Vehicle charging port with adapter

Abstract

The invention provides a vehicle charging port with an adapter. A vehicle single charging port with an adapter is disclosed to enable electric vehicles to be charged by different alternating current (AC) chargers. The adapter may be configured to transfer power between a single automotive engineer association (SAE) J3068 receiving port and a SAE J1772 coupler according to the included method.

Description

Technical Field

[0001] The present specification generally relates to a charging port for a vehicle that supports more than one charging coupler. The charging port can accept charge from an alternating current (AC) charger and a direct current (DC) charger. Background Art

[0002] An electric vehicle may receive a charge via an AC charger or a DC charger. The AC charge may be obtained via single-phase power at a first voltage (e.g., 110 volts) or a second voltage (e.g., 220 volts). In addition, the AC charge may be used as three-phase power. Different forms of AC charging may allow different charging rates to be delivered to the vehicle. Different forms of AC charging may be delivered via different couplers, and the coupler that carries the DC charge is different from the coupler that carries the AC charge. In order to receive different forms of AC charge, a plurality of different vehicle charging ports may be provided. However, a plurality of different types of charging ports may occupy too much surface area on the outside of the vehicle and may complicate vehicle wiring. Therefore, it may be desirable to provide a way for a vehicle to accept a DC charging coupler and different forms of AC charging couplers in a manner that reduces the amount of vehicle surface area used to install different vehicle charging ports. Summary of the invention

[0003] It is understood that the above summary is provided to introduce a series of concepts further described in the detailed description in a simplified form. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims following the detailed description. In addition, the claimed subject matter is not limited to embodiments that address any disadvantages mentioned above or in any part of this disclosure.

[0004] An electric vehicle may include a single charging port that can receive charge from one charging coupler. The charging coupler may include an electrical connector for DC charging and AC charging. In addition, the charging coupler may include an electrical connector for a single phase at a first voltage and a single phase at a second voltage. The Society of Automotive Engineers (SAE) J1772 / CCS charging coupler may provide an electrical connector for two single-phase AC sources and an electrical connector for a DC source. However, the vehicle may be designed to also accept three-phase AC charging, and three-phase AC charging may allow the vehicle to accept a much faster charging rate than the two single-phase charging schemes. Therefore, the vehicle owner / operator may seek a three-phase charger. The SAE J3068 charging coupler may provide an electrical connector for single-phase and three-phase AC. In order to receive charging from J1772 / CCS and J3068 charging couplers, the vehicle may be configured with two different charging ports. However, the two charging ports may occupy more vehicle surface area than may be desired, and it may be more difficult to wire two charging ports located close to each other. Therefore, it may be desirable to provide a vehicle charging port that accepts single-phase AC, three-phase AC, and DC.

[0005] The inventors of this article have recognized the above-mentioned problems and have developed a charging port for a vehicle, the charging port comprising: a shell, the shell comprising a plurality of electrically insulating contact supports, the plurality of electrically insulating contact supports comprising a contact support for a first alternating current (AC) phase, a contact support for a second AC phase, a contact support for a third AC phase, a contact support for a neutral line, and a contact support for two DC lines.

[0006] By developing a vehicle charging port that accepts single-phase AC, three-phase AC, and DC power, it is possible to have a reduced size of the charging port and simplify vehicle wiring. In addition, the vehicle charging port can allow the vehicle to receive power from a larger group of vehicle chargers than a vehicle that only accepts a single charging coupler.

[0007] The present description may provide several advantages. In particular, the method may simplify vehicle wiring, as AC charging may be provided through a unique or single charging port. Additionally, the method may reduce the surface area on the exterior of the vehicle reserved for vehicle charging. Thus, the aesthetic design of the vehicle may benefit from the charging port. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 is a schematic diagram of an example vehicle powertrain;

[0009] Figure 2 and Figure 3 shows a front view of two different couplers for charging a vehicle;

[0010] Figure 4 and Figure 5 shows how two different couplers can be installed in a single vehicle charging port;

[0011] Figure 6 A block diagram showing electrical connections between a vehicle charging port, a charging adapter, and a charging coupler is shown; and

[0012] Figures 7 to 9 A flow chart showing a sequence for charging a vehicle via a single charging port. DETAILED DESCRIPTION

[0013] The following description relates to systems and methods for accepting two different charger coupling devices into a single or unique vehicle charging port. The vehicle charging port may be installed in a vehicle such as Figure 1 In an electric vehicle as shown in or in a hybrid vehicle. Figure 2 and Figure 3 Two different charging couplers are shown in FIG. Figure 4 and Figure 5 A charging port for a vehicle that accepts two different types of charging couplers is shown in FIG. Figure 6 The wiring block diagram of the charging port is shown in FIG. Figures 7 to 9 A flow chart of a method for delivering charge to a vehicle via different charging couplers and a single vehicle charging port is shown.

