Method and system for conveying electrical power

Abstract

The present disclosure provides a method and system for delivering power. Methods and systems are provided for combining outputs of two or more power sources of an electric vehicle to supply power to power consumers external to the vehicle. In one example, the outputs of the two or more power sources are combined via a polymeric cable.

Description

Technical Field

[0001] This specification generally relates to methods and systems for supplying electrical power from a vehicle to one or more electrical consumers. The methods and systems can include an aggregate cable for delivering electrical power. Background Art

[0002] An electric vehicle can receive and store charge via a vehicle charging port. The vehicle charging port can dock with a vehicle charger that is electrically coupled to an electrical energy storage device (e.g., a traction battery). The vehicle charging port can accept alternating current (AC) and direct current (DC). The vehicle charger can convert AC to DC to charge the electrical energy storage device. Additionally, the vehicle charging port and vehicle charger can be bidirectional. Specifically, the vehicle charging port can receive electrical energy to charge the electrical energy storage device on the vehicle, and the vehicle charging port can transfer electrical power from the vehicle to a fixed power grid when it may be beneficial. However, the vehicle charging port and vehicle charger may have a limited output capacity, and a user of the vehicle may wish to provide an output to an electrical consumer external to the vehicle that exceeds the rated output of the charging port and charger. Summary of the Invention

[0003] An electric vehicle can include a plurality of electrical ports for receiving electrical power into and outputting electrical power from the electric vehicle. In one example, the electric vehicle can have a charging port configured to receive AC and / or DC power. Additionally, the electric vehicle can include an AC power output that can be used to supply AC power to power tools and other AC electrical loads. In other examples, the electric vehicle can include a power output port configured to supply DC power to an external vehicle load. Each of these electrical ports can be sufficient to supply electrical loads typically encountered. However, sometimes a particular electrical port may not be capable of supplying the requested amount of electrical power to an external electrical consumer. Thus, it may be desirable to provide a way to supply a greater amount of electrical power to an electrical load external to the vehicle.

[0004] The inventors herein have recognized the above problems and have developed an electrical power transmission cable for an electric vehicle, the electrical power transmission cable including: at least two electrical couplers configured to couple to the electric vehicle, the at least two electrical couplers including a first electrical coupler coupled to a first conductor and a second electrical coupler coupled to a second conductor, the first conductor being electrically coupled to the second conductor within the electrical power transmission cable.

[0005] By electrically coupling the outputs of two different power sources of an electric vehicle via an electrical power transmission cable, the electrical output of the electric vehicle to an external electrical load can be increased. For example, if a charger lacks the ability to provide the amount of electrical power requested via an external power consumer, additional electrical power can be delivered to the external power consumer via a second power source. The electrical power supplied by the two power sources can be combined via a power cable that aggregates the electrical power outputs from the two different power sources. In this way, electrical power can be supplied via two different power sources to meet the power demand.

[0006] This specification can provide several advantages. Specifically, the method can increase the electrical power output capacity of an electric vehicle. Additionally, the method can identify the electrical power transmission cable and adjust the operation of the two different power sources based on whether a known electrical power transmission cable has been electrically coupled to the vehicle, such that the likelihood of power mismatch can be reduced. Further, the method can provide for supplying two different types of electrical power (e.g., AC and DC) via three different power sources and a single electrical power transmission cable, such that both the AC and DC output electrical power can be enhanced.

[0007] It is to be understood that the above Summary is provided to introduce in a simplified form a selection of concepts that are further described in the Detailed Description. 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 that follow the Detailed Description. Further, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0009] Figure 2 is a schematic diagram of an exemplary aggregation cable for supplying electrical power outside a vehicle;

[0010] Figure 3 illustrates an exemplary sequence in which power cable attributes are communicated to a vehicle such that the vehicle can identify the transmission cable configuration and capabilities;

[0011] Figure 4 and Figure 5 illustrates a flowchart of an exemplary method for determining how a transmission cable can be applied to deliver requested electrical power;

[0012] Figure 6 illustrates an exemplary electrical power transmission cable configuration; and

[0013] Figure 7 illustrates a flowchart for adjusting the output of a power source. DETAILED DESCRIPTION

[0014] The following description relates to systems and methods for managing power transfer between a vehicle and an external device. Figure 1 An exemplary vehicle configuration that can exchange power with an external device is shown. Figure 2 An electrical power transmission cable and circuitry for transferring power from the vehicle to an external load are shown. Figure 3 An exemplary charge transfer sequence for an electrical coupler is shown. Figure 4 and Figure 5 A method for supplying power to one or more external power consumers is shown. Figure 6 An exemplary electrical power transmission cable is shown, and Figure 7 A method for adjusting the output of a power source is shown.

[0015] Figure 1 An exemplary vehicle propulsion system 100 for a vehicle 121 is shown. In this example, the vehicle propulsion system 100 includes three motors that can be applied to propel the vehicle 121. Throughout Figure 1 the description, mechanical connections between various components are shown as solid lines, while electrical connections between various components are shown as dashed lines.

[0016] In this example, the vehicle propulsion system 100 includes a motor 153 coupled to only one wheel (i.e., the left rear wheel 131lr). 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 130lf and 130rf via a third motor 135. The front axle 133 is positioned towards the front portion 108 of the vehicle 121, and the motors 153 and 127 are positioned towards the rear portion 109 of the vehicle 121. Thus, the vehicle propulsion system 100 can be propelled by one to three motors.

[0017] The motors 135, 127, and 153 are controlled via a controller 12. The controller 12 (e.g., a centralized integrated vehicle control module) receives signals from Figure 1 various sensors shown. Additionally, the controller 12 employs Figure 1 actuators shown to adjust the driveline operation based on the received signals and instructions stored in the memory of the controller 12.

[0018] The vehicle propulsion system 100 has a front axle 133 and independently controlled rear wheels 131lr 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 the motor 135. The motor 135 is shown as integrated into the front axle 133.

