Electric vehicle power supply equipment

Abstract

The electric vehicle power supply equipment includes at least a first connector and a second connector and a controller. The controller synchronizes power from a first vehicle and a second vehicle and supplies the power to an entity other than the first vehicle and the second vehicle in response to detecting that the first connector and the second connector are engaged with the first vehicle and the second vehicle, respectively.

Description

Technical Field

[0001] The present disclosure relates to electric vehicle supply equipment (EVSE) configured to bidirectionally transfer electrical energy to various entities. Background Art

[0002] Electric vehicles rely on one or more traction batteries to supply electrical energy to the motor for propulsion. Once connected to the EVSE, the traction batteries can be charged using power from an external source (e.g., the grid). Additionally, the EVSE can be configured to supply power to one or more entities (e.g., a residence) using power from the traction batteries. Summary of the invention

[0003] An electric power system has electric vehicle power supply equipment, which includes at least a first connector and a second connector, and a controller, which synchronizes power from a first vehicle and a second vehicle and supplies the power to an entity other than the first vehicle and the second vehicle in response to detecting that the first connector and the second connector are engaged with the first vehicle and the second vehicle, respectively.

[0004] A method includes synchronizing power from first and second vehicles and supplying the power to entities other than the first and second vehicles after first and second connectors of electric vehicle supply equipment are engaged with the first and second vehicles, respectively.

[0005] An electric power system includes: a controller of an electric vehicle power supply equipment, which reduces the power from one of the first vehicle and the second vehicle and increases the power from the other of the first vehicle and the second vehicle when the electric vehicle power supply equipment is connected to at least a first vehicle and a second vehicle and supplies power from the first vehicle and the second vehicle to entities other than the first vehicle and the second vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 is a diagram of an electrified vehicle showing a powertrain and energy storage components including an electric machine.

[0007] Figure 2 is a diagram of a home energy management system associated with an electric vehicle.

[0008] Figure 3 is a flow chart of a process for managing energy transactions between various entities. DETAILED DESCRIPTION

[0009] Embodiments are described herein. However, it should be understood that the disclosed embodiments are merely examples and that other embodiments may take various and alternative forms. The drawings are not necessarily drawn to scale. Some features may be enlarged or minimized to show details of particular components. Therefore, the specific structural details and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art.

[0010] The various features shown and described with reference to any one of the accompanying drawings may be combined with features shown in one or more other drawings to produce embodiments not explicitly shown or described. The combinations of features shown provide representative embodiments for typical applications. However, for specific applications or implementations, various combinations and modifications of features consistent with the teachings of the present disclosure may be desired.

[0011] Figure 1 An electrified vehicle 112, which may be referred to as a plug-in hybrid electric vehicle (PHEV), is depicted. The plug-in hybrid electric vehicle 112 may include one or more motors 114 mechanically coupled to a hybrid transmission 116. The motor 114 may be capable of operating as a motor or a generator. In addition, the hybrid transmission 116 is mechanically coupled to an engine 118. The hybrid transmission 116 is also mechanically coupled to a drive shaft 120, which is mechanically coupled to wheels 122. The motor 114 may provide propulsion and braking capabilities when the engine 118 is turned on or off. The motor 114 may also act as a generator and may provide fuel economy benefits by recovering energy that would normally be lost as heat in a friction brake system. The motor 114 may also reduce vehicle emissions by allowing the engine 118 to operate at a more efficient speed and allowing the hybrid electric vehicle 112 to operate in an electric mode when the engine 118 is turned off under certain conditions. The electrified vehicle 112 may also be a battery electric vehicle (BEV). In a BEV configuration, the engine 118 may not be present.

