Method and system for detecting identification of EVSE electrical coupler

Abstract

The invention provides a method and a system for detecting identification of an EVSE electrical coupler. Methods and systems are provided for communicating operating conditions and operating limits of an electrical coupler external to a vehicle to the vehicle. In one example, the functionality of a proximity detection circuit is enhanced to also function as a serial communication link between a vehicle and an electrical coupler.

Description

Technical Field

[0001] The present specification generally relates to methods and systems for identifying an electric coupler of an electric vehicle. The methods and systems may be particularly useful when charging or discharging an electric vehicle. Background Art

[0002] Electric vehicles can receive and store electric charge for later use. Although the most likely use of the stored charge may be to propel the electric vehicle, electricity may have other uses from time to time. For example, a charge may be supplied to a second vehicle when the second vehicle is low on electricity. In addition, the electric vehicle may provide power to an external load other than the vehicle. Specifically, power may be supplied to power tools, welders, refrigeration units, lifts, and other power consuming devices. Power cables and electrical couplers (e.g., devices including connectors with pins and / or sockets that can transmit power between a first position / device and a second position / device) can provide electrical coupling between a vehicle and an electrical load (e.g., an external load) outside the vehicle. However, it is expected that different manufacturers will produce power cables and electrical couplers with different current / power capacities depending on the load to which power is supplied. If the current / power capacity of the power cable is less than the output capacity of the vehicle and less than the consumption capacity of the external load, the power cable may deteriorate. Therefore, it may be desirable to provide a way to reduce the possibility of deterioration of the power cable and / or electrical coupling during charging of an external device.

[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. This is not meant to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims attached to the detailed description. In addition, the claimed subject matter is not limited to implementations that address any disadvantages mentioned above or in any part of this disclosure. Summary of the invention

[0004] According to the present invention, there is provided an electric coupler for an electric vehicle having an electric conductor electrically coupled to a voltage divider circuit, a transistor, and a circuit configured to identify one or more properties of the electric coupler.

[0005] According to one embodiment, the electrical conductor is also coupled to a proximity pilot pin of the SAE J1772 connector.

[0006] According to one embodiment, the voltage divider circuit comprises a first resistor and a second resistor.

[0007] According to one embodiment, the electrical conductor is electrically coupled directly to the drain of the transistor.

[0008] According to one embodiment, the circuit configured to identify one or more properties of the electrical coupler is a microcontroller.

[0009] According to one embodiment, the microcontroller is electrically coupled directly to the gate of the transistor.

[0010] According to one embodiment, the electrical ground is electrically coupled directly to the source of the transistor.

[0011] According to one embodiment, the invention also features a temperature sensor in electrical communication with the microcontroller.

[0012] According to the invention, a method for supplying power from a vehicle comprises: sensing via circuitry of the vehicle a voltage indicating that an electrical coupler has serial communication capability, wherein the voltage is sensed at an electrical conductor; and requesting identification data of the electrical coupler via the circuitry of the vehicle.

[0013] In one aspect of the invention, request identification is performed via a serial communications link.

[0014] In one aspect of the invention, the serial communication link is integral with the proximity detection circuitry of the electrical coupler and the vehicle electrical charge / discharge circuitry.

[0015] In one aspect of the invention, the method includes identifying data in response to the request via the circuitry of the electrical coupler.

[0016] In one aspect of the invention, identifying data in response to the request includes communicating a maximum voltage and current carrying capacity of the electrical coupler.

[0017] In one aspect of the invention, the circuitry of the electrical coupler includes a controller.

[0018] In one aspect of the invention, the method comprises transmitting data including a temperature of the electric coupler to the vehicle via the electric circuit of the electric coupler.

[0019] According to the present invention, there is provided an electric coupling system for an electric vehicle, the electric coupling system having: an electric plug included in the electric vehicle; a first circuit included in the electric vehicle, the first circuit being electrically connected to the electric plug and configured to sense a voltage associated with a pin of the electric plug and communicate with an external electric coupler via adjusting the voltage.