[0019] Motors 127, 153, and 135 can receive power from the on-vehicle electrical energy storage device 132. Additionally, motors 127, 153, and 135 can provide a generator function to convert the vehicle's kinetic energy into electrical energy, where the electrical energy can be stored in the electrical energy storage device 132 for later use by motors 127, 153, and / or 135. The first inverter system controller (ISC1) 137 can convert the alternating current generated by motor 153 into direct current for storage in the electrical energy storage device 132, and vice versa. The first inverter system controller 137 can also convert the direct current from the electrical energy storage device 132 into alternating current to power motor 153. The second inverter system controller (ISC2) 155 can convert the alternating current generated by motor 127 into direct current for storage in the electrical energy storage device 132, and vice versa. The second inverter system controller 155 can also convert the alternating current generated by motor 127 into direct current for storage in the electrical energy storage device 132, and vice versa. The third inverter system controller 147 can convert the alternating current generated by motor 135 into direct current for storage in the electrical energy storage device 132, and vice versa. Additionally, the third inverter system controller 147 can convert the direct current supplied by the electrical energy storage device 132 to power motor 135.

[0020] The electrical energy storage device 132 can be a battery, capacitor, inductor, or other electrical energy storage device. In some examples, the electrical energy storage device 132 can be configured to store electrical energy that can be supplied to other electrical loads (other than motors) residing on the vehicle, including the cabin heating and air conditioning system, vehicle starting system, headlight system, cabin audio and video system, etc.

[0021] The control system 14 can communicate with one or more of the motor 135, motor 153, motor 127, energy storage device 132, charge control module 152, power output module 1, on-vehicle generator module 4, etc. via a controller area network or other communication link. The control system 14 can receive sensed feedback information from one or more of the motor 135, motor 127, motor 153, energy storage device 132, charge control module 152, power output module 1, on-vehicle generator module 4, etc. via a controller area network or other communication link. In addition, the control system 14 can send control signals to one or more of the motor 135, motor 127, motor 153, energy storage device 132, charge control module 152, power output module 1, on-vehicle generator module 4, etc. in response to the sensed feedback. The control system 14 can receive an indication of the requested output of the vehicle propulsion system from a human operator 102 or an autonomous controller. For example, the control system 14 can receive sensed feedback from a driver demand pedal position sensor 194 that communicates with a driver demand pedal 192. Similarly, the control system 14 can receive an indication of the requested vehicle deceleration from a human operator 102 or an autonomous controller. For example, the control system 14 can receive sensed feedback from a left pedal position sensor 157 that communicates with a left pedal 156.

[0022] The energy storage device 132 can periodically receive and / or deliver electrical energy via an external device 180 (e.g., an AC power source or consumer, such as a fixed power grid, power tool, refrigeration unit, etc.) that resides outside the vehicle (e.g., is not part of the vehicle). As a non-limiting example, the vehicle propulsion system 100 can be configured as a plug-in electric vehicle, where electrical energy can be supplied from the external device 180 to the energy storage device 132 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 can electrically couple the energy storage device 132 with the external device 180. In some examples, the external device 180 can be connected at an electrical port 150.

[0023] In some examples, electrical energy from an external device 180 can be received by a charging control module 152. For example, the charging control module 152 can convert alternating current from the external device 180 to direct current (DC) for storage at the electrical energy storage device 132. Additionally, the charging control module 152 can be bidirectional to convert DC from the electrical energy storage device 132 to AC for supply to the external device 180. Further, the charging control module 152 can step down or step up the DC voltage supplied from the external device 180 to charge the electrical energy storage device 132. Additionally, the charging control module 152 can step up or step down the DC voltage supplied from the energy storage device 132 to the external device 180. The charging control module 152 can be controlled via its own dedicated controller 158, which includes a non-transitory memory, a processor, input / output, and random access memory. The temperature of the charging control module 152 can be inferred or monitored via a temperature sensor 9.

[0024] The electrical energy storage device 132 can also supply DC power to a power output module 1. The power output module 1 can include a controller 3 having a processor, read-only memory, random access memory, and digital / analog input and output. The power output module 1 includes a DC / DC converter that can increase or decrease the voltage output of the electrical energy storage device 132 according to a requested DC voltage. The DC voltage can be output to an electrical coupler 170 via a socket port 2 (e.g., a third electrical output port). The DC power output via the socket port 2 can be combined with the DC power output via the charging control module 152 at an electrical power transmission cable 182. The temperature of the power output module 1 can be inferred or monitored via a temperature sensor 10.

[0025] The electrical energy storage device 132 can also supply DC power to a vehicle generator module 4. The vehicle generator module 4 can include a controller 5 having a processor, read-only memory, random access memory, and digital / analog input and output. The vehicle generator module 4 includes a DC / AC converter that can output a requested AC voltage (e.g., 120VAC / 240VAC). The AC voltage can be output to an electrical coupler 171 via a socket port 7 (e.g., a second electrical output port). The AC power output via the socket port 7 can be combined with the AC power output via the charging control module 152 at an electrical power transmission cable 182. The temperature of the vehicle generator module 4 can be inferred or monitored via a temperature sensor 11.

[0026] When operating a vehicle propulsion system to propel the vehicle, the electrical power transmission cable 182 can be disconnected between the external device 180 and the energy storage device 132. The control system 14 can identify and / or control the amount of electrical energy stored at the energy storage device 132, which can be referred to as the state of charge (SOC).

[0027] The energy storage device 132 may include an energy storage device controller 139. The energy storage device controller 139 may provide charge balancing among energy storage elements (e.g., battery cells) and communication with other vehicle controllers (e.g., controller 12).

[0028] 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 sensors may detect the rotational speed of each wheel. Such an example of a WSS may include a permanent magnet type sensor.

[0029] The vehicle propulsion system 100 may further include a rate of speed change sensor 20. Additionally, the vehicle propulsion system 100 may further include an inclinometer 21. The vehicle propulsion system 100 may further include a steering control system 176, which may adjust the steering angle by adjusting the position of the steering motor 177.

