Control scheme for vehicle-to-load electrical power

Abstract

Examples described herein provide a circuit that includes a power electronic converter disposed in a vehicle that receives alternating current (AC) electrical power from an alternating current grid source and provides alternating current electrical power to an alternating current load external to the vehicle, the power electronic converter including an AC-AC converter. The circuit further includes an on-board charging module electrically connected to the power electronic converter and a battery disposed in the vehicle. The circuit also includes a controller to control the power electronic converter and the on-board charging module. The power electronic converter provides vehicle-to-load functionality by providing alternating current power to an alternating current load as an output of at least one of a 120 Vac output or a 240 Vac output.

Description

Technical Field

[0001] This subject matter relates to vehicles, and more specifically to control schemes for vehicle-to-load electrical power. Background Technology

[0002] Modern vehicles (e.g., cars, motorcycles, boats, or any other type of vehicle) may be equipped with one or more batteries to provide power to the vehicle's various systems. For example, an electric vehicle may include one or more batteries to provide power to one or more electric motors, which in turn provide propulsion to the vehicle. This configuration of a vehicle is called a battery electric vehicle (BEV). Other types of vehicles may also be equipped with batteries, such as vehicles with internal combustion engines, hybrid electric vehicles, and / or similar vehicles, including combinations and / or multiple such vehicles.

[0003] Vehicle-to-load (V2L) is a technology that transfers electricity (electric power) from a vehicle to an electrical load connected to the vehicle. For example, electricity can be transferred from one or more batteries in the vehicle to a system or device connected to the vehicle that uses the electricity from the vehicle to operate. This allows the vehicle to supply power in various situations where electricity may be unavailable, such as during power outages, in locations without power (e.g., campsites, construction sites), etc., including combinations and / or multiples thereof. As an example, a vehicle with V2L capability can be used to charge another electric vehicle. As another example, the vehicle may include one or more power outlets into which any suitable equipment (e.g., lights, coffee makers, air compressors, and / or the like, including combinations and / or multiples thereof) can be plugged. Summary of the Invention

[0004] In one embodiment, a circuit is provided. The circuit includes a power electronic converter disposed in a vehicle for receiving alternating current (AC) power from an AC grid source and supplying AC power to an AC load external to the vehicle. The power electronic converter includes an AC-AC converter. The circuit further includes an on-board charging module electrically connected to the power electronic converter and a battery disposed in the vehicle. The circuit also includes a controller for controlling the power electronic converter and the on-board charging module. The power electronic converter provides vehicle-to-load functionality by providing AC power to the AC load as an output of at least one of a 120 Vac output or a 240 Vac output.

[0005] In addition to one or more of the features described herein, or as an alternative, other embodiments of the circuit may include a controller that controls the power electronic converter and the on-board charging module based at least in part on the vehicle's operating scenario.

[0006] In addition to one or more of the features described herein, or as an alternative, another embodiment of the circuit may include: the operating scenario being one of the following: no power flow through the vehicle's charging port, outputting 120Vac through the vehicle's charging port, or outputting 240Vac through the vehicle's charging port.

[0007] In addition to one or more of the features described herein, or as an alternative, other embodiments of the circuit may include: the operating scenario being charging the battery at 120Vac or 240Vac.

[0008] In addition to one or more of the features described herein, or as an alternative, other embodiments of the circuit may include the controller controlling the power electronic converter and the on-board charging module based at least in part on the current limit of the AC mains power source, the socket status of the vehicle's socket, and the load current information of the AC load.

[0009] In addition to one or more of the features described herein, or as an alternative, another implementation of the circuit may include the controller dynamically adjusting the current command to the on-board charging module based on real-time monitoring of the load current of the AC load and the socket status of the vehicle's socket.

[0010] In addition to one or more of the features described herein, or as an alternative, another embodiment of the circuit may include a controller receiving a current limit from the AC mains power supply via a control lead and limiting the total current from the vehicle's charging port to exceed the current limit to prevent the AC mains power supply from shutting off.

[0011] In addition to one or more of the features described herein, or as an alternative, other embodiments of the circuit may include: the output being a split-phase output providing access to both 120Vac and 240Vac.