[0012] The traction battery or battery pack 124 stores energy that can be used by the motor 114. The vehicle battery pack 124 can provide a high voltage direct current (DC) output. The traction battery 124 can be electrically coupled to one or more power electronics modules 126 (such as a traction inverter). One or more contactors 142 can isolate the traction battery 124 from other components when open, and connect the traction battery 124 to other components when closed. The power electronics module 126 is also electrically coupled to the motor 114 and provides the ability to transfer energy bidirectionally between the traction battery 124 and the motor 114. For example, the traction battery 124 can provide a DC voltage, and the motor 114 can operate using three-phase alternating current (AC) to function. The power electronics module 126 can convert the DC voltage into a three-phase AC current to operate the motor 114. In a regenerative mode, the power electronics module 126 can convert the three-phase AC current from the motor 114 acting as a generator into a DC voltage compatible with the traction battery 124.

[0013] The vehicle 112 may include a variable voltage converter (VVC) (not shown) electrically coupled between the traction battery 124 and the power electronics module 126. The VVC may be a DC / DC boost converter configured to increase or step up the voltage provided by the traction battery 124. By increasing the voltage, current requirements may be reduced, resulting in a reduction in wiring size of the power electronics module 126 and the motor 114. Additionally, the motor 114 may be operated with better efficiency and lower losses.

[0014] In addition to providing energy for propulsion, the traction battery 124 may also provide energy for other vehicle electrical systems. The vehicle 112 may include a DC / DC converter module 128 that converts the high voltage DC output of the traction battery 124 into a low voltage DC supply compatible with the low voltage vehicle load. The output of the DC / DC converter module 128 may be electrically coupled to an auxiliary battery 130 (e.g., a 12V battery) for charging the auxiliary battery 130. The low voltage system may be electrically coupled to the auxiliary battery 130. One or more electrical loads 146 may be coupled to the high voltage bus / rail. The electrical load 146 may have an associated controller that operates and controls the electrical load 146 when appropriate. Examples of electrical loads 146 may be fans, electric heating elements, and / or air conditioning compressors.

[0015] The electrified vehicle 112 may be configured to recharge the traction battery 124 from an external power source 136. The external power source 136 may be a connection to an electrical outlet. The external power source 136 may be electrically coupled to a charger or electric vehicle supply equipment (EVSE) 138. The external power source 136 may be a distribution network or grid provided by an electric utility company. The EVSE 138 may provide circuits and controls to regulate and manage energy transfer between the power source 136 and the vehicle 112. The EVSE 138 may be coupled to the external power source 136 via an AC coupling system to receive AC power therefrom. In one example, the AC coupling system may be adapted to a power line configuration associated with a building. The EVSE 138 may have a charging connector 140 for plugging into a charging port 134 of the vehicle 112. The charging port 134 may be any type of port configured to transfer power from the EVSE 138 to the vehicle 112. The charging port 134 may be electrically coupled to a charger or an onboard power conversion module 132. The power conversion module 132 may condition the power supplied from the EVSE 138 to provide the appropriate voltage and current levels to the traction battery 124. The power conversion module 132 may interface with the EVSE 138 to coordinate the delivery of power to the vehicle 112. For example, in a charging mode, the power conversion module 132 may convert AC power received from the EVSE 138 into DC power to supply to the traction battery 124. In an output mode, the power conversion module 132 may convert DC power from the traction battery 124 into AC power to supply to an off-board entity via the EVSE 138. The EVSE connector 140 may have pins that mate with corresponding recesses of the charging port 134. Alternatively, the various components described as being electrically coupled or connected may transfer power using wireless inductive coupling. Additionally, the vehicle 112 may be configured to provide power from the traction battery 124 to an off-board electrical entity and / or a grid (not shown) via the EVSE 138 and EVSE connector 140 under the control of a local controller including the power conversion module 132 or one or more remote controllers such as a cloud server (not shown). The vehicle 112 may operate as a portable power storage device to transfer power to and from an off-board electrical entity (described in detail below).