[0030] The vehicle propulsion system 100 may further include a brake caliper system control module (SCM) 141 to apply and release the friction wheel brake calipers 142. In some examples, the SCM 141 may include an anti-lock system such that the tires (e.g., 130t and 131t) of the wheels (e.g., 130lf, 130rf, 131lr, and 131rr) may maintain traction contact with the road surface according to the driver input during deceleration, which may thus prevent the wheels from locking up to prevent skidding. In some examples, the SCM 141 may receive inputs from the wheel speed sensors 195.

[0031] The vehicle propulsion system 100 may further include a motor electronics coolant pump (MECP) 146. The MECP 146 may be used to circulate coolant to dissipate heat generated at least by the electric motors 127, 153, and 135 of the vehicle propulsion system 100 and the electronics system. As an example, the MECP may receive power from the on-board energy storage device 132.

[0032] The controller 12 may form part of the control system 14. In some examples, the controller 12 may be the single controller of the vehicle. The control system 14 is shown 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, the sensors 16 may include a tire pressure sensor 197, a wheel speed sensor 195, etc. In some examples, a steering angle sensor 175, sensors associated with the electric motors 135, 127, and 153, etc. may convey information about various states of the motor operation to the controller 12.

[0033] The vehicle propulsion system 100 may further include an in-vehicle navigation system 17 (e.g., a Global Positioning System) on the instrument panel 19 with which the vehicle operator may interact. The navigation system 17 may include one or more position sensors for assisting in estimating the position of the vehicle (e.g., geographical coordinates). For example, the in-vehicle navigation system 17 may receive signals from GPS satellites (not shown) and identify the geographical location of the vehicle from the signals. In some examples, the geographical location coordinates may be transmitted to the controller 12.

[0034] The instrument panel 19 may further include a display system 18 configured to display information to the vehicle operator. As a non-limiting example, 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 Internet websites or software applications (apps) via the display system 18.

[0035] The instrument panel 19 may further include an operator interface 15 via which the vehicle operator may 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., motors 135a, 127, and 153) based on operator input. Additionally, via the operator interface 15 or the display system 18, the user may request AC, DC, AC, and DC output power from the charge control module 152, the power output module 1, and the on-vehicle generator module 4. Various examples of the operator interface 15 may include an interface for applying a physical device (such as an active key) that may be inserted into the operator interface 15 to activate motors 135, 127, and 153, or may be removed to turn off motors 135, 127, and 153 to shut down the vehicle. In still other examples, a start / stop button manually pressed by the 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 cellular phone, etc.) (e.g., a cellular phone or a smartphone-based system), where the user's cellular phone sends data to a server and the server communicates with the vehicle controller 12 to start the vehicle.

[0036] Now refer to Figure 2, shows a schematic diagram 200 of an exemplary electrical power transmission cable 182, the exemplary electrical power transmission cable including circuitry 201 for transferring one or more electrical couplers and the capacity of the electrical power transmission cable to a vehicle. The schematic diagram 200 includes a first external device 180 (e.g., an AC electrical load), a second external electrical load 203 (e.g., an optional DC electrical load), a first electrical coupler 151, a first electrical port 150 (e.g., a jack), a charge control module 152, a second electrical coupler 171, electrical port 7, an on-vehicle generator module 280, a third electrical coupler 170, electrical port 2, and a power output module 287.

[0037] Within the first electrical coupler 151, circuitry 201 for identifying cable and electrical coupler operating conditions and limitations and transferring them to the vehicle is shown. Specifically, the electrical coupler 151 includes sockets 230 to 235 configured to mate with pins 244 to 249 of the first electrical port 150. It should be understood that the sockets can be replaced with pins and vice versa. The circuitry 201 also includes a controller 210 (e.g., a microcontroller, which may include a processor, non-transitory memory, random access memory, digital input / output, analog input / output), a capacitor 206, a diode 208, buffers 213 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.

[0038] When the electrical coupler 151 mates with the first electrical port 150 via a power source 251 (e.g., 5 VDC), power is supplied to the controller 210. The pin 245 and the socket 234 (e.g., the proximity pilot pin / socket) may be referred to as proximity pins because they may carry a voltage (e.g., a proximity voltage) that may indicate the proximity of the electrical coupler 151 relative to the first 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 a value at the electrical conductors 276, the electrical conductor 275, the socket 234, and the pin 245, which value may indicate a predetermined cable / electrical coupler identification as a function of the resistance values of the resistors 250, 212, 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 a 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 a vehicle. When the first electrical coupler 151 is fully engaged with the first 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 conductors 276, the electrical conductor 275, the socket 234, and the pin 245 may be reduced from the level of the voltage generated by the power source 251 via each of the resistors 250 and 220. However, if the first electrical coupler 151 begins to be removed from the first electrical port 150, the switch 218 opens, such that the voltage (e.g., the proximity voltage) at the electrical conductors 276, the electrical conductor 275, the socket 234, and the pin 245 is now a function of the resistance values of the resistors 250, 220, 212, and 222.