[0014] Figure 1 An example vehicle propulsion system 100 is shown for a vehicle 121. In this example, the vehicle propulsion system 100 includes three electric machines that may be used to propel the vehicle 121. Figure 1 , the mechanical connections between the various components are shown as solid lines, while the electrical connections between the various components are shown as dashed lines.

[0015] In this example, the vehicle propulsion system 100 includes a motor 153 coupled to only one wheel (i.e., the left rear wheel 1311r). The vehicle propulsion system 100 also includes a second motor 127 coupled to only one wheel (i.e., the right rear wheel 131rr). The vehicle propulsion system 100 drives the front axle 133 and the front wheels 1301f and 130rf via a third motor 135. The front axle 133 is positioned toward the front 108 of the vehicle 121, and the motors 153 and 127 are positioned toward the rear 109 of the vehicle 121. Thus, the vehicle propulsion system 100 can be propelled by one to three motors.

[0016] Motor 135, motor 127 and motor 153 are controlled via controller 12. Controller 12 (eg, a centralized integrated vehicle control module) controls the Figure 1 The various sensors shown in FIG. receive signals. In addition, the controller 12 uses Figure 1Actuators are shown in FIG. 1 to adjust powertrain operation based on received signals and instructions stored in memory of controller 12 .

[0017] The vehicle propulsion system 100 has a front axle 133 and independently controlled rear wheels 1311r and 131rr. The vehicle propulsion system 100 also includes front wheels 130lf and 13rf. In this example, the front wheels 130lf and 130rf and / or the rear wheels 131lr and 131rr can be driven via an electric propulsion source. The front axle 133 is coupled to a motor 135. The motor 135 is shown as being incorporated into the front axle 133.

[0018] The motors 127, 153, and 135 may receive power from the onboard electrical energy storage device 132. In addition, the motors 127, 153, and 135 may provide a generator function to convert the kinetic energy of the vehicle into electrical energy, wherein the electrical energy may be stored at the electrical energy storage device 132 for later use by the motors 127, 153, and / or 135. The first inverter system controller (ISC1) 137 may convert the alternating current generated by the motor 153 into direct current for storage at the electrical energy storage device 132, and vice versa. The first inverter system controller 137 may also convert the direct current from the electrical energy storage device 132 into alternating current to power the motor 153. The second inverter system controller (ISC2) 155 may convert the alternating current generated by the motor 127 into direct current for storage at the electrical energy storage device 132, and vice versa. The second inverter system controller 155 may also convert the alternating current generated by the motor 127 into direct current for storage at the electrical energy storage device 132, and vice versa. The third inverter system controller 147 may convert the AC power generated by the motor 135 into DC power for storage at the energy storage device 132 , and vice versa. In addition, the third inverter system controller 147 may convert the DC power supplied by the energy storage device 132 to power the motor 135 .

[0019] The energy storage device 132 may be a battery, a capacitor, an inductor, or other energy storage device. In some examples, the energy storage device 132 may be configured to store electrical energy that may be supplied to other electrical loads (in addition to the motor) residing on the vehicle, including a cabin heating and air conditioning system, a vehicle starting system, a headlight system, a cabin audio and video system, etc.

[0020] The control system 14 may communicate with one or more of the motor 135, the motor 153, the motor 127, the energy storage device 132, etc. The control system 14 may receive sensory feedback information from one or more of the motor 135, the motor 127, the motor 153, the energy storage device 132, etc. In addition, the control system 14 may send control signals to one or more of the motor 135, the motor 127, the motor 153, the energy storage device 132, etc. in response to such sensory feedback. The control system 14 may receive an indication of an operator-requested output of the vehicle propulsion system from the human operator 102 or the autonomous controller. For example, the control system 14 may receive sensory feedback from a driver demand pedal position sensor 194 in communication with the driver demand pedal 192. Similarly, the control system 14 may receive an indication of vehicle braking requested via the human operator 102 or the operator of the autonomous controller. For example, the control system 14 may receive sensory feedback from a brake pedal position sensor 157 in communication with the brake pedal 156.

[0021] Energy storage device 132 may periodically receive and / or deliver electrical energy via an external device 180 (e.g., a fixed power grid, a power tool, a refrigeration unit, etc.) that resides outside of the vehicle (e.g., not part of the vehicle). As a non-limiting example, vehicle propulsion system 100 may be configured as a plug-in electric vehicle, where electrical energy may be supplied to energy storage device 132 from external device 180 via power transmission cable 182 and electrical coupler 151. During charging or discharging operations of energy storage device 132 via external device 180, power transmission cable 182 may electrically couple energy storage device 132 with external device 180. In some examples, external device 180 may be connected at electric vehicle charging port 150.