[0016] The electronic modules in the vehicle 112 may communicate via one or more vehicle networks. The vehicle network may include multiple channels for communication. One channel of the vehicle network may be a serial bus, such as a controller area network (CAN). One of the channels of the vehicle network may include an Ethernet network defined by the Institute of Electrical and Electronics Engineers (IEEE) 802 series of standards. Additional channels of the vehicle network may include discrete connections between modules and may include power signals from the auxiliary battery 130. Different signals may be transmitted through different channels of the vehicle network. For example, a video signal may be transmitted through a high-speed channel (e.g., Ethernet), while control signals may be transmitted through CAN or discrete signals. The vehicle network may include any hardware and software components that facilitate the transmission of signals and data between modules. The vehicle network is not described in detail in the accompanying drawings. Figure 1 1, but it may be implied that the vehicle network may be connected to any electronic modules present in the vehicle 112. A vehicle system controller (VSC) 148 may be present to coordinate the operation of the various components.

[0017] Figure 2A diagram of a home energy management system (HEMS) associated with an electric vehicle is depicted. A home energy ecosystem (HEE) 200 in this example may be implemented for a residence / building 202. The residence 202 may obtain power from a power grid 204 via a switchboard 206, which is configured to provide power to various components of the HEE 200 via an internal power line 234. For example, the HEE 200 may include one or more electrical devices 210 (e.g., appliances) configured to consume power and provide various features to the occupants. The HEE 200 may also include a home energy storage device (HES) 208 configured to store electrical energy. The HES 208 may be implemented in various forms. As an example, the HES 208 may include a rechargeable battery (e.g., a lithium-ion battery) to store electrical energy received from the power grid 204 (or other source) and to provide electrical energy to the internal power line 234 whenever needed. Since electrical energy can be stored as DC power in HES208, HES208 can be provided to one or more DC / AC inverters to facilitate power transfer. House 202 can also be connected to solar panel 211 via distribution board 206. Solar panel 211 can be configured to generate electricity and supply electricity to HES208 via internal power line 234. Solar panel 211 can generate DC power with a voltage that is the same or different from the voltage of HES208. In one example, solar panel 211 can be configured to charge HES208 via one or more DC / DC converters. Alternatively, one or more DC / AC inverters can be provided with solar panel 211 and / or distribution board for power conversion. It should be noted that although solar panel 211 is provided to house 202 for power generation in the present embodiment, the present disclosure is not limited thereto. In other words, house 202 can be provided with other power generation capacity devices, such as wind turbines, etc. In one example, the distribution board 206 , the HES 208 , and the electrical equipment 210 are part of an AC-coupled system that is connected to the EVSE 138 via AC power lines.

[0018] Continue to refer Figure 1 , the internal power line 234 may also be connected to an EVSE 138 configured to deliver electrical energy using one or more electric vehicles 112. The EVSE 138 may be installed in or near the residence 202 (e.g., in a garage) and adapted to a household electrical energy configuration having a predefined voltage and maximum current supported by the distribution board 206. Figure 1As discussed, the EVSE 138 may be configured to connect to the vehicle 112 via the charging port 134 to charge the traction battery 124. Additionally, the EVSE 138 may also be configured to draw power from the traction battery 124 of the vehicle 112 to supply power to the HEE 200 or the grid 204. For example, in the event of a power outage or shortage on the grid 204, the EVSE 138 may be configured to draw power from the vehicle 112 to power components of the residence 202. Additionally or alternatively, the EVSE 138 may be configured to draw power from the solar panels 211, the HES 208, and / or the traction battery 124 to supply power to the grid 204. Figure 2 As shown, in this example, two vehicles 112a, 112b are associated with HEE 200. EVSE 138 may be provided with two EVSE connectors 140a, 140b, which are configured to be connected to two vehicles 112a, 112b at the same time for energy transfer. Each EVSE connector 140 may be connected to a high voltage (HV) bus 220 of EVSE 138 via a cable through one or more contactors 216. When contactor 216 is disconnected, the corresponding EVSE connector 140 is disconnected from the HV bus 220. When contactor 216 is closed, the corresponding EVSE connector 140 is connected to the HV bus 220. The HV bus 200 of EVSE 138 may be an AC bus that supports various voltages to accommodate various design requirements. For example, the voltage on the HV bus 220 may be adjusted to accommodate different voltages supported by different vehicles 112.