[0039] The power supplied to the capacitor 206 and the controller 210 by the power supply 251 is supplied at a voltage equal to the voltage output of the power supply 251 minus the voltage drop across the resistor 250 minus the voltage drop across the diode 208. When the electrical coupler 151 is fully engaged to the electrical port 150, the diode 208 allows charge to flow from the power supply 251 to the capacitor 206. The diode 208 prevents the capacitor 206 from discharging through the resistor 220 and / or the transistor 216. The electrical conductor 274 carries the charge from the diode 208 to the capacitor 206. The controller 210 can determine whether the voltages at the electrical conductor 275, the electrical conductor 276, the socket 234, and the pin 245 (which are expected to be equal when the electrical coupler 151 is fully engaged to the electrical port 150) are at a high level or a low level via the digital input 210a. The buffer 213 can adjust the level of the proximity voltages (e.g., the voltages at the electrical conductor 275, the electrical conductor 276, the socket 234, and the pin 245) so that they are compatible with the digital input 210a. The controller 210 can drive the buffer 214 via the digital output 210b to switch the proximity voltages (e.g., the voltages at the electrical conductor 275, the electrical conductor 276, the socket 234, and the pin 245 when the electrical coupler 151 is fully engaged to the electrical port 150) between a high level and a low level. 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 close to pull the proximity voltage and the voltage at the drain 216d close to 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 open, such that the proximity voltage is determined by the resistor 250, the resistor 220, and the resistor 212. Thus, the controller 210 can selectively open 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 low by closing the transistor 216, the capacitor 206 supplies power to the controller 210. Thus, the controller 210 is powered by the vehicle and can power on when the electrical coupler 151 is engaged to the electrical port 150.

[0040] In another representation, when the electrical coupler 151 is engaged with the first electrical port 150, the controller 210 may transmit or broadcast radio frequency signals via the transmitter 277. The controller 210 may broadcast, via the signals, the voltage capacity limits of the cable and the electrical coupler (e.g., the maximum voltage that can be transmitted via the cable and the coupler), the current capacity limits (e.g., the maximum current that can be transmitted via the cable and the coupler), the temperature of the cable and the coupler, the cable configuration (e.g., one or more input electrical couplers and one or more output electrical couplers), and other manufacturing information and operating conditions.

[0041] The first electrical coupler 151 and its associated electrical power transmission cable may carry or convey AC power to an external device 180 (e.g., an AC power consumer) via electrical conductors 272, 273, and sockets 232 and 233. Additionally, in some examples, the electrical coupler 151 and its associated transmission cable may carry or convey DC power to a second external electrical load 203 (e.g., a DC power consumer) via electrical conductors 270, 271, and sockets 230 and 231.

[0042] Conductor 255 may be electrically coupled to conductor 272, and conductor 256 may be electrically coupled to conductor 273 such that the AC power generated via the on-vehicle generator module 280 may be combined with the AC power generated via the bi-directional AC / DC converter 291 of the charging control module 152. The power generated by the on-vehicle generator module 280 may be transferred via sockets 235 and 236 and pins 242 and 243.

[0043] Conductor 257 may be electrically coupled to conductor 270, and conductor 258 may be electrically coupled to conductor 271 such that the DC power generated via the power output module 287 may be combined with the DC power generated via the bi-directional DC / DC converter 290 of the charging control module 152. The power generated by the power output module 287 may be transferred via sockets 237 and 238 and pins 241 and 240.

[0044] The controller 158 of the charge control module 152 can also communicate via a serial link formed by a level of a proximity voltage that can be carried or conveyed via the electrical conductor 276 and the electrical conductor 275. The controller 158 can sense the level of the proximity voltage that can be carried or supplied by the electrical conductor 275 and the electrical conductor 276 via an analog-to-digital (A / D) converter 252. A buffer 262 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 245) such that it is compatible with the digital input 158a. The controller 158 can drive the buffer 263 via a digital output 158b to switch the proximity voltage between a high level and a low level (e.g., when the electrical coupler 151 is fully engaged with the first electrical port 150, 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 245). The buffer 263 can then drive a transistor 260 (e.g., an N-channel field effect resistor) to open and close in response to the output of the digital output 158b, thus operating as a switch. On the other hand, when a lower voltage (e.g., <0.5 volts) is supplied to the gate 260g, the transistor 260 can remain open, such that the proximity voltage is determined by the resistor 250, the resistor 220, and the resistor 212. Thus, the controller 158 can selectively open and close the transistor 260 to change the proximity voltage. The proximity voltage can be used for serial communication between the controller 210 and the controller 158.

[0045] In another representation, the controller 158 can receive data transmitted by the controller 210 and broadcast via radio frequency via a receiver 278. As previously mentioned, the data can include electrical coupler power limits, temperature, and other data. Once the electrical coupler 151 is fully engaged with the electrical port 150, the controller 158 can start receiving data. The first electrical port 150 is integral with the vehicle and it is not an external device.

[0046] The DC / DC converter 290 can step up (increase) or, in an alternative, step down (decrease) the voltage output via the electrical energy storage device 132 (e.g., the traction battery) for delivery to the second external electrical load 203. Conductors 292 and 293 can supply DC power to the second external electrical load 203 via pins 249 and 248. The bidirectional AC / DC converter 291 can convert the DC power supplied by the electrical energy storage device 132 into AC power for the external device 180. Conductors 294 and 295 can supply AC power to the external device 180 via pins 246 and 247. The controller 158 can activate and control the power output of the DC / DC converter 290 and the bidirectional AC / DC converter 291 in response to data received from the controller 210. The electrical output coupler 297 can supply DC power to the second external electrical load 203 and supply AC power to the external device 180.

[0047] Now referring to Figure 3 , an exemplary sequence is shown in which a power transmission cable and an electrical coupler are coupled to a vehicle. It can be via Figure 1 , Figure 2 and Figure 6 's system in combination with Figure 4 and Figure 5 's method to generate Figure 3 's sequence.

[0048] Starting from the top of Figure 3 , the first graph 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.

[0049] Starting from the top of Figure 3 , the second graph is a graph of the connection or engagement state of the electrical coupler to the electrical port of the vehicle versus time. The vertical axis represents the connection state of the electrical coupler and when trace 304 is close to the vertical axis arrow, the electrical coupler is fully engaged to the electrical port of the vehicle. When trace 304 is close to the horizontal axis, the electrical coupler is not fully engaged to the electrical port of the vehicle. Trace 304 represents the electrical coupler engagement state.

[0050] Since Figure 3The third curve starting from the top is a graph of the charge transfer state versus time. The vertical axis represents the charge transfer state (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 state via the electrical coupler and its associated cable.