[0012] In addition to one or more features described herein, or alternatively, other embodiments of the circuit may include a controller providing feedback to a human-machine interface to notify users associated with the vehicle about the current power distribution status of the power electronic converter and the on-board charging module.

[0013] In another embodiment, a vehicle is provided. The vehicle includes a battery and a power electronic converter disposed within the vehicle. The power electronic converter receives alternating current (AC) power from an AC grid source and provides AC power to AC loads and the battery external to the vehicle. The power electronic converter includes an AC-AC converter, which is a multiphase interleaved AC-AC converter. The vehicle also includes an on-board charging module electrically connected to the power electronic converter and the battery disposed within the vehicle. The vehicle also includes a controller for controlling the power electronic converter and the on-board charging module. The power electronic converter provides vehicle-to-load functionality by providing AC power to AC loads as an output of at least one of a 120 Vac output or a 240 Vac output.

[0014] In addition to one or more of the features described herein, or as an alternative, other embodiments of the vehicle may include: the controller controlling the power electronic converter and the on-board charging module based at least in part on the vehicle's operating scenario.

[0015] In addition to one or more of the features described herein, or as an alternative, other embodiments of the vehicle may include: the operating scenario being one of the following: no power flow through the vehicle's charging port, outputting 120Vac through the vehicle's charging port, or outputting 240Vac through the vehicle's charging port.

[0016] In addition to one or more features described herein, or as an alternative, other implementations of the vehicle may include operating scenarios where the battery is charged at 120Vac or at 240Vac.

[0017] In addition to one or more of the features described herein, or as an alternative, another embodiment of the vehicle may include the controller controlling the power electronic converter and the on-board charging module based at least in part on current limits of the AC mains power source, socket status of the vehicle's sockets, and load current information of the AC loads.

[0018] In addition to one or more of the features described herein, or as an alternative, another embodiment of the vehicle may include: the controller dynamically adjusting the current command to the on-board charging module based on real-time monitoring of the load current of the AC load and the socket status of the vehicle's socket.

[0019] In addition to one or more of the features described herein, or as an alternative, another embodiment of the vehicle may include: the controller receiving a current limit from the AC mains power supply via a control lead, and limiting the total current from the vehicle's charging port to exceed the current limit to prevent the AC mains power supply from shutting off.

[0020] In addition to one or more of the features described herein, or as an alternative, other implementations of the vehicle may include a phased output that provides access to both 120Vac and 240Vac.

[0021] In addition to one or more features described herein, or alternatively, other embodiments of the vehicle may include: the controller providing feedback to the human-machine interface to notify users associated with the vehicle of the current power distribution status of the power electronic converter and the on-board charging module.

[0022] In another embodiment, a system is provided. The system includes a power electronic converter disposed in a vehicle that receives alternating current (AC) power from an AC mains source and supplies AC power to an AC load external to the vehicle. The system further includes an on-board charging module electrically connected to the power electronic converter and a battery disposed in the vehicle. The system further includes a controller for controlling the power electronic converter and the on-board charging module based at least in part on current limits of the AC mains source, the socket status of a socket in the vehicle, and load current information of the AC load. The power electronic converter provides vehicle-to-load functionality by supplying AC power to the AC load as an output of at least one of a 120 Vac output or a 240 Vac output.

[0023] In addition to one or more of the features described herein, or as an alternative, another embodiment of the system may include: the controller receiving a current limit from the AC mains power supply via a control lead, and limiting the total current from the vehicle's charging port to exceed the current limit to prevent the AC mains power supply from shutting off.