[0022] In some examples, electrical energy from the external device 180 may be received by the charger 152. For example, the charger 152 may convert alternating current from the external device 180 into direct current (DC) for storage at the energy storage device 132. In addition, the charger 152 may be bidirectional so as to convert DC from the electrical energy storage device 132 into AC for supply to the external device 180. In addition, the charger 152 may step down or step up the DC voltage supplied from the external device 180 to charge the energy storage device 132. In addition, the charger 152 may step up or step down the DC voltage supplied from the energy storage device 132 to the external device 180. The charger 152 may accept single-phase and / or three-phase AC power. The charger 152 may be controlled via its own dedicated controller 158, which includes non-transitory memory, a processor, input / output, and random access memory.

[0023] When operating the vehicle propulsion system to propel the vehicle, power transmission cable 182 may be disconnected between external device 180 and energy storage device 132. Control system 14 may identify and / or control the amount of electrical energy stored at energy storage device 132, which may be referred to as a state of charge (SOC).

[0024] Energy storage device 132 may include an energy storage device controller 139. Energy storage device controller 139 may provide charge balancing between energy storage elements (eg, battery cells) and communication with other vehicle controllers (eg, controller 12).

[0025] One or more wheel speed sensors (WSS) 195 may be coupled to one or more wheels of vehicle propulsion system 100. The wheel speed sensor may detect the rotational speed of each wheel. Such an example of a WSS may include a permanent magnet type sensor.

[0026] The vehicle propulsion system 100 may further include an accelerometer 20. In addition, the vehicle propulsion system 100 may further include an inclinometer 21. The vehicle propulsion system 100 may further include a steering control system 176 that may adjust a steering angle by adjusting a position of a steering motor 177.

[0027] The vehicle propulsion system 100 may also include a brake system control module (BSCM) 141 to apply and release friction wheel brakes 142. In some examples, the BSCM 141 may include an anti-lock braking system so that the tires (e.g., 130t and 131t) of the wheels (e.g., 130lf, 130rf, 131lr, and 131rr) can maintain traction contact with the road surface according to driver input when braking, which can thus prevent the wheels from locking to prevent skidding. In some examples, the BSCM 141 may receive input from a wheel speed sensor 195.

[0028] The vehicle propulsion system 100 may also include a motor electronics coolant pump (MECP) 146. The MECP 146 may be used to circulate a coolant to dissipate heat generated by at least the motors 127, 153, and 135 and the electronics systems of the vehicle propulsion system 100. As an example, the MECP may receive power from the onboard energy storage device 132.

[0029] Controller 12 may constitute part of control system 14. In some examples, controller 12 may be a single controller for the vehicle. Control system 14 is shown as receiving information from a plurality of sensors 16 (various examples of which are described herein) and sending control signals to a plurality of actuators 81 (various examples of which are described herein). As an example, sensors 16 may include tire pressure sensors 197, wheel speed sensors 195, etc. In some examples, steering angle sensor 175, sensors associated with motor 135, motor 127, and motor 153, etc. may transmit information about various states of motor operation to controller 12.

[0030] The vehicle propulsion system 100 may also include an onboard navigation system 17 (e.g., a global positioning system) on the dashboard 19, with which the operator of the vehicle may interact. The navigation system 17 may include one or more position sensors for assisting in estimating the location of the vehicle (e.g., geographic coordinates). For example, the onboard navigation system 17 may receive signals from a GPS satellite (not shown) and identify the geographic location of the vehicle from the signals. In some examples, the geographic location coordinates may be transmitted to the controller 12.

[0031] The instrument panel 19 may also include a display system 18 configured to display information to the vehicle operator. As non-limiting examples, the display system 18 may include a touch screen or a human-machine interface (HMI), i.e., a display that enables the vehicle operator to view graphical information and input commands. In some examples, the display system 18 may be wirelessly connected to the Internet (not shown) via a controller (e.g., 12). Thus, in some examples, the vehicle operator may communicate with an Internet website or software application (app) via the display system 18.

[0032] The dashboard 19 may also include an operator interface 15, via which the vehicle operator can adjust the operating state of the vehicle. Specifically, the operator interface 15 may be configured to start and / or terminate the operation of the vehicle driveline (e.g., motor 135a, motor 127, and motor 153) based on operator input. Various examples of the operator interface 15 may include an interface for applying a physical device (such as an active key) that can be inserted into the operator interface 15 to activate the motors 135, 127, and 153, or can be removed to shut down the motors 135, 127, and 153 to shut down the vehicle. Other examples may additionally or optionally use a start / stop button that is manually pressed by the operator to start or shut down the vehicle. In other examples, remote vehicle start can be initiated by a remote computing device 111 (e.g., a cell phone or a smartphone-based system), where the user's cell phone sends data to a server and the server communicates with the vehicle controller 12 to start the vehicle.