[0051] 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 connection state indicates that there is no full connection between the electrical coupler and the electrical port of the vehicle. Additionally, there is no charge or power transfer via the cable and the electrical coupler.

[0052] At time t1, the electrical coupler starts to be inserted into the electrical port of the vehicle, and the proximity pin voltage decreases. The connection state indicates that there is no full connection between the electrical coupler and the electrical port of the vehicle. Additionally, there is no charge or power transfer to an external load via the cable or the electrical coupler.

[0053] At time t2, the electrical coupler is fully engaged with the vehicle input port, and the proximity pin voltage changes to reflect the engagement. Shortly thereafter, the proximity voltage starts to switch or transition between a low voltage and a higher voltage to initiate serial communication between the electrical coupler controller and the charger controller. First, the charger controller requests data, and then the electrical coupler controller responds to the request. The data exchange ends at time t3, and the charger starts to allow power to be transferred from the vehicle to an external device. The charger can command and control the voltage and current output to the electrical coupler and the external device.

[0054] At time t4, when the user starts to remove the electrical coupler from the electrical port of the vehicle, the power transfer is completed. The user presses a button, which causes the proximity pin voltage to change. The charger commands the power transfer to stop and ends the power transfer before the electrical coupler is fully decoupled from the electrical port of the vehicle.

[0055] In this way, electrical coupler data can be transmitted to the vehicle via a serial communication link, which increases the functionality of the proximity pin voltage. The serial communication is bidirectional, allowing the charger to issue commands and allowing the electrical coupler to respond to the commands.

[0056] Now refer to Figure 4 and Figure 5 , which shows an exemplary method for supplying power via an electric vehicle. Additionally, the method can operate the electric vehicle while delivering power via the electric vehicle. Figure 4 and Figure 5 The method of Figure 1 ,Figure 2 and Figure 6 in the system of Figure 6 and can cooperate with the system. In addition, Figure 4 and Figure 5 at least part of the method of Figure 5 can be incorporated as executable instructions stored in the non-transitory memory of one or more controllers, while other parts of the method can be executed by transforming the operating states of devices and actuators in the physical world via one or more controllers.

[0057] At 402, method 400 includes connecting an electric power transmission cable (e.g., a polymeric cable) to an electric vehicle and a load external to the electric vehicle. Note that the external load can be an electrical load transported via the vehicle, such as a cooler. The connection of the electric power transmission cable to one or more electrical loads and the electric vehicle can be performed via a human or automated system. Method 400 proceeds to 404.

[0058] At 404, method 400 receives an input from a user or an automated system to request a power delivery rate provided external to the electric vehicle. The input can include one or more of an AC voltage request, a DC voltage request, an AC current request, a DC current request, an AC output power request, and a DC output power request. In one example, the input can be provided via a human / machine interface, which can include a telephone or a computer. In some examples, in response to the electric power transmission cable being electrically coupled to the electric vehicle, the user can be prompted for the requested input. Method 400 proceeds to 406.

[0059] At 406, method 400 determines whether AC power has been requested. If so, the answer is yes, and method 400 proceeds to 408. Otherwise, the answer is no, and method 400 proceeds to 420.

[0060] At 420, method 400 determines whether DC power has been requested. If so, the answer is yes, and method 400 proceeds to 422. Otherwise, the answer is no, and method 400 proceeds to 430.

[0061] At 430, method 400 cuts off the power delivery to the devices external to the vehicle. Method 400 can command the charger, the power output device to turn off, and the on-vehicle power supply to turn off, so that power is not delivered to the electrical port. Method 400 proceeds to exit.

[0062] At 422, method 400 determines whether the amount of DC power requested by the user can be satisfied via a single DC power source (e.g., an electric power take-off (ePTO)). If so, the answer is yes, and method 400 proceeds to 424. Otherwise, the answer is no, and method 400 proceeds to 426. Method 400 can determine whether the requested amount of DC power can be provided by a single DC power source by determining whether the power output capacity of the first DC power source is greater than the requested amount of DC power. If so, and if the first DC power source can deliver the requested amount of DC power under efficient operating conditions, method 400 can deliver the requested amount of DC power via the first DC power source.

[0063] At 424, method 400 activates the first DC power source (e.g., an electric power take-off (ePTO)) and commands it to the voltage and power output levels requested by the user. The power output device delivers the requested DC power to the electrical power transmission cable 182, and the electrical power transmission cable delivers the DC power to the DC power consumer. Method 400 proceeds to exit.

[0064] At 426, method 400 activates the first DC power source (e.g., a power output device module) and adjusts the voltage of the power output device to the requested DC voltage. The first DC power source can also be commanded to provide a first portion of the requested amount of DC power. In one example, the first portion of the requested amount of DC power is the amount of output power at which the operating efficiency of the first DC power source is greater than a first threshold efficiency level. Method 400 proceeds to 428.

[0065] At 428, method 400 activates the second DC power source (e.g., a charger) and adjusts the voltage of the charger to the voltage output via the first DC power source, or alternatively to the requested DC voltage. The second DC power source can also be commanded to provide a second portion of the requested amount of DC power. In one example, the second portion of the requested amount of DC power is equal to the requested DC power minus the amount of output power of the first DC power source. Method 400 proceeds to exit.

[0066] At 408, method 400 determines whether the user has requested a DC power output in addition to the AC power output. If so, the answer is yes, and method 400 proceeds to Figure 5 450. If not, the answer is no, and method 400 proceeds to 410.

[0067] At 450, method 400 determines whether the amount of DC power requested by the user can be satisfied via a single DC power source (e.g., an electric power take-off (ePTO)). If so, the answer is yes, and method 400 proceeds to 452. Otherwise, the answer is no, and method 400 proceeds to 454.

[0068] At 452, method 400 activates the first DC power source (e.g., the electric power take-off (ePTO)) and commands it to the voltage and power output levels requested by the user. The power output device delivers the requested DC power to the power transmission cable 182, and the power transmission cable delivers the DC power to the DC power consumer. Method 400 proceeds to exit.