[0020] According to one embodiment, the invention also features a power source electrically coupled to the prongs of the electrical plug.

[0021] According to one embodiment, the invention also features a second circuit included in the electrical coupler, the second circuit including a controller configured to be powered via the power supply.

[0022] According to one embodiment, the invention also features executable instructions stored in non-transitory memory that cause the controller to communicate with the electric vehicle.

[0023] According to one embodiment, communicating with the electric vehicle includes transmitting an operating condition of the electric coupler. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic diagram of an example vehicle powertrain;

[0025] Figure 2 is a schematic diagram of an example circuit for conveying the capacity of a power cable and an electric coupler;

[0026] Figure 3 An example sequence is shown in which power cable properties are communicated to a charging device on a vehicle so that power output from the vehicle does not exceed the capacity of the power cable and electrical coupler;

[0027] Figure 4 is a flow chart of an example method for determining and controlling power output from a vehicle to an external electrical load; and

[0028] Figure 5 and Figure 6 An example electrical coupler including SAE J1772 is shown. DETAILED DESCRIPTION

[0029] The following description relates to systems and methods for managing power transfer between a vehicle and an external device. Figure 1 An example vehicle configuration is shown that can exchange power with external devices. Figure 2 The circuitry for transferring the power of the electric coupler to the vehicle is shown in FIG. Figure 3 An example charge transfer sequence for an electrical coupler is shown in . Figure 4 A method for exchanging electrical coupler data and supplying charge to the electrical coupler is shown in FIG. Figure 5 and Figure 6 Two different views of an example electrical coupler are shown.

[0030] The electric vehicle can output power to an electrical load outside the vehicle. The electrical load can consume less power than the transmission capacity of the electric vehicle, or the electrical load can consume up to the power output capacity of the electric vehicle. In addition, the electric vehicle can deliver power to different types of loads with different usage requirements. For example, the electric vehicle can supply up to its capacity to the power grid during high power consumption time. On the other hand, when the vehicle is used in a camping trip, the electric vehicle can supply power to a device that consumes a small amount of power. Two different cables with different integrated electrical couplers can be used to transmit power from the vehicle to different loads. For example, a first cable and a power electrical coupler with a capacity to transmit a large amount of power (e.g., 19.2 kilowatts) can be used to transmit power between an electric vehicle and a fixed power grid. A second cable and a power electrical coupler with a smaller capacity to transmit power (e.g., less than 10 kilowatts) can be used to transmit power during a camping trip. In order to reduce the possibility of degradation of the second cable, it may be desirable to limit the power output of the electric vehicle to a lower level when the second cable is inserted into the electric vehicle.

[0031] The inventors herein have recognized the above-mentioned problems and have developed an electrical coupler for an electric vehicle comprising an electrical conductor electrically coupled to a voltage divider circuit, a transistor, and a circuit configured to identify one or more properties of the electrical coupler.

[0032] By enhancing the functionality of the proximity sensing circuit, the electric coupler can transmit its operating conditions and operating limitations to the vehicle so that the vehicle can adjust its electrical output in response to the limitations and operating conditions of the electric coupler. For example, the voltage divider circuit can identify the electric coupler and the cable as a device for supplying charge to an external device. In addition, the voltage supplied to the voltage divider circuit can be modulated to provide serial communication capabilities between the electric coupler and the vehicle. The current and voltage capacity of the electric coupler can be sent from the electric coupler to the electric vehicle via serial communication.

[0033] The present description may provide several advantages. Specifically, the method may reduce the likelihood of charging cable degradation. In addition, the method may reduce the likelihood of using an improperly rated charging cable and electrical coupler to transmit power from an electric vehicle. In addition, the method may provide more reliable data for controlling the electric vehicle output compared to a system that only includes a voltage divider circuit for cable and electrical coupler identification.

[0034] 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.

[0035] 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 200 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. Therefore, the vehicle propulsion system 100 can be propelled by one to three motors.