[0033] Reference now Figure 2, shows a front view of an SAE J1772 combined charging system (CCS) electrical coupler or coupler 200. Coupler 200 is configured to transfer AC and / or DC power between electric vehicle supply equipment (EVSE) (not shown) or a vehicle charger and a vehicle (not shown).

[0034] The coupler 200 includes a DC+ contact 207 or terminal (e.g., a pin / socket) and a DC- contact 205 or terminal. The DC contacts or terminals may allow the vehicle to be electrically coupled to a DC fast charger (DCFC). The DC contacts may transfer DC power from the EVSE to the vehicle. The DC+ and DC- contacts may protrude from the coupler 200.

[0035] Coupler 200 also includes a SAE J1772 coupler 220 configured to transfer single-phase AC power from the EVSE to the vehicle. Contact 210 is electrically coupled to AC line 1 (L1) power, and contact 218 is electrically coupled to AC line 2 (L2) power. SAE J1772 coupler 220 also includes control pilot contact 212 and control status contact 216. Contact 214 is electrically coupled to protective ground. Thus, SAE J1772 coupler 220 is configured to transfer single-phase 110 volt and single-phase 220 volt AC power between the EVSE and the vehicle. SAE J1772 coupler 220 may protrude from coupler 200.

[0036] Reference now Figure 3 , shows a front view of an SAE J3068 electrical coupler or coupler 300. The coupler 300 is configured to transfer AC power between electric vehicle supply equipment (EVSE) (not shown) or a vehicle charger and a vehicle (not shown).

[0037] The coupler 300 includes an AC phase 1 contact 312 or terminal (e.g., pin / socket) for three-phase AC power, an AC phase 2 contact 316, an AC phase 3 contact 318, and an AC neutral contact 320. The coupler 300 also includes a protective ground contact 314, a control pilot contact 310, and a proximity pilot contact 322. Thus, the SAE J3068 coupler 300 is configured to transfer three-phase 480 volt AC power between the EVSE and the vehicle. The SAE J3068 coupler 330 may protrude from the coupler 300.

[0038] Now go to Figure 4, a cross-sectional view of an electric vehicle charging port 150 is shown. The electric vehicle charging port 150 is shown in a cross-sectional view to show how a coupler 300 (e.g., SAE J3068) can be inserted into the electric vehicle charging port 150 when a charge is to be supplied from the EVSE to the vehicle. The electric vehicle charging port 150 may include a housing 400, which may be formed of an electrically insulating material (e.g., a liquid crystal polymer, nylon, polycarbonate, etc.). The housing 400 may include an electrically insulating contact support 402 to support a pin / socket connector that transfers power from the coupler to the electric vehicle charging port 150 and the electrical system on the vehicle. Alternatively, the housing 400 may include an electrically insulating connector having an SAE J3068 receiving port that is mechanically held in place via the housing 400. The electrically insulating contact support 402 may support contactors for AC and / or DC power. The electric vehicle charging port 150 includes a recess 404, and a face 406 of the recess 404 can support an electrically insulating contact support 402 and mechanically couple to the housing 400. A pin / socket (not shown) can be inserted into the insulating contact support 402, and the pin / socket can be electrically coupled to a conductor (not shown) to carry power away from the electric vehicle charging port 150. The housing 400 includes an SAE J3068 coupler receiving port 420 that includes one or more contacts (e.g., pins / sockets) supported by the electrically insulating contact support 402. The electrically insulating contact support 402 also prevents the pin / socket from moving when the coupler is mounted to the electric vehicle charging port 150.

[0039] exist Figure 4 , the coupler 300 is shown in a position ready to be inserted into the electric vehicle charging port 150. The coupler 300 can be installed to the electric vehicle charging port 150 by moving the coupler 300 in the direction indicated by arrow 407. When the shoulder 410 of the coupler 300 contacts or approaches the face 406 of the recess 404, the coupler 300 can be fully installed or electrically coupled to the vehicle charging port. Thus, the coupler 300 can be inserted into the electric vehicle charging port 150.

