134 can be configured to monitor battery voltage, current, and / or the temperature of battery 132 to minimize charging time. Charging system 134 can transfer current to battery 132 or otherwise provide current to battery 132 without raising the battery temperature beyond permissible limits.

[0042] The electric vehicle accessory may include an air compressor, a temperature control system (e.g., a heating, ventilation, and air conditioning (HVAC) system, an engine cooling system, etc.), an electric drive system, a power system, and / or any other vehicle system and / or component configured to store energy. The air compressor may store pneumatic energy. The HVAC system may store thermal energy by overheating or overcooling the compartment (e.g., passenger compartment) or other areas of the electric vehicle 100. The engine cooling system may store thermal energy by overcooling the engine 111. Such electric vehicle accessories require energy to operate. In this respect, the electric vehicle accessory load on the engine 111 and / or the electric vehicle 100 may perform functions representing energy conversion. This energy conversion has a degree of energy storage capacity, allowing excess charging station power to be recharged (e.g., charged or otherwise supplemented) when connected to a charging station (e.g., when connected to the power grid).

[0043] In some embodiments, the controller 150 may be communicatively coupled to braking mechanism 120 (e.g., brakes, braking systems, or any other device configured to prevent or reduce motion by slowing or stopping components (e.g., wheels, axles, pedals, etc. of a vehicle), fuel delivery system 130, powertrain system 110, operator input / output (I / O) devices 135, and one or more additional vehicle subsystems 140. In some embodiments, in response to the electrical power generated from energy that may be lost during braking, regenerative braking can be used to partially recharge the battery 132 of the electric vehicle 100.

[0044] The powertrain system 110 facilitates the transmission of power from the electric motor 113 and / or the battery 132 to power the electric vehicle 100. In an example embodiment, the electric vehicle (e.g., an electrically driven vehicle or any other vehicle driven by an electric motor or traction motor) can be operated via the powertrain system 110, which includes an electric motor 113 operatively coupled to the battery 132 and a toll system 134. The electric motor 113 transmits power to the final drive (shown as wheels 115) to propel the electric vehicle 100. As shown, the powertrain system 110 includes various components that may be included in the electric vehicle 100, such as an engine 111 operatively coupled to a transmission 112, the electric motor 113, and a differential 114, wherein the differential 114 transmits power output from the engine 111 to the final drive (shown as wheels 115) to propel the electric vehicle 100. In a brief overview and in this configuration, the controller 150 of the electric vehicle 100 supplies power to the electric motor 113 (e.g., an electric motor) in response to inputs received by the controller 150 from the accelerator pedal 122, the charging system 134 (e.g., a battery charging system, a rechargeable battery, etc.). In some embodiments, the power supply for the electric motor 113 may be provided by the controller (e.g., controller 150), the battery 132, an onboard gasoline engine generator, a hydrogen fuel cell, etc.

[0045] In some embodiments, the electric vehicle 100 may further include an engine 111, which may be configured to receive chemical energy input (e.g., fuel such as natural gas, gasoline, ethanol, or diesel) from a fuel delivery system 130 and burn the fuel to generate mechanical energy in the form of a rotating crankshaft. A transmission 112 receives the rotating crankshaft and manipulates its speed (e.g., engine speed, typically expressed in revolutions per minute (RPM)) to achieve a desired driveshaft speed. The rotating driveshaft may be received by a differential 114, which provides rotational energy from the driveshaft to a final drive 115. The final drive 115 then propels or moves the electric vehicle 100. Furthermore, the driveshaft may be configured as a single-piece, two-piece, and / or sleeve-type driveshaft depending on the application.

[0046] In some examples, the electric vehicle 100 may include a transmission 112. The transmission 112 can be configured as any type of transmission, such as a continuously variable transmission (CVT), manual transmission, automatic transmission, automatic-manual transmission, dual-clutch transmission, etc. Therefore, as the transmission varies from gear-driven to a sequential configuration (e.g., a CVT), it can include various settings (e.g., gears for gear drives) that affect different output speeds based on engine speed. Components such as the engine 111, transmission 112, motor 113, differential 114, and final drive 115 can be configured in any configuration depending on the application (e.g., the final drive 115 can be configured as a wheel in an automotive application and a propeller in an aircraft application).