[0036] 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 1 Actuators are shown in FIG. 1 to adjust powertrain operation based on received signals and instructions stored in memory of controller 12 .

[0037] 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.

[0038] 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 AC power generated by the motor 153 into DC power for storage at the electrical energy storage device 132, and vice versa. The first inverter system controller 137 may also convert the DC power from the electrical energy storage device 132 into AC power to power the motor 153. The second inverter system controller (ISC2) 155 may convert the AC power generated by the motor 127 into DC power for storage at the electrical energy storage device 132, and vice versa. The second inverter system controller 155 may also convert the AC power generated by the motor 127 into DC power 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 to be stored 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 .

[0039] 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 headlight system, a cabin audio and video system, etc.

[0040] 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.

[0041] The 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 the vehicle (e.g., not part of the vehicle). As a non-limiting example, the vehicle propulsion system 100 may be configured as a plug-in electric vehicle, where electrical energy may be supplied to the energy storage device 132 from the external device 180 via an electrical energy transmission cable 182 and an electrical coupler 151. During a charging or discharging operation of the energy storage device 132 via the external device 180, the electrical energy transmission cable 182 may electrically couple the energy storage device 132 with the external device 180. In some examples, the external device 180 may be connected at the electrical port 150.

[0042] In some examples, electrical energy from external device 180 may be received by charger 152. For example, charger 152 may convert alternating current from power source 180 into direct current (DC) for storage at energy storage device 132. In addition, charger 152 may be bidirectional so as to convert DC from energy storage device 132 into AC for supply to external device 180. In addition, charger 152 may step down or step up a DC voltage supplied from external device 180 to charge energy storage device 132. In addition, charger 152 may step up or step down a DC voltage supplied from energy storage device 132 to external device 180. Charger 152 may be controlled via its own dedicated controller 158, which includes non-transitory memory, a processor, input / output, and random access memory.

[0043] When the vehicle propulsion system is operated 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).

[0044] 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).

[0045] One or more wheel speed sensors (WSS) 195 may be coupled to one or more wheels of the 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] Controller 12 may form 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 to controller 12 about various states of motor operation.

[0050] 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 (e.g., geographic coordinates) of the vehicle. 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.

[0051] 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.

[0052] 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), which may be inserted into the operator interface 15 to activate motors 135, 127, and 153, or may be removed to shut down motors 135, 127, and 153 to shut down the vehicle. In yet other examples, a start / stop button manually pressed by an operator may be applied to start or shut down the vehicle. In other examples, remote vehicle start may be initiated by a remote computing device 111 (e.g., a cell phone or a smartphone-based system), wherein the user's cell phone sends data to a server and the server communicates with the vehicle controller 12 to start the vehicle.

[0053] Reference now Figure 2 , a schematic diagram 200 of an example circuit 201 for delivering the capacity of an electrical coupler and a power cable or transmission cable to a vehicle is shown. The schematic diagram 200 includes a first external load 180 (e.g., an AC electrical load), an optional second external load 203 (e.g., a DC electrical load), an electrical coupler 151, an electrical port 150 (e.g., a socket), and a charger 152.

[0054] Within the electrical coupler 151, a circuit 201 is shown for identifying cable and electrical coupler conditions and limitations and transmitting them to the vehicle. Specifically, the electrical coupler 151 includes sockets 230 to 235, which are configured to interface with pins 236 to 241 of the electrical port 150. It should be understood that the sockets can be replaced with pins, and vice versa. The circuit 201 also includes a controller 210 (e.g., a microcontroller, which may include a processor, non-volatile memory, random access memory, digital input / output, analog input / output), a capacitor 206, a diode 208, buffers 212 and 214, an optional transmitter 277, a transistor 216, a switch 218, a temperature sensor 211, and a voltage divider circuit including resistors 220 and 222.