[0040] Move to Figure 5 , the electric vehicle charging port 150 is shown in a cutaway view, but in this figure, the coupler 200 is shown in a position prior to engaging the electric vehicle charging port 150. The electric vehicle charging port 150 is shown in a cutaway view to illustrate how the coupler 200 (e.g., SAE J1772) can be inserted into the electric vehicle charging port 150 when a charge is to be supplied from the EVSE to the vehicle. To receive the coupler 200, the adapter 502 is inserted to fill Figure 4The recess 404 is shown. The adapter 502 can be formed of an electrically insulating material (e.g., liquid crystal polymer, nylon, polycarbonate, etc.), and the electrically insulating material can mechanically support contacts (e.g., pins / sockets) and electrical conductors for electrically coupling the coupling contacts (e.g., pins / sockets) of the coupler 200 to the vehicle charging port 150 and other vehicle components. As previously mentioned, the housing 400 can include an insulating contact support 402 to support a pin / socket connector that transfers power from the coupler to the electric vehicle charging port 150 and the electrical system on the vehicle.

[0041] exist Figure 5 , the coupler 200 is shown in a position ready to be inserted into the electric vehicle charging port 150. The coupler 200 can be installed to the electric vehicle charging port 150 by moving the coupler 200 in the direction indicated by arrow 507. When the shoulder 510 of the coupler 200 is in contact with or close to the face 512 of the electric vehicle charging port 150, the coupler 200 can be fully installed or electrically coupled to the vehicle charging port. The coupler 200 inserts its pins / sockets into the pins / sockets of the adapter 502, and the DC+ and DC– contacts of the coupler 200 can be directly inserted into the pins / sockets of the electric vehicle charging port 150. Therefore, the coupler 200 can be inserted into the electric vehicle charging port 150 and the adapter 502 so that power can be transferred from the EVSE to the vehicle.

[0042] Reference now Figure 6 , presents a block diagram showing electrical connections (e.g., dashed lines) between housing 400, adapter 502, and an external coupler. Housing 400 may include pins / sockets 605 (depending on the configuration) that may mate and contact with pins / sockets 605 of adapter 502, as indicated by dashed lines. Each of the dashed lines is associated with a pin / socket that may carry a specific electrical signal. For example, the conductor labeled L1 may carry single-phase AC power. Similarly, the conductor labeled L2 may carry single-phase AC power for 220-volt charging. Therefore, adapter 502 does not carry conductors for carrying or transmitting DC power. However, DC power may be directly transmitted to the coupler from the pins / sockets 605 maintained within housing 400.

[0043] Housing 400 includes pins / sockets coupled to charger 152 (e.g., AC / DC converter) via conductors (e.g., dashed lines). AC lines L1 to L3, N, and PE are coupled to charger 152 along with CP and CS lines. DC+ and DC– lines may bypass charger 152 and couple directly to energy storage device 132, or in some examples, a DC / DC converter may be placed between housing 400 and energy storage device 132.

[0044] therefore, Figures 1 to 6 A system provides a charging port for a vehicle, the charging port comprising: a housing, the housing comprising a plurality of electrically insulating contact supports, the plurality of electrically insulating contact supports comprising a contact support for a first alternating current (AC) phase, a contact support for a second AC phase, a contact support for a third AC phase, a contact support for a neutral line, and a contact support for two DC lines. In a first example, the charging port also includes a recess in the housing, the recess being configured to receive a SAE J1772 coupler during a first condition, the recess being configured to receive an adapter during a second condition. In a second example that may include the first example, the charging port includes wherein the first condition is receiving a charge from a first electric vehicle supply equipment (EVSE). In a third example that may include one or both of the first and second examples, the charging port includes wherein the second condition is receiving a charge from a second EVSE, wherein the second EVSE is configured to supply different power to the vehicle than the first EVSE. In a fourth example that may include one or more of the first to third examples, the charging port includes wherein the first EVSE supplies single-phase power to the vehicle. In a fifth example, which may include one or more of the first to fourth examples, the charging port includes wherein the second EVSE supplies three-phase power to the vehicle. In a sixth example, which may include one or more of the first to fifth examples, the charging port includes wherein the charging port is electrically coupled to an AC-DC converter. In a seventh example, which may include one or more of the first to sixth examples, the charging port includes wherein the AC-DC converter converts the three-phase AC power to DC power.

[0045] Figures 1 to 6The system also provides a charging port for a vehicle, the charging port comprising: a housing configured to receive a SAE J3068 coupler without an adapter and an adapter without an SAE J3068 coupler via a single Society of Automotive Engineers (SAE) J3068 receiving port, the housing also being configured to accept a combined charging system (CCS) DC coupler. In a first example, the charging port includes wherein the adapter is configured to receive a SAE J1772 coupler. In a second example that may include the first example, the charging port also includes a recess in the housing configured to receive the SAE J3068 coupler. In a third example that may include one or more of the first and second examples, the charging port also includes a plurality of contacts configured to transfer power from an electric vehicle power supply equipment to a battery on the vehicle. In a fourth example that may include one or more of the first to third examples, the charging port includes wherein the adapter is configured to transfer power between the single SAE J3068 receiving port and the SAE J1772 coupler.