[0069] At 454, method 400 activates the first DC power source (e.g., the power output device module) and adjusts the voltage of the power output device to the requested DC voltage. The first DC power source may also be commanded to provide a first portion of the requested DC power amount. In one example, the first portion of the requested DC power amount is the output power amount at which the operating efficiency of the first DC power source is greater than the first threshold efficiency level. Method 400 proceeds to 456.

[0070] At 456, method 400 activates the second DC power source (e.g., the charger) and adjusts the voltage of the charger to the voltage output via the first DC power source, or alternatively to the requested DC voltage. The second DC power source may also be commanded to provide a second portion of the requested DC power amount. In one example, the second portion of the requested DC power amount is equal to the requested DC power minus the output power amount of the first DC power source. Method 400 returns to 410.

[0071] At 410, method 400 determines whether the AC power amount requested by the user can be satisfied via a single AC power source (e.g., the on-board generator module (OBG)). If so, the answer is yes, and method 400 proceeds to 416. Otherwise, the answer is no, and method 400 proceeds to 412. Method 400 can determine whether the requested AC power amount can be provided by a single AC power source by determining whether the power output capacity of the first AC power source is greater than the requested AC power amount. If so, and if the first AC power source can deliver the requested AC power amount under efficient operating conditions, method 400 can deliver the requested AC power amount via the first AC power source.

[0072] At 416, method 400 activates the first AC power source (e.g., the on-board generator module (OBG)) and commands it to the voltage (e.g., 120 or 240 volts AC) and power output levels requested by the user. The on-board generator module delivers the requested AC power to the power transmission cable 182, and the power transmission cable delivers the AC power to the AC power consumer. Method 400 proceeds to exit.

[0073] At 412, method 400 activates the first AC power source (e.g., on-vehicle generator module) and adjusts the voltage of the on-vehicle generator to the requested AC voltage. The first AC power source may also be commanded to provide a first portion of the requested AC power amount. In one example, the first portion of the requested AC power amount is the output power amount at which the operating efficiency of the first AC power source is greater than a first threshold efficiency level. Method 400 proceeds to 414.

[0074] At 414, method 400 activates the second AC power source (e.g., charger) and adjusts the voltage of the charger to match the voltage and voltage phase output via the first AC power source. The second AC power source may also be commanded to provide a second portion of the requested AC power amount. In one example, the second portion of the requested AC power amount is equal to the requested AC power minus the output power amount of the first AC power source. Method 400 may monitor the voltage output of the first AC source and adjust the phase voltage of the second AC source to match the voltage of the first AC source. For example, if the first AC power source outputs a first voltage at a first phase angle, the second power source output voltage is adjusted to match the first voltage at the first phase angle. Method 400 proceeds to exit.

[0075] Figure 4 and Figure 5 The method of and provides a method for supplying power from an electric vehicle, the method comprising: coupling a first electrical coupler and a second electrical coupler to the electric vehicle; coupling a third electrical coupler to an electrical load external to the electric vehicle; and supplying power to the external load by causing current to flow from the first electrical coupler and the second electrical coupler to the third electrical coupler. In a first example, the method comprises: wherein a first conductor is electrically coupled to the first electrical coupler, and wherein a second conductor is electrically coupled to the second electrical coupler. In a second example that may include the first example, the method comprises: wherein the first conductor is electrically coupled to the second conductor. In a third example that may include one or both of the first example and the second example, the method comprises: wherein the first electrical coupler and the second electrical coupler are part of an electrical power transmission cable, and the method further comprises: transmitting identification data of the electrical power transmission cable to the vehicle. In a fourth example that may include one or more of the first example to the third example, the method comprises: wherein the power is direct current power. In a fifth example that may include one or more of the first example to the fourth example, the method comprises: wherein the power is alternating current power. In a sixth example that may include one or more of the first example to the fifth example, the method comprises: wherein the power is supplied via a single battery, and the single battery is a traction battery.

[0076] Figure 4 and Figure 6The method also provides a method for supplying power from an electric vehicle, the method comprising: coupling a first electrical coupler and a second electrical coupler to the electric vehicle; coupling a third electrical coupler to an electrical load external to the electric vehicle; and supplying power to the external load by causing current to flow from a first power source through the first electrical coupler and from a second power source through the second electrical coupler to the third electrical coupler, the first power source being different from the second power source. In a first example, the method comprises: wherein the first power source and the second power source are AC power sources. In a second example that may include the first example, the method comprises: wherein the first power source is a main power source and the second power source is an auxiliary power source, wherein the phase of the voltage output of the second power source is synchronized with the phase of the voltage output via the first power source. In a third example that may include one or both of the first example and the second example, the method comprises: wherein the first power source is a main power source and the second power source is an auxiliary power source, wherein the voltage output of the second power source is synchronized with the voltage output via the first power source, and wherein the first power source and the second power source are DC power sources. In a fourth example that may include one or more of the first example to the third example, the method further comprises transmitting electrical energy transmission cable data from the first electrical coupler to the electric vehicle. Additionally, the methods described herein provide for adjusting the maximum current output of the first power source or the second power source in response to the temperature of the first power source or the second power source.

[0077] Now referring to Figure 6 , a view of an exemplary electrical energy transmission cable 182 is shown. In this example, the electrical energy transmission cable 182 includes electrical couplers 151, 171, and 170 that can be coupled to Figure 1 the sole vehicle 121 shown. The electrical energy transmission cable 182 also includes an electrical output coupler 297 that can be coupled to one or more electrical loads. The electrical output coupler 297 includes sockets 223 and 224 for docking with a second external electrical load 203. The electrical output coupler 297 also includes sockets 225 and 226 for docking with a first external device 180. It should be understood that the electrical energy transmission cable 182 may have additional or fewer electrical couplers to couple to a single or sole electric vehicle. Additionally, the electrical energy transmission cable 182 may deliver electrical energy to one or more power consumers via one or more electrical couplers. Thus, Figure 6 the configuration of the electrical energy transmission cable 182 shown is non-limiting.