[0019] The power management of the HEE 200 may be controlled and coordinated individually or collectively by one or more local and / or remote controllers. For example, the HEE 200 may be controlled by a HEMS controller 212 associated with the building 202. The HEMS controller 212 may be implemented in various ways. For example, the HEMS controller 212 may be a dedicated controller located within the residence 202 and connected to a component of a smart home device of the HEE 200 via a wired or wireless connection (not shown). Additionally or alternatively, the HEE 200 may be controlled via an EVSE controller 213, which is implemented as part of an EVSE 138 that communicates with various entities including the vehicle 112 and various entities associated with the residence 202. Additionally or alternatively, the HEE 200 may be controlled via a cloud server 215, which is implemented via a cloud server over the Internet and is configured to remotely monitor and control the operation of components of the HEE 200. In any or all of the above implementation examples, the controllers 212, 213, 215 may be provided with software to monitor and control the operation of various components of the home energy ecosystem HEE 200. The controllers 212, 213, 215 may also be provided with interfaces associated with input and output devices to interact with a user of the HEE 200. It should be noted that the term cloud 232 stated in the present disclosure is used as a general term and may include any computing network involving carriers, routers, computers, controllers, circuits, servers, etc. configured to store data and perform data processing functions and facilitate communication between entities.

[0020] refer to Figure 3 , shows an example flow chart of a process 300 for managing energy transactions between various entities associated with the HEE 200. Figure 1 and Figure 2, the process 300 may be implemented individually or collectively via one or more of the EVSE controller 213, the local HEMS controller 212, the cloud controller 215, and / or the vehicle system controller 148. For simplicity, the following description will be made with reference to the EVSE controller 213. In response to detecting at operation 302 that the first vehicle 112a has been connected to the EVSE 138 via one of the EVSE connectors 140 (e.g., the first EVSE connector 140a), the EVSE controller 213 measures the high voltage AC output of the vehicle 112a and closes the corresponding contactor 216a at operation 304 to connect the HV bus 220 of the EVSE 138 with the first vehicle 112. In order to minimize the heat generated on the contactor 140a by the inrush current when the contactor 140a is closed, the EVSE controller 213 may measure the phase of the AC current from the first vehicle 112a and close the first contactor 140a at a zero current when the AC current is at zero volts. For example, the AC current from the power conversion module 132 of the vehicle 112 may be in a sinusoidal waveform that crosses zero at each half cycle. Upon detecting the phase and timing of the AC waveform, the EVSE controller 213 may operate the contactor 140a to close when the AC current crosses zero.

[0021] At operation 306, the EVSE controller 213 operates to perform electrical energy transactions between the first vehicle 112a and various entities associated with the HEE 200. The energy transactions may be performed with a predefined energy scheme. For example, the EVSE 138 may draw charge from the traction battery 124 of the first vehicle 112a to supply energy to entities such as the electrical equipment 210 of the building 202 and / or the HES 208. Alternatively, the energy scheme may instruct the EVSE 138 to charge the traction battery 112 using electricity from other entities such as the grid 204 and / or the HES 208. The user may change and modify the energy scheme to achieve the desired goal. For example, in response to receiving a user instruction from the cloud 232 indicating a user command to modify the energy scheme to correct the energy distribution goals between the various entities of the HEE 200, the EVSE controller 213 may adjust the energy transactions accordingly.