[0046] Reference now Figure 7 , a flow chart showing an example method for charging a vehicle via a single or unique vehicle charging port. Figure 7 The method involves charging an electric vehicle via AC charging and a SAE J1772 combined charging system (CCS) coupler when a charging adapter (eg, 502 ) is installed to the electric vehicle charging port 150 . Figure 7 The method can be combined with Figures 1 to 6 In addition, Figure 7 At least a portion of the method may be incorporated as executable instructions stored in a non-transitory memory of one or more controllers. In addition, Figure 7 Portions of the method may be performed by humans.

[0047] At 702 of method 700, an electric vehicle is parked near an EVSE in preparation for charging the vehicle. The electric vehicle is parked near the EVSE so that a cable and a coupler can reach the vehicle from the EVSE. The electric vehicle may be parked via a human or autonomous driver. Method 700 proceeds to 704.

[0048] At 704 of method 700 , an electric vehicle is plugged into the EVSE. The vehicle may be plugged into the EVSE via a human or a machine. Method 700 proceeds to 706 .

[0049] At 706 of method 700 , the EVSE notifies the vehicle that AC charging and current are available. The EVSE may send serial data to the vehicle to notify the vehicle of vehicle charging options according to EVSE specifications. Method 700 proceeds to 708 .

[0050] At 708 of method 700 , the vehicle notifies the EVSE that it is ready to receive the provided AC power. Method 700 proceeds to 710 .

[0051] At 710 of method 700 , the EVSE closes the EVSE contactor so that AC power is supplied to the SAE J1772 combined charging system (CCS) coupler and the vehicle. In this example, 220 VAC is delivered to the vehicle. Method 700 proceeds to 712 .

[0052] At 712 of method 700, the vehicle checks to determine if the AC voltage received to the vehicle via the charger coupler is within a specified range. If so, method 700 begins storing charge in the electrical storage device at 714. Method 700 proceeds to exit.

[0053] In this way, single-phase AC power may be supplied to an electric vehicle via a single or unique charging port that may receive different types of AC power via the single charging port and a plurality of different electrical couplers.

[0054] Reference now Figure 8 , a flow chart showing an example method for charging a vehicle via a single or unique vehicle charging port. Figure 8 The method involves charging an electric vehicle via DC charging and a SAE J1772 combined charging system (CCS) coupler when a charging adapter (eg, 502 ) is installed to the electric vehicle charging port 150 . Figure 8 The method can be combined with Figures 1 to 6 In addition, Figure 8 At least a portion of the method may be incorporated as executable instructions stored in a non-transitory memory of one or more controllers. In addition, Figure 8 Portions of the method may be performed by humans.

[0055] At 802 of method 800, an electric vehicle is parked near an EVSE in preparation for charging the vehicle. The electric vehicle is parked near the EVSE so that a cable and a coupler can reach the vehicle from the EVSE. The electric vehicle may be parked via a human or autonomous driver. Method 800 proceeds to 804.

[0056] At 804 of method 800 , an electric vehicle is plugged into the EVSE. The vehicle may be plugged into the EVSE via a human or a machine. Method 800 proceeds to 806 .

[0057] At 806 of method 800 , the DCFC notifies the vehicle that DC charging and current are available. The DCFC may send serial data to the vehicle to notify the vehicle of vehicle charging options according to DCFC specifications. Method 800 proceeds to 808 .

[0058] At 808 of method 800 , the vehicle closes the DC contactor so that DC power can flow to the vehicle. The DC contactor can be included in the vehicle and it can electrically isolate the electric vehicle charging port 150 from the electrical energy storage device 132 . Method 800 proceeds to 810 .

[0059] At 810 of method 800 , the vehicle notifies the DCFC that the vehicle is ready to receive a DC charge. Method 800 proceeds to 812 .

[0060] At 812 of method 800, the DCFC closes its own DC contactor so that DC charge can flow to the vehicle. Method 800 proceeds to 814 where DC charging of the electrical energy storage device begins.

[0061] In this way, three-phase DC power may be supplied to an electric vehicle via a single or unique charging port that may receive different types of AC power and DC power via the single charging port and a plurality of different electrical couplers.