[0078] The electrical coupler 151 is shown to include an electrical connector 601 (e.g., Society of Automotive Engineers (S.A.E.) J1772 connector), which may include pins / sockets to carry or transfer electrical 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 transferred via the electrical connector. Optionally, the electrical coupler 151 may include a second connector 612 for carrying or transmitting DC power (e.g., for DC fast charging / discharging).

[0079] In this example, the electrical energy transmission cable 182 is configured with three electrical couplers for coupling to an electric vehicle. Specifically, the electrical connector 601 includes a first AC L1 socket 232, a second AC neutral or L2 socket 233, a ground socket 610, a proximity pilot socket 234, and a control pilot socket 608. The connector 612 includes a DC+ socket 230 and a DC– socket 231. The electrical coupler 171 is also shown to have an electrical connector 620. The electrical connector 620 includes a first AC L1 socket 235, a second AC neutral or L2 socket 236, a ground socket 610, a proximity pilot socket 606, and a control pilot socket 608. The electrical coupler 170 is also shown to have an electrical connector 630. The electrical connector 630 includes a DC+ socket 237 and a DC– socket 238.

[0080] This example also includes an electrical output coupler 297 for coupling to an electrical consumer (not shown). The electrical output coupler 297 includes a first connector 650, which includes sockets 225 and 226 for mating with an AC electrical load. Additionally, the electrical output coupler 297 includes a second connector 652, which includes sockets 223 and 224 for mating with a DC electrical load.

[0081] Therefore, Figure 1 、 Figure 2 and Figure 6The system provides an electric power transmission cable for an electric vehicle, the electric power transmission cable including: at least two electrical couplers configured to couple to the electric vehicle, the at least two electrical couplers including a first electrical coupler coupled to a first conductor and a second electrical coupler coupled to a second conductor, the first conductor being electrically coupled to the second conductor within the electric power transmission cable. In a first example, the electric power transmission cable includes: wherein the at least two electrical couplers are configured to transfer alternating current. In a second example that may include the first example, the electric power transmission cable includes: wherein the at least two electrical couplers are configured to transfer direct current. In a third example that may include one or both of the first example and the second example, the electric power transmission cable further includes a third electrical coupler configured to couple to an electrical load. In a fourth example that may include one or more of the first example to the third example, the electric power transmission cable further includes a fourth electrical coupler configured to couple to the electric vehicle. In a fifth example that may include one or more of the first example to the fourth example, the electric power transmission cable further includes a third conductor electrically coupled to the fourth electrical coupler. In a sixth example that may include one or more of the first example to the fifth example, the electric power transmission cable further includes a fourth conductor electrically coupled to the first electrical coupler, the fourth conductor being electrically coupled to the third conductor. In a seventh example that may include one or more of the first example to the sixth example, the electric power transmission cable includes: wherein the first conductor and the fourth conductor are electrically coupled to the third electrical coupler.

[0082] Now referring to Figure 7 , an exemplary method for adjusting the output current supplied from a vehicle to one or more devices outside the vehicle is shown. Figure 7 The method of Figure 1 , Figure 2 and Figure 6 systems and can cooperate with the systems. Further, Figure 7 at least part of the method of Figure 7 can be incorporated as executable instructions stored in the non-transitory memory of one or more controllers, while other parts of the method can be executed by transforming the operating states of devices and actuators in the physical world via one or more controllers. Still further, Figure 4 the method of Figure 5 can be executed simultaneously with

[0083] At 702, method 700 monitors and / or infers the temperature of one or more devices that supply power outside the vehicle. The temperature can indicate the load applied to the devices that supply power outside the vehicle. For example, method 700 can estimate or measure the temperature of the charge control module 152, the power output module 1, and the on-vehicle generator module 4. Method 700 proceeds to 704.

[0084] At 704, method 700 can dynamically adjust the maximum current flow (e.g., current limit or threshold level) for the one or more devices that supply power outside the vehicle in response to the temperature of one or more of the devices that supply power outside the vehicle. Each of the devices that supply power outside the vehicle can have its own separate maximum current flow. The maximum current flow of each of the devices that supply power outside the vehicle can be adjusted such that the temperatures of the devices that supply power outside the vehicle are balanced (e.g., within 5% of each other). In one example, a proportional / integral / derivative (PID) controller can adjust the maximum current output of one or more of the devices based on the current temperature of the devices that supply power outside the vehicle relative to the maximum design temperature of the devices that supply power outside the vehicle. For example, if the temperature of a first device is close to the highest temperature of the first device, the maximum current output of the first device can be decreased so that the first device has a chance to cool, while increasing the output of a second device to meet the power demand. When operating in continuous operation at high power, the electrical load sharing can automatically bias towards the more capable / cooler devices. + In an alternative representation, if the temperature of a first device is close to the maximum temperature of the first device, the maximum current output of a second device can be adjusted so that the first device has a chance to cool, thereby allowing the output of the second device to be adjusted to meet the power demand. Method 700 proceeds to exit.

[0085]

[0086] Note that the exemplary control and estimation procedures included herein can be used with a variety of vehicle and powertrain configurations. The control methods and procedures 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.

[0087] ​In addition, portions of the method may be physical actions taken in the real world to change the state of the device. The specific procedures described herein may represent one or more of any number of processing strategies (such as event-driven, interrupt-driven, multitasking, multithreading, etc.). To that end, the various actions, operations, and / or functions shown may be executed in the order illustrated, executed in parallel, or omitted in some cases. Similarly, the order of processing is not necessarily required to implement 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 executed repeatedly according to the particular strategy used. In addition, the actions, operations, and / or functions described may be graphically represented as code to be programmed into the non-transitory memory of a computer-readable storage medium in a vehicle control system, where the actions are implemented by executing instructions in a system including various vehicle hardware components in conjunction with an electronic controller. One or more of the method steps described herein may be omitted if desired.