[0024] The above-described features and advantages, as well as other features and advantages, of this disclosure will become apparent when taken in conjunction with the accompanying drawings and the following detailed description. Attached Figure Description

[0025] Other features, advantages, and details appear by way of example only in the following detailed description, which is described in detail with reference to the accompanying drawings, wherein:

[0026] Figure 1 This is an illustration of a vehicle having a power electronic converter for providing V2L electrical power according to one or more embodiments;

[0027] Figure 2 It is a block diagram of a circuit for providing V2L electrical power according to one or more embodiments;

[0028] Figure 3A It is a block diagram of a circuit for providing V2L electrical power according to one or more embodiments;

[0029] Figure 3B It is a block diagram of a circuit for providing V2L electrical power according to one or more embodiments;

[0030] Figure 4 This is a flowchart of a method for managing the flow of alternating current (AC) power in a vehicle equipped with a power electronic converter, according to one or more embodiments;

[0031] Figure 5 This is a flowchart of a method for managing the flow of AC power in a vehicle equipped with a power electronic converter, according to one or more embodiments; and

[0032] Figure 6 This is a flowchart of a method for managing the flow of AC power in a vehicle equipped with a power electronic converter, according to one or more embodiments. Detailed Implementation

[0033] The following description is exemplary in nature only and is not intended to limit this disclosure, its application, or use. It should be understood that throughout the drawings, corresponding reference numerals denote the same or corresponding parts and features. As used herein, the term "module" refers to processing circuitry that may include application-specific integrated circuits (ASICs), electronic circuitry, processor (shared, dedicated, or group) and memory executing one or more software or firmware programs, combinational logic circuitry, and / or other suitable components that provide the described functionality.

[0034] One or more embodiments described herein provide an architecture that utilizes a power electronic converter with an AC-AC converter to provide 120Vac and / or 240Vac to loads electrically connected to the vehicle while the vehicle is charging, idling, or in motion. As used throughout this disclosure, a reference to 120Vac means substantially 120Vac (e.g., 120Vac + / - some tolerance or variation); similarly, a reference to 240Vac means substantially 240Vac (e.g., 240Vac + / - some tolerance or variation). According to one or more embodiments, one or more embodiments described herein can be implemented at other voltage levels, such as 220Vac, 230Vac, and / or similar voltages, including combinations and / or multiples thereof.

[0035] The propulsion systems of electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) use on-board charging modules (OBCMs) to charge the vehicle's battery from the power grid. In this case, the power grid supplies alternating current (AC) power to the vehicle. To discharge the power to electrical outlets on the vehicle, many vehicles include a separate direct current (DC) to AC inverter, which may include circuitry similar to that already present in the OBCM, such as filtering components, isolation transformers, and multi-stage power conversion. In many cases, these repetitive sub-components, such as DC link capacitors or transformers, increase the complexity, size, and weight of the vehicle. This typical approach includes disadvantages such as relatively large size, relatively heavy weight, and / or a relatively short lifespan compared to one or more embodiments described herein.

[0036] One or more embodiments described herein address these and other drawbacks by providing a power electronic converter with an AC-AC converter for supplying AC power to one or more devices electrically connected to a vehicle. In many cases, the proposed AC-AC converter can be used with an existing OBCM to provide V2L functionality with minimal hardware additions and control impact on the OBCM, especially where the OBCM is already bidirectional. According to one or more embodiments, as described herein, the power electronic converter with an AC-AC converter can provide 120Vac and 240Vac AC power when the vehicle is charging with AC or DC power, when the vehicle is parked, or when the vehicle is running (e.g., being driven). According to one or more embodiments, as described herein, when the vehicle is plugged into the grid, the power electronic AC-AC converter can directly transfer power from the grid to both 120Vac and 240Vac loads. One or more embodiments described herein can be implemented in a vehicle or used for off-vehicle applications.

[0037] According to one or more embodiments, the power electronic converter uses a single-stage non-isolated AC-AC converter that provides 120Vac and 240Vac electrical power. This device is relatively low in cost, complexity, and size compared to existing V2L methods. According to one or more embodiments, the OBCM provides electrical isolation between the vehicle's battery and external AC loads (e.g., devices plugged into the vehicle). According to one or more embodiments, if the input is 120Vac or 240Vac, AC-AC power conversion can be performed directly from the grid and the desired phase-by-phase output can be maintained, where existing autotransformers are designed for a nominal input voltage, such as 240Vac. According to one or more embodiments, the output of the power electronic AC-AC converter is a stable voltage, even when the AC grid supplying power to the vehicle is interrupted or otherwise experiences disturbance. According to one or more embodiments, the power electronic AC-AC converter can be used to supply AC power to a structure (such as a house or commercial building) via the OBCM for vehicle-to-home (V2H) applications. The one or more embodiments described herein can operate independently without interfering with the OBCM and its inherent functionality. Other advantages are also possible.