[0062] Reference now Fig. 9 , a flow chart showing an example method for charging a vehicle via a single or unique vehicle charging port. Fig. 9 The method involves charging the electric vehicle via AC charging and a SAE J3068 coupler when a charging adapter (eg, 502 ) is not installed to the electric vehicle charging port 150 . Fig. 9 The method can be combined with Figures 1 to 6 In addition, Fig. 9 At least a portion of the method may be incorporated as executable instructions stored in a non-transitory memory of one or more controllers. In addition, Fig. 9 Portions of the method may be performed by humans.

[0063] At 902 of method 900, an electric vehicle is parked near an EVSE in preparation for charging the vehicle. The electric vehicle is parked near the EVSE so that a cable and a coupler can reach the vehicle from the EVSE. The electric vehicle may be parked via a human or autonomous driver. Method 900 proceeds to 904.

[0064] At 904 of method 900 , the adapter (eg, 502 ) is removed from the electric vehicle charging port 150 and its housing 400 . The adapter may be removed via a human or a machine. Method 900 proceeds to 906 .

[0065] At 906 of method 900 , the electric vehicle is plugged into the EVSE. The vehicle may be plugged into the EVSE via a human or a machine. Method 900 proceeds to 908 .

[0066] At 908 of method 900 , the EVSE notifies the vehicle that AC charging and current are available. The EVSE may send serial data to the vehicle to notify the vehicle of vehicle charging options according to EVSE specifications. Method 900 proceeds to 908 .

[0067] At 910 of method 900 , the vehicle notifies the EVSE that it is ready to receive provided AC power. Method 900 proceeds to 912 .

[0068] At 912 of method 900, the EVSE closes the EVSE contactor so that AC power is supplied to the SAE J3068 coupler and the vehicle. In this example, three-phase AC is delivered to the vehicle. The three-phase AC power may be supplied at 480 volts. Method 900 proceeds to 914.

[0069] At 914 of method 900, the vehicle checks to determine if the AC voltage received to the vehicle via the charger coupler is within a specified range. If so, method 900 begins storing charge in the electrical storage device at 916. Method 900 proceeds to exit.

[0070] In this way, three-phase AC power may be supplied to an electric vehicle via a single or unique charging port that may receive different types of AC power via the single charging port and a plurality of different electrical couplers.

[0071] therefore, Figures 7 and 8A method for supplying power from a vehicle is provided, the method comprising: inserting a first electrical coupler into a recess of a vehicle charging port during a first condition; inserting an adapter into the recess of the vehicle charging port during a second condition; and inserting a second electrical coupler into the adapter, the second electrical coupler being different from the first electrical coupler. In a first example, the method comprises wherein the adapter is inserted into a port of the vehicle charging port and the port is configured to receive an SAE J3068 coupler. In a second example that may be the first example, the method comprises wherein the adapter is configured to receive an SAE J1772 coupler. In a third example that may include one or both of the first and second examples, the method further comprises supplying power to the vehicle via the first electrical coupler. In a fourth example that may include one or more of the first to third examples, the method comprises wherein the power is three-phase power. In a fifth example that may include one or more of the first to fourth examples, the method further comprises supplying power to the vehicle via the second electrical coupler. In a sixth example that may include one or more of the first to fifth examples, the method comprises wherein the power is single-phase power.

[0072] Note that the exemplary control and estimation routines included herein can be used with various vehicle and powertrain configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller in conjunction with various sensors, actuators, and other vehicle hardware.

[0073] In addition, part of the method may be a physical action taken in the real world to change the state of the device. The specific routines described herein may represent one or more of any number of processing strategies (such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc.). To this end, the various actions, operations and / or functions shown may be performed in the described sequence, performed in parallel, or omitted in some cases. Similarly, the processing order is not necessarily required to achieve the features and advantages of the exemplary examples described herein, but is provided for ease of illustration and description. One or more of the actions, operations and / or functions shown may be repeatedly performed according to the specific strategy used. In addition, the actions, operations and / or functions may graphically represent the code in the non-temporary memory of the computer-readable storage medium to be programmed into the vehicle control system, wherein the actions are implemented by executing instructions in a system including various vehicle hardware components in conjunction with an electronic controller. If necessary, one or more of the method steps described herein may be omitted.

[0074] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific examples should not be construed as limiting, as numerous variations are possible. For example, the above techniques can be applied to induction motors and permanent magnet motors. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0075] The appended claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims may be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included in the subject matter of the present disclosure.

[0076] According to the present invention, a charging port for a vehicle is provided, the charging port having: a shell, the shell including a plurality of electrically insulating contact supports, the plurality of electrically insulating contact supports including a contact support for a first alternating current (AC) phase, a contact support for a second AC phase, a contact support for a third AC phase, a contact support for a neutral line, and a contact support for two DC lines.