[0047] Depending on the engine system used, the electric vehicle 100 may include a throttle system (e.g., a throttle system including an intake manifold throttle). A throttle system typically includes a throttle valve (e.g., a ball valve, butterfly valve, shut-off valve, or plug valve), which, in a particular embodiment, is operatively and communicatively coupled to the accelerator pedal 122 and / or one or more sensors 123. The throttle is configured to selectively control the amount of intake air supplied to the engine 111. Because the type of engine 111 can vary depending on the application and between applications, the type of throttle can also vary with all these possibilities and configurations and fall within the spirit and scope of this disclosure. As used herein, the term "throttle system" should be understood broadly and can refer to any air management system, including but not limited to the operation of an intake throttle, an exhaust throttle, and / or an air treatment device such as a turbocharger (e.g., an exhaust valve turbocharger and / or a variable geometry turbocharger). The throttle system may be additionally or optionally active during stoichiometric operation of the engine and inactive or less active during lean-burn operation of the engine.

[0048] The accelerator pedal 122 can be configured as any type of torque and / or speed request device included in the system (e.g., a bottom-based pedal, accelerator lever, etc.). Furthermore, the sensor 123 can include any type of sensor communicatively coupled to the battery 132, charging system 134, accelerator pedal 122, or any other component and / or system included in the electric vehicle 100. For example, the sensor 123 can include a boost air temperature sensor, a coolant temperature and pressure sensor, an ambient air temperature and pressure sensor, etc.

[0049] As shown in the figure, the electric vehicle 100 includes an operator I / O device 135. The operator I / O device 135 enables the vehicle's operator to communicate with the electric vehicle 100 and the controller 150. Similarly, the I / O device 135 enables the vehicle or controller 150 to communicate with the operator. For example, the operator I / O device 135 may include, but is not limited to, an interactive display (e.g., a touchscreen, etc.) having one or more buttons / input devices, haptic feedback devices, an accelerator pedal, a brake pedal, a gearshift lever for the transmission, cruise control input settings, navigation input settings, etc. Via the I / O device 135, the controller 150 can also provide commands / instructions / information to the operator (or passenger).

[0050] As also shown in the figure, the electric vehicle 100 includes one or more vehicle subsystems 140. Various vehicle subsystems 140 typically include one or more sensors (e.g., charge sensors, speed sensors, torque sensors, ambient pressure sensors, temperature sensors, etc.), as well as any subsystem that can be included in the vehicle. Therefore, in embodiments including hybrid electric vehicles, the subsystem 140 may also include an exhaust aftertreatment system configured to reduce diesel engine exhaust emissions, such as a selective catalytic reduction catalyst, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a diesel exhaust fluid feeder with a diesel exhaust fluid supply, and multiple sensors (e.g., NOx sensors) for monitoring the exhaust aftertreatment system.

[0051] The controller 150 can be communicatively and operably coupled to the battery 132, charging system 134, electric vehicle accessories, powertrain system 110, braking mechanism 120, accelerator pedal 122, operator I / O device 135, and / or one or more vehicle subsystems 140. Communication between and within components can be achieved via any number of wired or wireless connections (e.g., any standard under IEEE 802, etc.). For example, wired connections can include serial cables, fiber optic cables, SAE J1939 buses, CAT5 cables, or any other form of wired connection. In contrast, wireless connections can include the Internet, Wi-Fi, Bluetooth, Zigbee, cellular, radio, etc. In one embodiment, a controller local area network (CAN) bus including any number of wired and wireless connections provides for the exchange of signals, information, and / or data. Because the controller 150 is communicatively coupled to... Figure 6 The systems and components in the powered vehicle 100, so the controller 150 is configured to... Figure 6One or more components shown receive data (e.g., instructions, commands, signals, values, etc.). The controller 150 is communicatively coupled to, for example, controller 250, or may be configured as described herein. Figure 7 The controller 250 is described in form.

[0052] Figure 7 It shows that it can be used with Figure 6 This is a schematic diagram of an example controller 250 used in a system. The controller 250 may be communicatively coupled to or included within an electric vehicle 100. The controller may be included in a charging station and / or the electric vehicle 100. The controller 250 may include a processor 252, such as, but not limited to, a microprocessor, a programmable logic controller (PLC) chip, an ASIC chip, or any other suitable processor. The processor 252, communicating with memory 254, is configured to execute instructions, algorithms, commands, or programs stored in the memory. Memory 254 includes any memory and / or storage components discussed herein. For example, memory 254 may include RAM and / or cache of the processor. Memory 254 may also include one or more local or remote storage devices (e.g., hard disk drives, flash drives, computer-readable media, etc.) of the controller 250. The memory is configured to store lookup tables, algorithms, or instructions. Although a single controller 250 is shown, some example configurations may include multiple controllers. Therefore, due to... Figure 6 The components are shown to be embodied in the electric vehicle 100, so the controller 250 may be configured to include, or be communicatively and operatively coupled to at least one of the battery controller, electric vehicle accessory controller, power electronics system, electric motor controller, powertrain system controller, engine controller, etc.