[0038] It should be understood that the functionality of any vehicle implementing one or more embodiments described herein is improved. More specifically, by implementing a power electronic converter with a relay matrix and an AC-AC converter, as described herein, the vehicle can provide V2L functionality without increasing the complexity of DC chain capacitors or transformers.

[0039] Figure 1 This is an illustration of a vehicle 100 having a power electronic converter for providing V2L electrical power according to one or more embodiments. In this example, vehicle 100 includes a battery 102 and a power electronic converter 104. In various embodiments, vehicle 100 includes other components not shown.

[0040] Battery 102 may represent one or more batteries, such that vehicle 100 may include a single battery, multiple batteries, battery systems, etc., including combinations thereof and / or multiple of them. Battery 102 receives electrical power (e.g., from AC grid 106, from the vehicle's alternator or generator, etc., including combinations thereof and / or multiple of them). According to one or more embodiments, the received electrical power is AC electrical power. AC grid 106 (also referred to as an "AC grid source") represents any suitable input electrical power source. For example, AC grid 106 may be a power grid designed to generate and distribute electrical power. In this case, vehicle 100 may be electrically connected to a charging station (not shown), which in turn is electrically connected to the power grid.

[0041] The power electronic converter 104 provides the use of an AC-AC converter and a relay matrix (both in...) Figure 2 The architecture (shown in Figures 101 and 3) is designed to provide 120Vac and / or 240Vac to an electrical load (e.g., AC load 108) when the vehicle 100 is charging and / or when the vehicle 100 is moving or idling. The power electronic converter 104 is an AC-based device because it receives and transmits AC power.

[0042] Vehicle 100 can be an automobile, truck, van, bus, motorcycle, boat, or any other type of vehicle. According to one embodiment, vehicle 100 includes an internal combustion engine powered by gasoline, diesel, or the like. According to another embodiment, vehicle 100 is a hybrid electric vehicle, partially or entirely powered by electricity in conjunction with an internal combustion engine. According to yet another embodiment, vehicle 100 is a battery electric vehicle powered by electricity supplied by a battery. Figure 1 In the example, vehicle 100 includes a battery 102 for supplying electrical power to an electric motor (not shown) to provide propulsion to vehicle 100, supplying power to one or more internal systems of the vehicle (e.g., infotainment systems, climate control systems, etc., including combinations and / or multiple thereof), and / or supplying power to systems or devices external to vehicle 100 (e.g., AC load 108). For example, systems or devices (in...) Figure 1 The load (represented as AC load 108) can be connected to vehicle 100. In this case, vehicle 100 uses power electronic converter 104 to supply electrical power to AC load 108. Electricity (power) can be supplied to AC load 108 from battery 102 and / or from AC grid 106.

[0043] Figure 2 This is a block diagram of a circuit 200 for providing V2L electrical power according to one or more embodiments. Circuit 200 includes a battery 102, a power electronic converter 104, a bidirectional OBCM 202, and a socket 204. An AC load 108 may be electrically connected to the socket 204. An AC mains network 106 may be electrically connected to the power electronic converter 104. The power electronic converter 104 includes a relay matrix 210.