[0055] When the electrical coupler 151 is mated with the electrical port 150 via the power source 251 (e.g., 5 VDC), power is supplied to the controller 210. The pin 237 and the socket 234 (e.g., proximity pilot pin / socket) may be referred to as proximity pins because they may carry a voltage (e.g., proximity voltage) that may indicate the proximity of the electrical coupler 151 relative to the electrical port 150. Specifically, when the electrical coupler 151 is fully engaged with the electrical port 150, the voltage generated via the power source 251 may be reduced to values ​​at the electrical conductors 276, 275, the socket 234, and the pin 237 that may indicate a predetermined cable / electrical coupler identification as a function of the resistance values ​​of the resistors 250 and 220. For example, a proximity voltage of 4.0 volts may indicate that the cable and the electrical coupler are configured to discharge 10 kW from the vehicle, while a proximity voltage of 2.5 volts may indicate that the cable and the electrical coupler are configured to discharge 19 kW from the vehicle. When the electrical coupler 151 is fully engaged with the electrical port 150 (which closes the switch 218 to bypass the resistor 222, as shown), the voltage (e.g., the proximity voltage) at the electrical conductor 276, the electrical conductor 275, the socket 234, and the pin 237 can be reduced from the level of the voltage generated by the power supply 251 via each of the resistors 250 and 220. However, if the electrical coupler 151 begins to be removed from the electrical port 150, the switch 218 opens, so that the voltage (e.g., the proximity voltage) at the electrical conductor 276, the electrical conductor 275, the socket 234, and the pin 237 is now a function of the resistance value of the resistors 250, 220, and 222.

[0056] The power supplied by power supply 251 to capacitor 206 and controller 210 is supplied at a voltage equal to the voltage output of power supply 251 minus the voltage drop across resistor 250 minus the voltage drop across diode 208. When electrical coupler 151 is fully engaged to electrical port 150, diode 208 allows charge to flow from power supply 251 to capacitor 206. Diode 208 prevents capacitor 206 from discharging through resistor 220 and / or transistor 216. Electrical conductor 274 carries charge from diode 208 to capacitor 206. Controller 210 can determine via digital input 210a whether the voltage at electrical conductor 275, the voltage at electrical conductor 276, the voltage at jack 234, and the voltage at pin 237 (which should be equal when electrical coupler 151 is fully engaged to electrical port 150) are high or low. The buffer 213 can adjust the level of the proximity voltage (e.g., the voltage at the electrical conductor 275, the voltage at the electrical conductor 276, the voltage at the socket 234, and the voltage at the pin 237) so that it is compatible with the digital input 210a. The controller 210 can drive the buffer 214 via the digital output 210b to repeatedly switch (toggle) the proximity voltage (e.g., the voltage at the electrical conductor 275, the voltage at the electrical conductor 276, the voltage at the socket 234, and the voltage at the pin 237 when the electrical coupler 151 is fully engaged with the electrical port 150) between high and low levels. The buffer 214 can then drive the transistor 216 (e.g., an N-channel field effect resistor) to open and close in response to the output of the digital output 210b, thereby operating as a switch. For example, when a higher voltage (e.g., >3.5 volts) is supplied to the gate 216g of the transistor 216, the transistor 216 can be closed to pull the voltage at the proximity voltage and the drain 216d to near ground (e.g., less than 0.5 volts) because the source 216s is directly electrically coupled to ground. On the other hand, when a lower voltage (e.g., <0.5 volts) is supplied to the gate 216g, the transistor 216 can remain disconnected so that the proximity voltage is determined by the resistor 250, the resistor 220, and the resistor 212. Therefore, the controller 210 can selectively disconnect and close the transistor 216 to change the proximity voltage. The proximity voltage can be used for serial communication between the controller 210 and the controller 158. When the proximity voltage is driven to low by closing the transistor 216, the capacitor 206 supplies power to the controller 210. Therefore, the controller 210 is powered by the vehicle and can be powered on when the electrical coupler 151 is engaged with the electrical port 150.