[0053] Controller 250 (e.g., a battery controller) may be configured to control, monitor, or otherwise manage battery 132. For example, the battery controller may maintain a value indicating the state of charge of battery 132. The value indicating the state of charge may be stored in memory 254 or may be accessed via memory 254. Controller 250 may monitor battery 132 of electric vehicle 100 via battery management circuitry 232. Controller 250 may then be configured to recharge battery 132 during a charging event. Controller 250 may generate a command that draws power from battery 132 and transmits it to motor 113. Accelerator pedal 122 may be coupled to one or more potentiometers (e.g., variable resistors) that generate a signal to controller 250 to indicate the amount of power to be delivered (e.g., zero power, full power, or an amount between zero and full power).

[0054] Controller 250 may be configured to control, monitor, or otherwise manage electric vehicle accessories (e.g., compressors, temperature control systems, electric drive systems, power systems, or combinations thereof). For example, controller 250 may maintain a value indicating the storage capacity of the electric vehicle accessory. This value indicating the storage capacity may be stored in or accessed via memory 254. Controller 250 may monitor the electric vehicle accessories of electric vehicle 100 via accessory management circuitry 234. Subsequently, controller 250 may be configured to recharge the electric vehicle accessory during a charging event. In some examples, controller 250 may generate a command that obtains electrical energy from a charging station and delivers it to the electric vehicle accessory.

[0055] In an example where the electric vehicle 100 includes a hybrid vehicle, a controller 250 (e.g., an engine controller) may be configured to control an engine 111 and / or a generator. In some embodiments, the controller 250 may be communicatively coupled to a power electronics system such that the controller 250 and the power electronics system can control the engine 111 and the generator. The power electronics system may provide data to the controller 250 and / or receive commands from the controller 250 regarding how much power (e.g., power quantity) can be requested from the engine 111 and the generator to replenish the battery 132. In some embodiments, the power electronics system may be configured to control an electric motor 113. The power electronics system may receive commands from the controller 250 regarding the amount of torque or power that may be required via the electric motor 113.

[0056] The controller 250 may be configured to receive one or more operating parameters associated with the battery 132. Operating parameters may be received from various components, circuits, controllers, systems, etc. (which may be inside and / or outside the battery 132, electric vehicle accessories, and / or the electric vehicle 100). Operating parameters may include charge amount, energy storage capacity, charging duration, charging limits, grid load, operating time relative to a route or path, route data, vehicle gradient sensor data, vehicle weight, environmental conditions, or combinations thereof.

[0057] Figure 8 This is a flowchart of example process 300, which is used by the controller during a charging event via the references herein. Figure 7 The circuitry and other components described herein are used to control electric vehicle accessories of an electric vehicle (e.g., electric vehicle 100).

[0058] At 302, process 300 includes determining whether the battery of the electric vehicle is undergoing a charging event at a charging station. A charging station (e.g., an electric vehicle charging station, charging point, power recharge point, etc.) generates or supplies electrical energy to recharge an electric vehicle (such as electric vehicle 100). The charging station may be communicatively coupled to or may include public charging stations, residential charging stations, the power grid, battery switching stations, and / or any other station configured to supply electrical energy to electric vehicle 100. In some embodiments, the charging station may be configured to provide fast charging to battery 132 and / or electric vehicle accessories via one or more connectors of the charging station. For example, the charging station may provide fast charging at an increased voltage (V) and / or current (Amp). The charging station may have a larger electrical capacity than required or acceptable to battery 132, such that the charging station can be used to power electric vehicle accessories as an alternative to or supplement to charging battery 132. After determining that the charging station and the electric vehicle 100 are connected (e.g., physically connected), when the battery 132 of the electric vehicle 100 is undergoing a charging event, the charging station may apply a pulse width modulation (PWM) signal to initiate the supply of current (Amp) that causes the charging event (e.g., charging of the battery 132 and / or electric vehicle accessories).