[0044] Circuit 200 may support several different modes of power flow depending on the vehicle's operating mode. For example, when vehicle 100 is in charging mode (e.g., when vehicle 100 receives power from AC grid 106 or another suitable source referred to as an "external charger"), power flows from AC grid 106 to battery 102 via OBCM 202. OBCM 202 provides isolation between AC grid 106 and battery 102. As another example, when vehicle 100 is in V2L mode and the vehicle is receiving power from AC grid 106 or another suitable source, power flows from AC grid 106 to AC load 108 via AC-AC converter 212 and relay matrix 210. In this mode, the external charger may provide less power than AC load 108 wants to draw (e.g., a 120Vac portable EV charger provides only ~1kW, while AC load 108 may draw more). In this scenario, OBCM 202 can supplement the power from AC grid 106 by converting additional power from battery 102. As another example, when vehicle 100 is in V2L mode and is not receiving electrical power from AC grid 106 or another suitable source, electrical power flows from battery 102 to AC load 108 via OBCM 202, AC-AC converter 212, and relay matrix 210. This situation can include situations where DC-based fast charging is being performed or when vehicle 100 is parked or in motion. As yet another example, when vehicle 100 is in AC charging mode (e.g., when vehicle 100 is receiving electrical power from AC grid 106 or another suitable source), electrical power flows from AC grid 106 to battery 102 via OBCM 202, and from AC grid 106 to AC load 108 via AC-AC converter 212 and relay matrix 210. In this case, the total power from AC grid 106 should not exceed the limit of the external charger, so vehicle 100 can ensure that the total power going to AC load 108 plus the total power going to battery 102 is within the limit of the external charger. As another example, when vehicle 100 is operating in vehicle-to-vehicle (V2V) mode (e.g., vehicle 100 is providing AC power to another vehicle (not shown), electrical power flows from battery 102 to the other vehicle via OBCM 202 and a charging port (not shown) to which an external charger can be connected, and / or from battery 102 to the other vehicle via OBCM 202, AC-AC converter 212, relay matrix 210 and socket 204.

[0045] Relay matrix 210 includes relays that can be selectively enabled (e.g., closed) and disabled (e.g., open) according to the desired operating mode of circuit 200. For example, the relays of relay matrix 210 can be selectively enabled / disabled based on the voltage of AC power grid 106. According to one or more embodiments, relay matrix 210 determines the neutral connection based on the voltage of AC power grid 106. Relay matrix 210 in Figure 3A It is shown in more detail in the text and described further in this paper.

[0046] The power electronic converter 104 also includes an AC-AC converter 212. The AC-AC converter 212 includes various components for providing split-phase outputs, such as 120Vac power and 240Vac power, which... Figure 3A The AC-AC converter 212 is shown in more detail and further described herein. It should be understood that the AC-AC converter 212 can be any suitable type of converter or combination of converters that provides appropriate voltage amplitude and phase for each output. For example, the AC-AC converter 212 can be a direct AC-AC converter, such as a buck converter, boost converter, buck-boost converter, Ćuk converter, an indirect AC-AC converter, such as an AC-AC power converter based on a back-to-back DC link, an AC-AC power converter based on a back-to-back AC link, and / or the like, including combinations thereof and / or multiples thereof. A suitable AC-AC converter will be selected based on the power supply outlet voltage requirements. For example, if a 240Vac socket voltage is not required during Level 1 charging, the Ćuk converter 304 can be removed. Furthermore, multiphase interleaved AC-AC converters can be used in high-power implementations.

[0047] refer to Figure 2Alternating current (AC) power is supplied to vehicle 100 by AC grid 106 at L1g, L2g / Ng, and PEg (collectively referred to as the “charging port”), as shown in the figure, where PEg refers to the protective ground of AC grid 106. Specifically, AC grid 106 may be connected to power electronic converter 104, which distributes power to one or more batteries 102 via OBCM 202 and / or to AC load 108 via AC-AC converter 212 and relay matrix 210, as shown in the figure. Two switches SA1 and SA2 may selectively enable and disable the connection between AC grid 106 and AC-AC converter 212 and OBCM 202 based on what is inserted at the charging port (e.g., at L1g, L2g / Ng, and PEg). For example, if AC grid 106 is inserted into the charging port, switches SA1 and SA2 are enabled (e.g., closed). In some cases, it is desirable to disable (e.g., disconnect) one or more of switches SA1 and SA2, such as if vehicle 100 is performing DC fast charging or if nothing is connected to the charging port. Providing two switches for redundancy reduces the likelihood of failure if one switch becomes stuck / welded closed; however, in other embodiments, the number of switches can be reduced and / or switches can be eliminated entirely. To ensure that each switch SA1 and SA2 is in the intended state (e.g., open or closed), accompanying sensing circuitry and diagnostic controls may be present according to one or more embodiments.