[0057] In another representation, when the electrical coupler 151 is engaged with the electrical port 150, the controller 210 can transmit or broadcast a radio frequency signal via the transmitter 277. The controller 210 can broadcast via the signal the voltage capacity limits of the cable and electrical coupler (e.g., the maximum voltage that can be transmitted via the cable and the coupling), the current capacity limits (e.g., the maximum current that can be transmitted via the cable and the coupling), the temperature of the cable and the coupling, and other manufacturing information and operating conditions.

[0058] The electrical coupler 151 and its associated transmission cable can carry or deliver AC power to an external load 180 (e.g., an AC power consumption device) via the electrical conductors 272, 273, and the sockets 232 and 233. In addition, in some examples, the electrical coupler 151 and its associated transmission cable can carry or deliver DC power to an external load 203 (e.g., a DC power consumption device) via the electrical conductors 270, 271, and the sockets 230 and 231.

[0059] The controller 158 of the charger 152 may also communicate via a serial link formed by the level of the proximity voltage that may be carried or delivered via the electrical conductor 276 and the electrical conductor 275. The controller 158 may sense the level of the proximity voltage that may be carried or supplied by the electrical conductor 275 and the electrical conductor 276 via the analog-to-digital (A / D) converter 252. The buffer 262 may adjust the level of the proximity voltage (e.g., the voltage at the electrical conductor 275, the voltage at the electrical conductor 276, the voltage at the socket 234, and the voltage at the pin 237) so that it is compatible with the digital input 158a. The controller 158 may drive the buffer 263 via the digital output 158b to repeatedly switch the proximity voltage (e.g., the voltage at the electrical conductor 275, the voltage at the electrical conductor 276, the voltage at the socket 234, and the voltage at the pin 237 when the electrical coupler 151 is fully engaged with the electrical port 150) between high and low levels. Buffer 263 can then drive transistor 260 (e.g., N-channel field effect resistor) to open and close in response to the output of digital output 158b, thereby operating as a switch. On the other hand, when a lower voltage (e.g., <0.5 volts) is supplied to gate 260g, transistor 260 can remain open so that the proximity voltage is determined by resistor 250, resistor 220, and resistor 212. Therefore, controller 158 can selectively open and close transistor 260 to change the proximity voltage. The proximity voltage can be used for serial communication between controller 210 and controller 158.

[0060] In another representation, the controller 158 can receive data transmitted by the controller 210 and broadcast via radio frequency via the receiver 278. As previously mentioned, the data can include power coupler power limits, temperature, and other data. Once the power coupler 151 is fully engaged with the power port 150, the controller 158 can begin receiving data. The power port 150 is integral to the vehicle and it is not an external device.

[0061] The DC-to-DC converter 285 can step up (increase) or in the alternative step down (reduce) the voltage output via the energy storage device 132 (e.g., traction battery) for delivery to the external load 203. The bidirectional AC / DC converter 284 can convert the DC power supplied by the energy storage device 132 into AC power for the external load 180. The controller 158 can activate and control the power output of the DC-DC converter 285 and the bidirectional AC / DC converter 284 in response to data received from the controller 210.

[0062] Reference now Figure 3 , shows an example sequence in which a power transmission cable and an electrical coupler are coupled to a vehicle. Figure 1 , Figure 2 , Figure 5 and Figure 6 System integration Figure 4 Method to generate Figure 3 sequence.

[0063] from Figure 3 The first graph starting at the top of is a graph of the proximity pin voltage on the vehicle side of the connection of the electrical coupler to the vehicle versus time. The vertical axis represents the proximity pin voltage (e.g., the voltage at the proximity pin of the electrical coupler) and the voltage increases in the direction of the vertical axis arrow. The horizontal axis represents time and time increases from the left side of the graph to the right side of the graph. Trace 302 represents the proximity pin voltage.

[0064] from Figure 3 The second graph starting from the top of is a graph of the connection or engagement state of the electrical coupler with the electrical port of the vehicle versus time. The vertical axis represents the connection state of the electrical coupler, and when the trace 304 is close to the vertical axis arrow, the electrical coupler is fully engaged to the electrical port of the vehicle. When the trace 304 is close to the horizontal axis, the electrical coupler is not fully engaged with the electrical port of the vehicle. The trace 304 represents the electrical coupler engagement state.