[0059] While the electric vehicle's battery 132 is undergoing a charging event, the accessory management circuit 234 can generate a command configured to move an electric vehicle accessory (e.g., a compressor, temperature control system, electric drive system, electrical system, or a combination thereof) into an on state during the charging event 304. This command can propagate operating parameters to the electric vehicle accessory to actuate various components, circuits, or levers of the electric vehicle accessory, causing one or more system components to change from an off state to an on state. This command can regulate the energy output of the electric vehicle accessory (e.g., on and off states). For example, when the electric vehicle accessory is in the on state, it can be energized or otherwise utilize energy. In the on state, the electric vehicle accessory can receive energy from the charging station in response to a command generated during the charging event to move the electric vehicle accessory to the on state. For example, the accessory management circuit 234 can generate a command (e.g., a code) configured to move an HVAC system to the on state, thereby receiving electrical energy from the charging station in response to the accessory being in the on state.

[0060] At 306, the accessory management circuitry 234 can be configured to charge the electric vehicle accessory by absorbing energy from the charging station during a charging event. As described herein, the battery 132 can be configured to receive electrical energy from the charging station. The electric vehicle accessory can be configured to receive electrical energy from the charging station while the battery 132 is being charged. In some embodiments, the electric vehicle accessory can be configured to receive electrical energy from the charging station before charging the battery 132. However, in other embodiments, the electric vehicle accessory can be configured to receive electrical energy from the charging station after the battery 132 has been charged.

[0061] The battery management circuit 232 and / or accessory management circuit 234 can be configured to set a recharge ratio based on a plurality of predetermined parameters and / or dynamically determined parameters (e.g., but not limited to, the amount of charge on the electric vehicle accessory and / or battery 132, charging duration, charging limits, grid load, storage capacity, specifications, etc.). The charging ratio can include each corresponding fraction or proportion of the total capacity of electrical energy that the charging station can provide for recharging the battery 132 and / or the electric vehicle accessory. The charging ratio can be set by the controller based on predetermined parameters. The predetermined parameters can represent separate recharge ratios (e.g., 70% of the total capacity can be directed to the battery 132, while 30% of the total capacity can be directed to the electric vehicle accessory) or full charge ratios (e.g., 100% of the total capacity can be directed to the battery 132, or 100% of the total capacity can be directed to the electric vehicle accessory). In some examples, the recharge ratio can be divided or otherwise allocated between the battery 132 and / or the electric vehicle accessory, such that the battery 132 and / or the electric vehicle accessory can be recharged and / or operated at the same or different times.

[0062] The accessory management circuit 234 can use excess charging station power to recharge (e.g., charge or otherwise terminate the charging operation) the electric vehicle accessory when connected to a charging station (e.g., when connected to the power grid). In some examples, the electric vehicle accessory can be charged (e.g., recharged) to a calibrable capacity during a charging event, such that the amount or level of charging performed can be scaled based on parameters of the electric vehicle accessory (e.g., size, storage capacity, specifications, etc.). While the electric vehicle accessory is charging, it can be configured to receive at least a portion of the current released during the charging event. For example, an air compressor for vehicle pneumatics can convert mechanical energy into pneumatic energy that can be stored in an air tank. In some examples, the air compressor may not currently be storing its maximum amount of compressed air, and / or the air compressor may not currently be operating to compress more air. The air compressor may not currently be operating due to pressure not falling below a threshold, a predetermined operating time other than the current time, etc. While the battery 132 is charging, the compressor is configured to operate to store the maximum amount of compressed air that the compressor can store, such that once the vehicle battery is no longer experiencing a charging event, the compressor minimizes the use of electrical energy from the battery (e.g., no use or minimal use). Advantageously, the increased operation of the air compressor during a charging event can be offset by a lighter or delayed operation of the air compressor after the charging event.

[0063] In some embodiments, as described herein, electric vehicle accessories (e.g., engine cooling systems, electric motor cooling systems, etc.) may be overcooled while the electric vehicle's battery 132 undergoes a charging event in response to a command generated by accessory management circuitry 234. The electric vehicle accessories (e.g., engine cooling systems or electric motor cooling systems) regulate the thermal energy stored in each respective system. The increased cooling operation during a charging event of the electric vehicle's battery 132 may be offset by lighter or more delayed operations in the future.