[0022] At operation 308, the EVSE 138 may detect that the second vehicle 112b has been connected to the EVSE 138 via the second EVSE connector 140b. As discussed above, the HEE 200 may be associated with multiple vehicles 112, each having a traction battery 124. Additional traction batteries connected to the HEE 200 via the EVSE 138 may provide a more flexible and complex energy scheme configuration. At operation 308, the EVSE 138 may detect that the second vehicle 112b has been connected to the EVSE 138 via the second EVSE connector 140b. In preparation for closing the corresponding contactor 216b to connect the second vehicle 112b to the HV bus 220, the EVSE controller 213 measures the characteristics of the AC power from both the first vehicle 112a and the second vehicle 112b and synchronizes the two AC powers. Since the first vehicle 112a is already connected to the HV bus 220 of the EVSE 138, synchronization may be preferably performed by operating the AC output of the newly connected second vehicle 112b to adapt to the AC power on the HV bus 220. For example, the EVSE controller 213 may perform synchronization by instructing the second vehicle 112b to modify the AC power of the power conversion module 132 using the voltage, frequency, phase, and / or amplitude of the AC power on the HV bus 220, if possible. However, since the first vehicle 112a and the second vehicle 112b may have different power configurations, it may not always be possible to adjust the newly connected second vehicle 112b alone in some cases, because the current AC power on the HV bus 220 may exceed the support range of the second vehicle 112b. For example, when only the first vehicle 112a is connected to the EVSE 138, the voltage on the HV bus 220 may be set to 400V, because such a high voltage supported by both the EVSE 138 and the first vehicle 112a may improve the efficiency of power trading. However, due to different configurations, the newly connected vehicle 112b may only support AC voltages up to 360V. In this case, adjusting the AC power output from the second vehicle 112b to 400V is not available, and the power configurations of the EVSE 138 and the first vehicle 112a need to be adjusted in order to synchronize all entities. The EVSE controller 213 may command both the first vehicle 112a and the second vehicle 112b to adjust to the same AC voltage, frequency, and phase supported by both to perform synchronization.

[0023] Once the AC power of both the first vehicle 112a and the second vehicle 112b is synchronized, at operation 312, the EVSE controller 213 closes the second contactor 216b at zero current, similar to the above-described operation 304. Once both the first vehicle 112a and the second vehicle 112b are connected to the HV bus 220 of the EVSE 138, the EVSE controller 213 may perform various operations to facilitate energy transactions between entities. As described above, the user may control the power transaction by sending a command to the EVSE controller 213. At operation 314, in response to receiving a command indicating an energy scheme, the process proceeds to operation 316, and the EVSE controller 213 coordinates the various entities of the HEE to execute the newly received energy scheme. Since the AC power on the HV bus 220 is synchronized in voltage, frequency, and phase with the AC power from both the first vehicle 112a and the second vehicle 112b, it may be relatively easy to adjust the power transactions between the various entities. The EVSE controller 213 may perform adjustments to facilitate energy transactions by commanding entities involved in the transaction to output or receive power at target power levels via the HV bus 220 .

[0024] The energy scheme may be applied to various examples. For example, the energy scheme may indicate energy transactions from one or more vehicles 112 for supplying charge to power the building 202 during a time range. When only the first vehicle 112a is connected to the HEE 200 via the EVSE 138, the first vehicle 112a may be the only energy source supplying charge to the building 202 (e.g., supplying 100% of the total power). Once the second vehicle 112b is connected to the HEE 200 via the EVSE 138, the EVSE 138 may gradually increase the energy output from the second vehicle 112b and simultaneously gradually reduce the energy output from the first vehicle 112a while keeping the total amount of energy supplied to the building 202 unchanged. Depending on the SOC of the traction batteries of the two vehicles 112, the EVSE controller 213 may gradually achieve drawing more power from the battery with a higher SOC (e.g., supplying 70% of the total power) and drawing less power from the battery with a lower SOC (e.g., supplying 30% of the total power) to power the building 202. In an alternative example, the EVSE 138 may facilitate power trading between the first vehicle 112a and the second vehicle 112b without involving other entities of the HEE 200. For example, in response to detecting that the SOC of the first vehicle 112a is low and the second vehicle 112b has sufficient charge, the EVSE controller 213 may transfer energy from the second vehicle 112b to the first vehicle 112a at a user-preferred power level.

[0025] The algorithm, method or process disclosed herein may be delivered to or implemented by a computer, controller or processing device, which may include any dedicated electronic control unit or programmable electronic control unit. Similarly, the algorithm, method or process may be stored in various forms as data and instructions that can be executed by a computer or controller, including but not limited to information permanently stored on a non-writable storage medium such as a read-only memory device and information that can be modified and stored on a writable storage medium such as an optical disk, a random access memory device or other magnetic and optical media. The algorithm, method or process may also be implemented by a software executable object. Alternatively, the algorithm, method or process may be implemented in whole or in part using a combination of suitable hardware components (such as an application specific integrated circuit, a field programmable gate array, a state machine or other hardware components or devices) or firmware, hardware and software components.