[0048] AC load 108 is connected to socket 204 at L1, N, L2, and PE, as shown. In one embodiment, L1 is directly connected to OBCM 202 via relay Rg in relay matrix 210 (e.g., Figure 3A As shown), N, L2, and PE (protective ground) are connected to relay matrix 210, as illustrated. According to one or more embodiments, L1 and N can together provide 120Vac to AC load 108, while L2 and N can together provide 120Vac to another AC load (not shown). In this case, the two 120Vac supplies to the AC loads are out of phase with each other (e.g., the 120Vac provided by L2 / N is out of phase with the 120Vac provided by L1 / N), thus providing 240Vac from L1 / L2.

[0049] Now for reference Figure 3A Describes different scenarios for providing AC power to AC load 108. Figure 3A Further details regarding the power electronic converter 104 are also shown. In particular, Figure 3A This is a block diagram of a circuit 300 for providing V2L electrical power according to one or more embodiments. Figure 3AThe example shows the relay matrix 210 and AC-AC converter 212 of the power electronic converter 104 in more detail.

[0050] Relay matrix 210 includes five relays configured and arranged as shown in the figure, including relays Ra, Rb, Rc, Rd, Re, and Rg. Relays Ra-Re and Rg can be selectively enabled (e.g., closed) and disabled (e.g., open) according to different scenarios described herein. To ensure that each relay Ra-Re and Rg is in the expected state (e.g., open or closed), according to one or more embodiments, accompanying sensing circuitry and diagnostic controls may be present.

[0051] AC-AC converter 212 includes a buck converter 302 and a Ćuk converter 304, which together provide a phased 120Vac. Buck converter 302 includes switches S1 and S2, as well as other components (e.g., capacitors and inductors). Ćuk converter 304 includes a relay Rf and switches S2 and S3, in addition to other components (e.g., capacitors and inductors as shown). Buck converter 302 and Ćuk converter 304 together enable AC-AC converter 212 to provide a phased 120Vac and / or 240Vac to AC load 108. A suitable AC-AC converter will be selected based on the power outlet voltage requirements. For example, if a 240Vac outlet voltage is not required during the first stage of charging, DC / DC converter 304 can be removed. Furthermore, a multiphase interleaved AC-AC converter can be used in high-power implementations.

[0052] As described above, the relays Ra-Re and Rg of the relay matrix 210, as well as the switches S1-S3 and relay Rf of the AC-AC converter 212, can be configured differently according to the different scenarios described below. In the first scenario, the vehicle 100 is connected to the AC power grid 106 at L1g and L2g / Ng, as... Figure 2 As shown in Figure 3, and receiving 120Vac. In this scenario, relays Rb, Rd, Rg, and Rf of the power electronic converter 104 are enabled (e.g., closed), and relays Ra and Rc are disabled (e.g., open); switch S1 is disabled (e.g., open), and switches S2 and S3 are controlled with high-frequency pulse width modulation (PWM) to achieve the function of the DC / DC converter 304. As a result of this configuration of relays and switches, the output of the DC / DC converter 304 across L2 / N is 120Vac and is out of phase with L1 / N at socket 204.

[0053] In the second scenario, vehicle 100 is connected to AC power grid 106 at L1g and L2g / Ng, as follows: Figure 2As shown in Figure 3, and receiving 240Vac. In this scenario, relays Ra, Rc, and Rg are enabled (e.g., closed), and relays Rb, Rd, and Rf are disabled (e.g., open); switch S3 is disabled (e.g., open), and switches S1 and S2 are controlled with high-frequency PWM to implement the function of buck converter 302. As a result of this configuration of relays and switches, the output of buck converter 302 is reduced from 240Vac (e.g., from AC mains 106) to 120Vac across L2 / N at socket 204, remains at 240Vac across L1 / L2, and creates 120Vac across L1 / N, thereby providing the desired split-phase output at socket 204.