[0065] since Figure 3The third graph from the top of is a graph of charge transfer status versus time. The vertical axis represents the charge transfer status (e.g., whether the cable and the electrical coupler are transferring power or charge), and when the trace 306 is at a level close to the vertical axis arrow, charge or power is being transferred via the electrical coupler. When the trace 306 is at a lower level close to the horizontal axis, the electrical coupler is not transferring charge or power. The trace 306 represents the charge or power transfer status via the electrical coupler and its associated cable.

[0066] At time t0, the proximity pin voltage is at a high level to indicate that no electrical coupler is coupled to the electrical port of the vehicle. The connected state indicates that there is no complete connection between the electrical coupler and the electrical port of the vehicle. In addition, there is no charge or power transfer via the cable and the electrical coupler.

[0067] At time t1, the electrical coupler begins to be inserted into the electrical port of the vehicle, and the proximity pin voltage decreases. The connection state indicates that there is no complete connection between the electrical coupler and the electrical port of the vehicle. In addition, there is no charge or power transfer to the external load via the cable or the electrical coupler.

[0068] At time t2, the electric coupler is fully engaged with the vehicle input port, and the proximity pin voltage changes to reflect the engagement. Shortly thereafter, the proximity voltage begins to toggle or switch repeatedly between a low voltage and a higher voltage to begin serial communication between the electric coupler controller and the charger controller. First, the charger controller requests data, and then the electric coupler controller responds to the request. The data exchange ends at time t3, and the charger begins allowing power to be transferred from the vehicle to the external device. The charger can command and control the voltage and current output to the electric coupler and the external device.

[0069] At time t4, the power transfer is complete when the user begins to remove the electrical coupler from the vehicle's electrical port. The user presses a button, which causes the proximity pin voltage to change. The charger commands the power transfer to stop, and the power transfer ends before the electrical coupler is completely decoupled from the vehicle's electrical port.

[0070] In this way, the electrical coupler data can be transmitted to the vehicle via the serial communication link, which adds functionality close to the pin voltage. The serial communication is bidirectional, allowing the charger to issue commands and the electrical coupler to respond to the commands.

[0071] Reference now Figure 4 , an example method for operating an electric vehicle is shown. Figure 4 The method can be incorporated into Figure 1 , Figure 2 , Figure 5 and Figure 6In addition, Figure 4 At least portions of the method may be incorporated as executable instructions stored in a non-transitory memory of one or more controllers, while other portions of the method may be executed by transforming operating states of devices and actuators in the physical world via the one or more controllers.

[0072] At 402, method 400 monitors a voltage that may be applied to a pin or socket of a power coupler. In one example, the voltage may be as shown in FIG. Figure 2 Method 400 may monitor the voltage via an A / D converter, which outputs its data to the controller. Method 400 proceeds to 404.

[0073] At 404, method 400 determines whether the voltage being monitored is within a specific range for identifying the electrical coupler. The voltage may be a voltage selected by the manufacturer of the coupler and / or vehicle, and it may be unique to a specific type of electrical coupler. If method 400 determines that the voltage is within the range for identifying the coupler, the answer is yes, and method 400 proceeds to 406. Otherwise, method 400 proceeds to 420.

[0074] At 420, method 400 blocks power from being output from the vehicle to the power coupler and the power transmission cable. In one example, the vehicle charger commands a DC / DC converter or a bidirectional converter to zero output. Method 400 proceeds to exit.