[0064] Optionally or additionally, electric vehicle accessories such as HVAC systems (e.g., passenger compartment HVAC systems) may move to an ON state in response to a command generated by accessory management circuitry 234. When ON, the HVAC system may operate or otherwise manipulate to bring the interior temperature of the electric vehicle 100 to a maximum or minimum controlled temperature. Advantageously, overheating or overcooling of the electric vehicle's battery 132 during a charging event can be offset or delayed at a future time by the use of the HVAC system. Therefore, operation of the HVAC system while the electric vehicle's battery 132 is charging provides a means to offset the increased operation of the electric vehicle's battery 132 during a charging event by reducing operation at a future time.

[0065] As a more specific example, in the case of an HVAC system, energy from the charging station can be used to recharge the HVAC system, for example, through overheating or overcooling of the passenger compartment. For instance, the setpoint for the passenger compartment temperature of an electric vehicle (e.g., a bus) can be 70 degrees Celsius. When battery 132 experiences a charging event and the charging station has excess capacity, the excess electrical energy from the charging station can be converted into heat energy that heats the bus above the setpoint, for example, 75 degrees Celsius (referred to herein as "passenger compartment overheating"). The bus can then temporarily store the excess heat energy, which eventually dissipates over time. In some examples, the setpoint for the passenger compartment temperature of an electric vehicle (e.g., a bus) can be 70 degrees Celsius. When battery 132 experiences a charging event, the excess electrical energy at the charging station can be used to operate the cooling system to cool the electric vehicle below the setpoint (referred to herein as "passenger compartment overcooling"). For example, the bus is now cooled to 65 degrees Celsius, so that once the vehicle resumes normal driving operation (i.e., and there are no more charging events and no more electrical energy being received from the charging station), the cooling system will not operate (or at least will operate to use less electrical energy from battery 132). In this example, the energy from the charging station is used to remove heat from the passenger compartment, and the passenger compartment effectively stores negative heat energy. In some examples, accessory management circuitry 234 may generate a command configured to move the engine cooling system to an on state, thereby receiving excess energy from the charging station when the engine cooling system is on, causing the engine to overcool.

[0066] In other embodiments, accessory management circuitry 234 may generate a command configured to recharge the air compressor. For example, accessory management circuitry 234 may generate a command configured to move the air compressor to an on state. When on, the air compressor may store pneumatic energy in response to increased use of electrical energy from the charging station (e.g., by operating the air compressor and bringing the air tank to its maximum capacity). In the off state, the electric vehicle accessory may be de-energized or may not be able to utilize energy.

[0067] Advantageously, the additional capacity of the charging station is used to maximize or otherwise increase the accessory load on the electric vehicle 100, so that the energy supplied to the electric vehicle accessories does not have to be provided by the charging battery 132, from its output or obtained from it.

[0068] While battery 132 is charging during a charging event, battery management circuitry 232 can be configured to reduce battery power to cool battery 132. In such an example, battery power can be switched to an off state so that battery power can be used later to cause battery 132 to cool. In some embodiments, battery management circuitry 232 and / or accessory management circuitry 234 can be configured to reduce fan usage (e.g., use the fan at a later time) to cool battery 132.

[0069] In this regard, battery management circuitry 232 may be configured to receive one or more operating parameters associated with battery 132. These operating parameters may include, for example, but not limited to, ambient temperature, duty cycle, or combinations thereof. Operating parameters may be received from various components, circuits, controllers, systems, etc., which may be inside and / or outside battery 132, electric vehicle accessories, and / or electric vehicle 100, such as, but not limited to, one or more sensors, telematics, etc. Battery management circuitry 232 may be configured to determine whether to cool battery 132 during a charging event based on one or more operating parameters. If the operating parameters (e.g., ambient temperature, duty cycle, etc.) are above an operating level, battery management circuitry 232 may be configured to cool battery 132 (e.g., battery pack) when connected to a charging station. The operating level (e.g., the temperature-controlled operating level of battery 132) may operate from a calibrable lower operating limit to a calibrable upper operating limit, which may vary based on size, dimensions, specifications, and / or the various systems interacting with battery 132. In some examples, battery 132 may be cooled to meet a calibrable lower operating limit (e.g., an operating temperature between -10°C and 15°C), so that battery 132 may not be cooled to an operating temperature below the calibrable lower operating limit. If the ambient temperature and / or duty cycle are between the operating level and the calibrable lower operating limit (e.g., an operating temperature between -10°C and 15°C), battery 132 may be cooled according to different programmed cooling algorithms.