[0077] According to an embodiment, the invention also features a recess in the housing, the recess configured to receive a SAE J1772 coupler during a first condition, the recess configured to receive an adapter during a second condition.

[0078] According to an embodiment, the first condition is receiving a charge from a first electric vehicle supply equipment (EVSE).

[0079] According to an embodiment, the second condition is receiving a charge from a second EVSE, wherein the second EVSE is configured to supply a different power to the vehicle than the first EVSE.

[0080] According to an embodiment, the first EVSE supplies single-phase power to the vehicle.

[0081] According to an embodiment, the second EVSE supplies three-phase power to the vehicle.

[0082] According to an embodiment, the charging port is electrically coupled to an AC-DC converter.

[0083] According to an embodiment, the AC-DC converter converts three-phase AC power into DC power.

[0084] According to the present invention, a method for supplying power from a vehicle includes: inserting a first electrical coupler into a recess of a vehicle charging port during a first condition; inserting an adapter into the recess of the vehicle charging port during a second condition; and inserting a second electrical coupler into the adapter, the second electrical coupler being different from the first electrical coupler.

[0085] In one aspect of the invention, the adapter is plugged into a port of the vehicle charging port, and the port is configured to receive a SAE J3068 coupler.

[0086] In one aspect of the invention, the adapter is configured to receive a SAE J1772 coupler.

[0087] In an aspect of the invention, the method comprises supplying electrical power to the vehicle via the first electrical coupler.

[0088] In one aspect of the invention, the electric power is three-phase electric power.

[0089] In an aspect of the invention, the method comprises supplying electrical power to the vehicle via the second electrical coupler.

[0090] In one aspect of the invention, the electric power is single-phase electric power.

[0091] According to the present invention, a charging port for a vehicle is provided, the charging port having: a shell, the shell being configured to receive a Society of Automotive Engineers (SAE) J3068 coupler without an adapter and the adapter without the SAE J3068 coupler via a single SAE J3068 coupler receiving port, the shell also being configured to accept a combined charging system (CCS) DC coupler.

[0092] According to an embodiment, the adapter is configured to receive a SAE J1772 coupler.

[0093] According to an embodiment, the invention also features a recess in the housing configured to receive the SAE J3068 coupler.

[0094] According to an embodiment, the invention also features a plurality of contacts configured to transfer power from electric vehicle supply equipment to a battery onboard the vehicle.

[0095] According to an embodiment, the adapter is configured to transfer power between the SAE J3068 coupler receiving port and a SAE J1772 coupler.

Claims

1. A charging port for a vehicle, the charging port for the vehicle comprising: A housing comprising a plurality of electrically insulating contact supports, the plurality of electrically insulating contact supports comprising a contact support for a first alternating current (AC) phase, a contact support for a second AC phase, a contact support for a third AC phase, a contact support for a neutral line, and a contact support for two DC lines.

2. The charging port for the vehicle of claim 1 , further comprising a recess in the housing configured to receive a SAE J1772 coupler during a first condition, and the recess configured to receive an adapter during a second condition.

3. The charging port for the vehicle of claim 2, wherein the first condition is receiving a charge from a first electric vehicle supply equipment (EVSE).

4. The charging port for the vehicle of claim 3, wherein the second condition is receiving a charge from a second EVSE, wherein the second EVSE is configured to supply a different power to the vehicle than the first EVSE. 5 . The charging port for the vehicle of claim 4 , wherein the first EVSE supplies single-phase power to the vehicle. 6 . The charging port for the vehicle of claim 5 , wherein the second EVSE supplies three-phase power to the vehicle.

7. The charging port for the vehicle of claim 1, wherein the charging port is electrically coupled to an AC-DC converter. 8 . The charging port for the vehicle of claim 7 , wherein the AC-DC converter converts three-phase AC power into DC power.

9. A method for supplying electric power from a vehicle, the method comprising: inserting a first electrical coupler into a recess of a vehicle charging port during a first condition; inserting an adapter into the recess of the vehicle charging port during a second condition; as well as A second electrical coupler is inserted into the adapter, the second electrical coupler being different from the first electrical coupler.

10. The method of claim 9, wherein the adapter is plugged into a port of the vehicle charging port, and the port is configured to receive a SAE J3068 coupler.

11. The method of claim 10, wherein the adapter is configured to receive a SAE J1772 coupler.

12. The method of claim 9, further comprising supplying electrical power to the vehicle via the first electrical coupler.

13. The method of claim 12, wherein the electric power is three-phase electric power.

14. The method of claim 9, further comprising supplying electrical power to the vehicle via the second electrical coupler.

15. The method of claim 14, wherein the power is single-phase power.

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