[0075] At 406, the vehicle's charger commands the electrical coupler to identify itself and its capabilities. In one example, the vehicle's charger may command the electrical coupler via a serial communication link between the vehicle and the electrical coupler. The serial communication link may include a proximity pin of the electrical coupler and a low voltage source of the vehicle's charger. Additionally, the serial communication link may include, for example, Figure 2 The transistors and resistors of the arrangement shown, or an arrangement similarly performed. The electrical coupler capabilities may include, but may not be limited to, the maximum amount of current, power, and / or voltage that can be carried by or transmitted via the electrical coupler. In addition, the coupler may identify whether the coupler is configured to carry or transmit AC and / or DC power. Method 400 proceeds to 408.

[0076] At 408, the electrical coupler responds to the request from the vehicle and provides the requested information via the serial communication link. Figure 2 The discussed proximity detection circuit adds functionality to form a serial communication link. Method 400 proceeds to 410.

[0077] At 410, method 400 commands the bidirectional converter and / or the DC / DC converter based on data provided by the electrical coupler to the charger via the serial link. For example, if the power transmission or delivery capacity of the electrical coupler is 19 kilowatts, the bidirectional converter and / or the DC / DC converter is commanded to output no more than 19 kilowatts of power. In addition, method 400 can command the bidirectional converter and / or the DC / DC power output to be limited or constrained to less than a threshold amount of power, where the threshold amount of power is based on the temperature and / or other operating conditions of the electrical coupler. Method 400 proceeds to exit.

[0078] In an alternative embodiment where the electrical coupler transmits a radio frequency signal, the vehicle charger can receive the signal and command the bidirectional converter and the DC / DC converter according to the data transmitted by the electrical coupler to the vehicle charger.

[0079] therefore, Figure 4 A method for supplying power from a vehicle is provided, the method comprising: sensing a voltage indicating that an electric coupler has serial communication capability via a circuit of the vehicle, wherein the voltage is sensed at an electrical conductor; and requesting identification data of the electric coupler via the circuit of the vehicle. In a first example, the method comprises: wherein the request identification is performed via a serial communication link. In a second example that may include the first example, the method: wherein the serial communication link is integrated with a proximity detection circuit of the electric coupler and a vehicle electrical charging / discharging circuit. In a third example that may include one or both of the first and second examples, the method further comprises responding to the request identification data via the circuit of the electric coupler. In a fourth example that may include the first to third examples, the method comprises: wherein responding to the request identification data comprises transmitting a maximum voltage and current carrying capacity of the electric coupler. In a fifth example that may include one or more of the first to fourth examples, the method comprises: wherein the circuit of the electric coupler comprises a controller. In a sixth example that may include one or more of the first to fifth examples, the method further comprises transmitting data including a temperature of the electric coupler to the vehicle via the circuit of the electric coupler.

[0080] Reference now Figure 5 , shows a side view of the electrical coupler 151. The electrical coupler includes a body 502 which may be formed of an electrically insulating material. The body 502 may accommodate Figure 2The electrical coupler circuit shown. The electrical coupler 151 also includes a Society of Automotive Engineers (SAE) J1772 electrical connector 504, which may include pins / sockets to carry power from the vehicle to an external load / source or from an external load / source to the vehicle. AC power may be carried and / or transmitted via the electrical connector. Optionally, the electrical coupler 151 may include a second connector 506 for carrying or transmitting DC power (e.g., for DC fast charging / discharging).

[0081] Reference now Figure 6 , shows an end view of the electrical coupler 151. The pins / sockets of the electrical coupler 151 are shown. Specifically, the connector 504 includes a first AC L1 pin 602, a second AC neutral point or L2 pin 604, a ground pin 610, a proximity pilot pin 606, and a control pilot pin 608. The connector 506 includes a DC+ pin 612 and a DC– pin 614.