[0070] If the operating parameters are below the operating level, the battery 132 can be cooled according to a programmed cooling algorithm configured to minimize or bypass cooling of the battery 132. For example, the operating temperature range for normal operation of the battery 132 can be between 15-20°C. Therefore, on warm days, the temperature of the battery 132 can be sufficiently cooled to remain below 20°C. On cold days, the temperature of the battery 132 can be heated to above 15°C. Advantageously, minimizing cooling of the battery 132 by energy supplied by the charging station and / or at the charging station reduces parasitic loads that consume energy from the battery 132. For example, if the battery 132 (e.g., the battery pack) is cooled to 15°C or lower at the charging station, the time spent using the battery cooling system will increase after the electric vehicle 100 leaves the charging station, thus saving energy used from the battery 132. In the example of cold days, since the battery 132 will remain cool without a cooling system, the battery 132 can be cooled to a minimum of 20°C at the charging station.

[0071] As described in this article, programmed cooling algorithms can be selected, used, or otherwise executed based on operating parameters. For example, a more aggressive programmed cooling algorithm can be selected if pickup trucks and delivery vehicles expect to receive a larger load. In other examples, a more aggressive programmed cooling algorithm can be selected if route terrain, passenger numbers, cabin HVAC requirements, or other inputs indicate a larger load.

[0072] Although the first embodiment has been described together Figure 1-5 And together with the second embodiment, it is described Figure 6-8 However, it should be understood that Figure 1-5 and Figure 6-8 The embodiments are not mutually exclusive. In accordance with the spirit and scope of this disclosure, Figure 1-5 Implementation examples and Figure 6-8 The embodiments can be combined in whole or in part.

[0073] The elements claimed in this document should not be interpreted in accordance with the provisions of 35 U.S.SC §112(f) unless the element is explicitly stated using the phrase “for.....".

[0074] For the purposes of this disclosure, the term "connection" refers to two components being directly or indirectly linked to or connected to each other. Such a connection can be fixed or movable in nature. For example, the driveshaft of an engine being "connected" to a transmission represents a movable connection. Such a connection can be achieved with two components or two components and any additional intermediate components. For example, circuit A being communicatively "connected" to circuit B can represent circuit A communicating directly with circuit B (i.e., without an intermediate medium) or indirectly with circuit B (e.g., through one or more intermediate media).

[0075] While various circuits with specific functions are shown in the accompanying drawings, it should be understood that the systems disclosed herein may include any number of circuits for performing the functions described herein. For example, the activities and functions of circuits 22, 30, 38, 46, 50, 232, and 234 may be combined in multiple circuits or as a single circuit. Additional circuits with additional functions may also be included. Furthermore, the hybrid control circuit 50 and controller 250 may further control other activities outside the scope of the invention.

[0076] As described above, in one configuration, a "circuit" can be implemented in a machine-readable medium for execution by various types of processors. For example, a circuit of identified executable code may include one or more physical or logical blocks of computer instructions, organized, for example, as objects, processes, or functions. However, the executable file of the identified circuit does not need to be physically located together, but may include scattered instructions stored in different locations that, when logically connected together, constitute the circuit and achieve the circuit's stated purpose. In practice, a circuit of computer-readable program code can be a single instruction or many instructions, and may even be distributed across different programs and several different code segments spanning several memory devices. Similarly, operational data can be identified and described within the circuit, and can be implemented in any suitable form and organized within any suitable type of data structure. Operational data may be collected as a single dataset or distributed across different locations including different storage devices, and may exist at least in part only as electronic signals on a system or network.

[0077] The term "circuit" is intended to be interpreted broadly. In this regard, and as stated above, a "circuit" can be implemented as one or more general-purpose processors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), very large-scale integrated circuits (VLSIs), off-the-shelf semiconductors (e.g., logic chips, transistors), or other suitable electronic data processing components configured to execute instructions provided by memory. One or more processors can take the form of single-core processors, multi-core processors (e.g., dual-core, triple-core, quad-core, etc.), microprocessors, etc. In some embodiments, one or more processors can be external to the device; for example, one or more processors can be remote processors (e.g., cloud-based processors). Optionally or additionally, one or more processors can be internal and / or local to the device. In this regard, a given circuit or its components can be located locally (e.g., as part of a local server, local computing system, etc.) or remotely (e.g., as part of a remote server, such as a cloud-based server). Therefore, a "circuit" as described herein can include components distributed across one or more locations.