[0026] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms covered by the claims. The words used in the specification are descriptive rather than limiting, and it should be understood that various changes can be made without departing from the spirit and scope of the present disclosure. The words "a processor" and "multiple processors" are interchangeable herein, as are the words "a controller" and multiple controllers.

[0027] As previously mentioned, the features of the various embodiments may be combined to form additional embodiments of the invention that may not be explicitly described or shown. Although various embodiments may have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, it will be appreciated by those of ordinary skill in the art that one or more features or characteristics may be compromised to achieve desired overall system properties, depending on the specific application and implementation. These properties may include, but are not limited to, strength, durability, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, and the like. Thus, embodiments described as being less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of this disclosure and may be desirable for a particular application.

[0028] According to the present invention, there is provided an electric power system having: electric vehicle power supply equipment, the electric vehicle power supply equipment comprising at least a first connector and a second connector, and a controller, the controller being programmed to synchronize power from the first vehicle and the second vehicle and supply the power to entities other than the first vehicle and the second vehicle in response to detecting that the first connector and the second connector are respectively engaged with the first vehicle and the second vehicle.

[0029] According to one embodiment, the controller is further programmed to reduce power from one of the first vehicle and the second vehicle.

[0030] According to one embodiment, the controller is further programmed to electrically disconnect the one of the first vehicle and the second vehicle to interrupt the flow of power from the one of the first vehicle and the second vehicle.

[0031] According to one embodiment, the controller is further programmed to supply power from the first vehicle to the second vehicle and the entity simultaneously in response to detecting that the first connector and the second connector are engaged with the first vehicle and the second vehicle, respectively.

[0032] According to one embodiment, the controller is further programmed to modify a share of the power supplied to the second vehicle and the entity.

[0033] According to one embodiment, the controller is further programmed to supply power from the first vehicle to the entity in response to detecting that the first connector is engaged with the first vehicle.

[0034] According to one embodiment, the controller is further programmed to synchronize the power from one of the first vehicle and the second vehicle by adjusting the voltage, amplitude, frequency or phase of the power from one of the first vehicle and the second vehicle to match the voltage, amplitude, frequency or phase of the power from the other of the first vehicle and the second vehicle.

[0035] According to the present invention, a method includes: after first and second connectors of electric vehicle supply equipment are engaged with first and second vehicles respectively, synchronizing power from the first and second vehicles and supplying the power to entities other than the first and second vehicles.

[0036] In one aspect of the invention, the method includes reducing power from one of the first vehicle and the second vehicle.

[0037] In one aspect of the invention, the method includes electrically disconnecting the one of the first vehicle and the second vehicle to interrupt a flow of electric power from the one of the first vehicle and the second vehicle.

[0038] In one aspect of the invention, the method includes supplying power from the first vehicle to the second vehicle and the entity simultaneously after the first connector and the second connector are engaged with the first vehicle and the second vehicle, respectively.

[0039] In one aspect of the invention, the method comprises modifying a share of the electric power supplied to the second vehicle and the entity.

[0040] In one aspect of the invention, the method comprises supplying power from the first vehicle to the entity after the first connector is engaged with the first vehicle.

[0041] In one aspect of the invention, the synchronization includes adjusting the voltage, amplitude, frequency or phase of the power from one of the first vehicle and the second vehicle to match the voltage, amplitude, frequency or phase of the power from the other of the first vehicle and the second vehicle.

[0042] According to the present invention, there is provided an electric power system comprising: a controller of an electric vehicle power supply equipment, wherein the controller of the electric vehicle power supply equipment is programmed to reduce the power from one of the first vehicle and the second vehicle and increase the power from the other of the first vehicle and the second vehicle when the electric vehicle power supply equipment is connected to at least a first vehicle and a second vehicle and supplies power from the first vehicle and the second vehicle to entities other than the first vehicle and the second vehicle.