[0088] It should be understood that the configurations and procedures disclosed herein are exemplary in nature and these specific examples should not be considered to have a limiting meaning since numerous variations are possible. For example, the above techniques may be applied to power transmission cables having a different number of pins / sockets, different connector types, and different couplers than those shown and described herein.

[0089] The appended claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. These claims may refer to "one" element or "a first" element or the equivalent thereof. Such claims can be understood to include the incorporation of one or more such elements, neither requiring nor precluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the claims or by filing new claims in this application or a related application. Such claims, whether broader, narrower, equivalent, or different in scope from the original claims, are also regarded as included within the subject matter of this disclosure.

[0090] According to the present invention, there is provided a power transmission cable for an electric vehicle, having: at least two electrical couplers configured to be coupled to the electric vehicle, the at least two electrical couplers including a first electrical coupler coupled to a first conductor and a second electrical coupler coupled to a second conductor, the first conductor being electrically coupled to the second conductor within the power transmission cable.

[0091] According to an embodiment, the at least two electrical couplers are configured to transfer alternating current.

[0092] According to an embodiment, the at least two electrical couplers are configured to transfer direct current.

[0093] According to an embodiment, the invention is further characterized by a third electrical coupler configured to be coupled to an electrical load.

[0094] According to an embodiment, the invention is further characterized by a fourth electrical coupler configured to be coupled to the electric vehicle.

[0095] According to an embodiment, the invention is further characterized by a third conductor electrically coupled to the fourth electrical coupler.

[0096] According to an embodiment, the invention is further characterized by a fourth conductor electrically coupled to the first electrical coupler, the fourth conductor being electrically coupled to the third conductor.

[0097] According to an embodiment, the first conductor and the fourth conductor are electrically coupled to the third electrical coupler.

[0098] According to the invention, a method for supplying power from an electric vehicle includes: coupling a first electrical coupler and a second electrical coupler to the electric vehicle; coupling a third electrical coupler to an electrical load external to the electric vehicle; and supplying power to the electrical load by causing current to flow from the first electrical coupler and the second electrical coupler to the third electrical coupler.

[0099] In one aspect of the invention, a first conductor is electrically coupled to the first electrical coupler, and wherein a second conductor is electrically coupled to the second electrical coupler.

[0100] In one aspect of the invention, the first conductor is electrically coupled to the second conductor.

[0101] In one aspect of the invention, the first electrical coupler and the second electrical coupler are part of an electrical power transmission cable, and the method further includes: transmitting identification data of the electrical power transmission cable to the electric vehicle.

[0102] In one aspect of the invention, the power is direct current power.

[0103] In one aspect of the invention, the power is alternating current power.

[0104] In one aspect of the invention, the power is supplied via a single battery, wherein the single battery is a traction battery.

[0105] According to the present invention, a method for supplying electric power from an electric vehicle includes: coupling a first electrical coupler and a second electrical coupler to the electric vehicle; coupling a third electrical coupler to an electrical load outside the electric vehicle; and supplying electric power to the electrical load by causing current to flow from a first power source through the first electrical coupler and from a second power source through the second electrical coupler to the third electrical coupler, the first power source being different from the second power source.

[0106] In one aspect of the present invention, the first power source and the second power source are AC power sources.

[0107] In one aspect of the present invention, the first power source is a main power source and the second power source is an auxiliary power source, wherein the voltage output phase of the second power source is synchronized with the voltage output phase of the first power source.

[0108] In one aspect of the present invention, the first power source is a main power source and the second power source is an auxiliary power source, wherein the voltage output of the second power source is synchronized with the voltage output of the first power source, and wherein the first power source and the second power source are DC power sources.

[0109] In one aspect of the present invention, the method includes adjusting the maximum current output of the first power source or the second power source in response to the temperature of the first power source or the second power source.

Claims

1. An electric energy transmission cable for an electric vehicle, comprising: At least two electrical couplers are configured to be coupled to the electric vehicle, the at least two electrical couplers comprising a first electrical coupler coupled to a first conductor and a second electrical coupler coupled to a second conductor, the first conductor being electrically coupled to the second conductor within the power transmission cable.

2. The power transmission cable of claim 1, wherein the at least two electrical couplers are configured to transfer alternating current.

3. The power transmission cable of claim 1, wherein the at least two electrical couplers are configured to transfer direct current.

4. The power transmission cable of claim 1, further comprising a third electrical coupler configured to couple to an electrical load.

5. The power transmission cable of claim 4, further comprising a fourth electrical coupler configured to couple to the electric vehicle.

6. The power transmission cable of claim 5, further comprising a third conductor electrically coupled to the fourth electrical coupler.

7. The power transmission cable of claim 6, further comprising a fourth conductor electrically coupled to the first electrical coupler, the fourth conductor electrically coupled to the third conductor.

8. The power transmission cable of claim 7, wherein the first conductor and the fourth conductor are electrically coupled to the third electrical coupler.

9. A method for supplying electric power from an electric vehicle, comprising: coupling a first electrical coupler and a second electrical coupler to the electric vehicle; coupling a third electrical coupler to an electrical load external to the electric vehicle; as well as Power is supplied to the electrical load via causing current to flow from the first electrical coupler and the second electrical coupler to the third electrical coupler.

10. The method of claim 9, wherein a first conductor is electrically coupled to the first electrical coupler, and wherein a second conductor is electrically coupled to the second electrical coupler. The method of claim 10 , wherein the first conductor is electrically coupled to the second conductor.

12. The method of claim 9, wherein the first electrical coupler and the second electrical coupler are part of a power transmission cable, and the method further comprises: The identification data of the power transmission cable is transmitted to the electric vehicle.

13. The method of claim 9, wherein the electric power is direct current electric power. The method of claim 9 , wherein the electric power is AC electric power.

15. The method of claim 9, wherein the electrical power is supplied via a single battery, wherein the single battery is a traction battery.

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