[0078] In practice, computer-readable program code can be a single instruction or many instructions, and can even be distributed across different programs and several different code segments spanning several memory devices. Similarly, operational data can be identified and described within the circuit, and can be implemented in any suitable form and organized within any suitable type of data structure. Operational data can be collected as a single dataset or distributed across different locations including different storage devices, and can exist at least partially as electronic signals on a system or network. Where a circuit or part of a circuit is implemented in a machine-readable medium (or computer-readable medium), the computer-readable program code can be stored and / or propagated in one or more computer-readable media.

[0079] A computer-readable medium can be a tangible computer-readable storage medium that stores computer-readable program code. A computer-readable storage medium can be, for example, but not limited to, electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor systems, apparatuses, or devices, or any suitable combination thereof.

[0080] More specific examples of computer-readable media may include, but are not limited to, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable optical disc read-only memory (CD-ROM), digital versatile optical disc (DVD), optical storage devices, magnetic storage devices, holographic storage media, micromechanical storage devices, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium can be any tangible medium that can contain and / or store computer-readable program code for use by and / or linked to an instruction execution system, apparatus, or device.

[0081] Computer-readable media can also be computer-readable signal media. A computer-readable signal medium may include, for example, a propagated data signal having computer-readable program code therein (e.g., in baseband or as part of a carrier wave). Such a propagated signal can take any of a variety of forms, including but not limited to electrical, electromagnetic, magnetic, optical, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium that is not a computer-readable storage medium and can communicate, propagate, or transmit computer-readable program code for use by or connection to an instruction execution system, apparatus, or device. The computer-readable program code contained on a computer-readable signal medium can be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, radio frequency (RF), or any suitable combination thereof.

[0082] In one embodiment, a computer-readable medium may include a combination of one or more computer-readable storage media and one or more computer-readable signal media. For example, computer-readable program code may be both propagated as an electromagnetic signal via optical fiber for execution by a processor and stored on a RAM storage device for processor execution.

[0083] Computer-readable program code used to perform various aspects of the present invention may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, Simaltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" programming language or similar programming languages. The computer-readable program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone computer-readable package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the latter case, the remote computer may be connected to the user's computer via any type of network (including a local area network (LAN) or a wide area network (WAN)) or may be connected to an external computer (e.g., via the Internet through an Internet service provider).

[0084] Program code may also be stored in a computer-readable medium that can instruct a computer, other programmable data processing apparatus or other device to operate in a particular manner, such that the instructions stored in the computer-readable medium produce instructions including those that implement the functions / actions specified in or in the schematic flowcharts and / or schematic block diagram blocks.

[0085] While the diagrams herein may illustrate the specific order and composition of the method steps, the order of these steps may differ from the order shown. For example, two or more steps may be performed simultaneously or partially simultaneously. Furthermore, some method steps may be combined as separate steps, steps performed as combined steps may be divided into separate steps, the order of certain processes may be reversed or otherwise varied, and the nature or number of separate processes may be changed or altered. According to alternative embodiments, the order or sequence of any elements or devices may be varied or substituted. All such modifications are intended to be included within the scope of this disclosure as defined by the appended claims. These variations will depend on the machine-readable medium and hardware system chosen, as well as the designer's selection. All such variations are within the scope of this disclosure.

[0086] Furthermore, the provided format and symbols are used to interpret the logical steps of the diagrams and are not intended to limit the scope of the methods shown. Although various arrow and line types may be used in the diagrams, it should be understood that this does not limit the scope of the corresponding methods. In fact, some arrows or other connectors may be used solely to indicate the logical flow of the methods. For example, an arrow may indicate a wait or monitoring period of unspecified duration between enumeration steps of the illustrated method. Additionally, the order in which a particular method occurs may or may not strictly adhere to the order of the corresponding steps shown. It will also be noted that each box in the block diagram and / or flowchart, as well as combinations of boxes in the block diagram and / or flowchart, may be implemented by a dedicated hardware-based system performing the specified function or action, or a combination of dedicated hardware and program code.

[0087] Throughout this specification, references to "an embodiment," "embodiment," or similar language mean that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment of the invention. Therefore, the phrases "in one embodiment," "in an embodiment," and similar language appearing throughout the specification may, but are not necessarily, all refer to the same embodiment.