[0043] According to one embodiment, the controller is further programmed to synchronize the power from the first vehicle and the second vehicle by adjusting the voltage, amplitude, frequency or phase of the power from one of the first vehicle and the second vehicle to match the voltage, amplitude, frequency or phase of the power from the other of the first vehicle and the second vehicle.

[0044] According to one embodiment, the controller is further programmed to electrically disconnect the one of the first vehicle and the second vehicle to interrupt the flow of power from the one of the first vehicle and the second vehicle.

[0045] According to one embodiment, the controller is further programmed to supply electric power from the first vehicle to the second vehicle when the electric vehicle supply equipment is connected to at least the first vehicle and the second vehicle.

[0046] According to one embodiment, the controller is further programmed to supply power from the first vehicle to the entity when the electric vehicle supply equipment is connected to the first vehicle.

Claims

1. A power system comprising: Electric vehicle power supply equipment, the electric vehicle power supply equipment comprising at least a first connector and a second connector, and a controller programmed to synchronize power from the first vehicle and the second vehicle and supply the power to entities other than the first vehicle and the second vehicle in response to detecting that the first connector and the second connector are engaged with the first vehicle and the second vehicle, respectively.

2. The power system of claim 1, wherein the controller is further programmed to reduce power from one of the first vehicle and the second vehicle.

3. The power system of claim 2, wherein the controller is further programmed to electrically disconnect the one of the first vehicle and the second vehicle to block the flow of power from the one of the first vehicle and the second vehicle.

4. The power system of claim 1, wherein the controller is further programmed to supply power from the first vehicle to the second vehicle and the entity simultaneously in response to detecting that the first connector and the second connector are engaged with the first vehicle and the second vehicle, respectively.

5. The power system of claim 4, wherein the controller is further programmed to modify the share of the power supplied to the second vehicle and the entity.

6. The power system of claim 1, wherein the controller is further programmed to supply power from the first vehicle to the entity in response to detecting that the first connector is engaged with the first vehicle.

7. The power system of claim 1, wherein the controller is further programmed to synchronize the power by adjusting the voltage, amplitude, frequency, or phase of the power from one of the first vehicle and the second vehicle to match the voltage, amplitude, frequency, or phase of the power from the other of the first vehicle and the second vehicle.

8. A method comprising: After the first and second connectors of the electric vehicle supply equipment are engaged with first and second vehicles, respectively, power from the first and second vehicles is synchronized and supplied to entities other than the first and second vehicles.

9. The method of claim 8, further comprising: Electric power from one of the first vehicle and the second vehicle is reduced.

10. The method of claim 8, further comprising: One of the first vehicle and the second vehicle is electrically disconnected to block the flow of power from the one of the first vehicle and the second vehicle.

11. The method of claim 8, further comprising: After the first connector and the second connector are engaged with the first vehicle and the second vehicle, respectively, power from the first vehicle is simultaneously supplied to the second vehicle and the entity.

12. The method of claim 11, further comprising: A share of the electric power supplied to the second vehicle and the entity is altered.

13. The method of claim 8, further comprising: After the first connector is engaged with the first vehicle, power from the first vehicle is supplied to the entity.

14. The method of claim 8, wherein the synchronizing comprises adjusting a voltage, amplitude, frequency, or phase of power from one of the first vehicle and the second vehicle to match a voltage, amplitude, frequency, or phase of power from the other of the first vehicle and the second vehicle.

15. An electric power system, comprising: A controller of an electric vehicle supply equipment, the controller of the electric vehicle supply equipment being programmed to reduce power from one of the first vehicle and the second vehicle and increase power from the other of the first vehicle and the second vehicle when the electric vehicle supply equipment is connected to at least a first vehicle and a second vehicle and supplies power from the first vehicle and the second vehicle to entities other than the first vehicle and the second vehicle.

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