[0082] therefore, Figure 1 , Figure 2 , Figure 5 and Figure 6 The system provides an electric coupler for an electric vehicle, the electric coupler comprising: an electric conductor, the electric conductor electrically coupled to a voltage divider circuit, a transistor, and a circuit configured to identify one or more properties of the electric coupler. In a first example, the electric coupler comprises: wherein the electric conductor is electrically coupled to a proximity pilot pin of an SAE J1772 connector. In a second example that may include the first example, the electric coupler comprises: wherein the voltage divider circuit comprises a first resistor and a second resistor. In a third example that may include one or both of the first and second examples, the electric coupler comprises: wherein the electric conductor is directly electrically coupled to the drain of the transistor. In a fourth example that may include one or more of the first to third examples, the electric coupler comprises: wherein the circuit configured to identify one or more properties of the electric coupler is a microcontroller. In a fifth example that may include one or more of the first to fourth examples, the electric coupler comprises: wherein the microcontroller is directly electrically coupled to the gate of the transistor. In a sixth example that may include one or more of the first to fifth examples, the electric coupler comprises: wherein the electrical ground is directly electrically coupled to the source of the transistor. In a seventh example, which may include one or more of the first to sixth examples, the electrical coupler further includes a temperature sensor in electrical communication with the microcontroller.

[0083] therefore, Figure 1 , Figure 2 , Figure 5 and Figure 6An electric coupling system for an electric vehicle is provided, the electric coupling system comprising: an electric plug included in the electric vehicle; a first circuit included in the electric vehicle, the first circuit being electrically connected to the electric plug and configured to sense a voltage associated with a pin of the electric plug and communicate with an external electric coupler via adjusting the voltage. In a first example, the electric coupling system further comprises a power supply electrically coupled to the pin of the electric plug. In a second example that may include the first example, the electric coupling system further comprises a second circuit, the second circuit being included in the electric coupler, the second circuit comprising a controller configured to be powered via the power supply. In a third example that may include one or both of the first and second examples, the electric coupling system further comprises executable instructions stored in a non-transitory memory, the executable instructions causing the controller to communicate with the electric vehicle. In a fourth example that may include one or more of the first to third examples, the electric coupling system comprises: wherein communicating with the electric vehicle comprises transmitting the operating condition of the electric coupler.

[0084] Note that the example 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.

[0085] 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 order described, 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-transitory 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.

[0086] 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.

[0087] The appended claims particularly point out certain combinations and subcombinations deemed 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 the 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 presenting 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.

Claims

1. An electric coupler for an electric vehicle, comprising: An electrical conductor electrically couples a voltage divider circuit, a transistor, and a circuit configured to identify one or more properties of the electrical coupler.

2. The electrical coupler of claim 1, wherein the electrical conductor is further coupled to a proximity pilot pin of a SAE J1772 connector.

3. The electrical coupler of claim 1, wherein the voltage divider circuit comprises a first resistor and a second resistor.

4. The electrical coupler of claim 1, wherein the electrical conductor is electrically coupled directly to a drain of the transistor.

5. The electrical coupler of claim 1, wherein the circuit configured to identify one or more properties of the electrical coupler is a microcontroller.

6. The electrical coupler of claim 5, wherein the microcontroller is electrically coupled directly to the gate of the transistor.

7. The electrical coupler of claim 5, wherein the electrical ground is electrically coupled directly to a source of the transistor.

8. The electrical coupler of claim 7, further comprising a temperature sensor in electrical communication with the microcontroller.

9. A method for supplying electric power from a vehicle, comprising: sensing, via circuitry of the vehicle, a voltage indicating that the electrical coupler has serial communication capability, wherein the voltage is sensed at an electrical conductor; as well as Identification data of the electrical coupler is requested via an electrical circuit of the vehicle.

10. The method of claim 9, wherein request identification is performed via a serial communication link.

11. The method of claim 10, wherein the serial communication link is integral to the proximity detection circuitry of the electrical coupler and the vehicle electrical charge / discharge circuitry.

12. The method of claim 9, further comprising identifying data in response to the request via circuitry of the electrical coupler.

13. The method of claim 12, wherein identifying data in response to the request includes communicating a maximum voltage and current carrying capacity of the electrical coupler.

14. The method of claim 12, wherein the circuitry of the electrical coupler comprises a controller.

15. The method of claim 14 further comprising transmitting data including the temperature of the electrical coupler to the vehicle via the circuit of the electrical coupler.

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