[0088] The above description of embodiments has been made for purposes of illustration and description. It is not intended to be exhaustive or to limit the present disclosure to the precise forms disclosed, and modifications and variations may be made in accordance with the above teachings, or may be obtained from the present disclosure. The embodiments were chosen and described to explain the principles of the present disclosure and its practical application, enabling those skilled in the art to utilize various implementations and modifications suitable for the particular intended use. Other substitutions, modifications, alterations, and omissions may be made in the design, operating conditions, and arrangement of the embodiments without departing from the scope of the present disclosure as set forth in the appended claims.

[0089] Therefore, this disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered illustrative in all respects and not restrictive. Therefore, the scope of this disclosure is indicated by the appended claims rather than the foregoing description. All variations within the meaning and scope of equivalents of the claims are to be included within their scope.

Claims

1. A device configured to control an electric vehicle accessory of an electric vehicle during a charging event, characterized in that, The device includes: A battery management system configured to control the power flowing to the battery; An inverter configured to supply power to the electric vehicle accessory; A controller, connected to the battery and the electric vehicle accessory, is configured to: Receive the battery power limit from the battery management system; Receive an indication that the battery is undergoing the charging event; During the charging event, the electric vehicle accessory is charged by absorbing energy from the charging station; and During the charging event and after the charging of the electric vehicle accessory, the battery is charged by absorbing energy from the charging station.

2. The apparatus according to claim 1, characterized in that, The controller is also configured to charge the battery by absorbing a first portion of the energy from the charging station during the charging event, wherein the first portion is less than the total amount of energy.

3. The apparatus according to claim 1, characterized in that, The electric vehicle accessories include at least one of a compressor, a cabin temperature control system, or an engine temperature control system.

4. The apparatus according to claim 1, characterized in that, During the charging event, the controller charges the electric vehicle accessory to a value less than or equal to the calibrable storage capacity.

5. The apparatus according to claim 4, characterized in that, The controller is also configured to charge the battery after the electric vehicle accessory has been charged to the calibrable storage capacity.

6. The apparatus according to claim 1, characterized in that, The controller is also configured to receive one or more operating parameters associated with the battery, the one or more operating parameters including at least one of ambient temperature or duty cycle.

7. The apparatus according to claim 6, characterized in that, The controller is also configured to cool the battery during the charging event based on one or more operating parameters.

8. A method, characterized in that, The method includes: The battery power limit of the electric vehicle's battery is received by the electric vehicle's controller. The controller receives an indication that the battery of the electric vehicle is charging. During the charging event, the controller causes the electric vehicle accessories of the electric vehicle to operate or charge by absorbing energy from the charging station; and The controller enables the battery to be charged by absorbing energy from the charging station during the charging event and after the charging of the electric vehicle accessory.

9. The method according to claim 8, characterized in that, It also includes charging the electric vehicle accessory to a value less than or equal to the calibrable storage capacity via the controller during the charging event.

10. The method according to claim 9, characterized in that, It also includes charging the battery via the controller after the electric vehicle accessory has been charged to the calibrable storage capacity.

11. The method according to claim 8, characterized in that, It also includes receiving one or more operating parameters related to the battery via the controller, the one or more operating parameters including at least one of ambient temperature or duty cycle.

12. A non-transitory computer-readable medium, characterized in that, The medium has computer-executable instructions contained therein, which, when executed by at least one processor of the computing system, cause the computing system to perform operations, the operations including: Receive an indication that the electric vehicle's battery is undergoing a charging event. During the charging event, the electric vehicle accessories of the electric vehicle are operated or charged by absorbing energy from the charging station, and During the charging event and after the charging of the electric vehicle accessory, the battery is charged by absorbing energy from the charging station.

13. The medium according to claim 12, characterized in that, The operation also includes charging the electric vehicle accessory to a value less than or equal to the calibrable storage capacity during the charging event.

14. The medium according to claim 13, characterized in that, The operation also includes charging the battery after the electric vehicle accessory has been charged to the calibrable storage capacity.

15. The medium according to claim 12, characterized in that, The operation also includes receiving one or more operating parameters related to the battery, the one or more operating parameters including at least one of ambient temperature or duty cycle.

16. The medium according to claim 15, characterized in that, The operation also includes cooling the battery according to a cooling algorithm based on the one or more operating parameters during the charging event.

17. The medium according to claim 12, characterized in that, The operation also includes at least one of the following: During the charging event, the electric vehicle accessory stores thermal energy; or During the charging event, the electric vehicle accessory stores pneumatic energy in a gas tank.

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