[0054] In the third scenario, known as the "off-grid" scenario, vehicle 100 is not connected to the AC power grid 106. In this scenario, OBCM 202 discharges battery 102 at 240Vac. Relays Ra, Rc, and Rg are enabled (e.g., closed), and relays Rb, Rd, and Rf are disabled (e.g., open); switch S3 is disabled (e.g., open), and switches S1 and S2 are controlled with high-frequency PWM to enable the buck converter 302 function. As a result of this configuration of relays and switches, the output of buck converter 302 is reduced from 240Vac (e.g., from OBCM 202) to 120Vac across L2 / N at socket 204, while maintaining 240Vac across L1 / L2 and creating 120Vac across L1 / N, thereby providing the desired split-phase output at socket 204.

[0055] According to an embodiment, the relatively high frequency of PWM can be 20-250kHz, but other frequencies can be used in other embodiments. Switches S1-S3 can be bidirectional switches having insulated gate bipolar transistors (IGBTs), silicon (Si), silicon carbide (SiC), and / or gallium nitride (GaN) based metal-oxide-semiconductor field-effect transistors (MOSFETs), including combinations thereof and / or multiple thereof.

[0056] According to one or more embodiments, relays Re of relay matrix 210 can be selectively enabled (e.g., closed) and disabled (e.g., open) depending on whether vehicle 100 provides electrical power. For example, relay Re is closed to allow V2L to power plug-and-wire connected loads, similar to a grounded neutral generator. As another example, relay Re is open to allow V2H to power a house or other similar structure, similar to a floating neutral generator.

[0057] exist Figure 2In the embodiment of Figure 3, the power electronic converter 104 utilizes the AC-AC converter 212 to provide 120Vac and / or 240Vac to the AC load 108 when the vehicle 100 is charging, in motion, or idle. In some cases, it may be desirable to ensure that current limits are not violated under various operating conditions, which can be challenging and could lead to the potential shutdown of external electric vehicle power supply equipment (EVSE) (e.g., EV charger).

[0058] One or more embodiments described herein address these and other disadvantages by incorporating a controller (e.g., controller 220) that facilitates the control of the power electronic converter 104 (including AC-AC converter 212) and the OBCM 202 based on different operating scenarios. Controller 220 receives current measurements and socket status information and issues current commands to the OBCM 202 based on the current limits of the AC grid 106, the socket status of the socket 204, and the load current information of the AC load 108. This coordinated control helps avoid violations of the current limits of the external EVSE, which is useful for avoiding or preventing shutdowns and improving the overall efficiency and reliability of the vehicle 100's power management system. The use of controller 220 minimizes the need for additional hardware, thereby reducing the size, weight, and complexity of the vehicle, while providing 120Vac and 240Vac to the AC load 108 under various conditions, including when the vehicle is charging, moving, or idling.

[0059] Vehicle 100 receives a current limit from AC grid 106 (e.g., the current limit of EVSE) via control guide (CP) line 222 connecting AC grid 106 and controller 220. According to one or more embodiments, the total current from AC grid 106 at the charging port should not exceed the current limit of AC grid 106 (referred to as the "CP current limit" and denoted as I). CP1，限制 This prevents the external EVSE from shutting off. The controller 220 senses the current (e.g., I0) from the charging port of the vehicle 100. CP1 It senses the current flowing to AC load 108 and the current flowing to OBCM 202. Figure 2 As shown, controller 220 senses the current (e.g., I) from the charging port at current sensor 230. CP1 ), senses the current (e.g., I) going to the AC load 108 at the current sensor 232. L1 ), senses the current going to OBCM 202 at current sensor 234 (e.g., I OBCM1 ), and senses the current going to AC-AC converter 212 at current sensor 236 (e.g., I ACAC1The controller 220 sends a current command to the OBCM 202, such as indicating the magnitude of charging or discharging. The current command may be based on the CP current limit, the socket status (e.g., whether the AC load 108 is drawing 120Vac or 240Vac), and the load current information (e.g., how much current the AC load 108 is drawing, as measured by the current sensor 232).

[0060] According to one or more embodiments, controller 220 issues a current command to prevent overload and overcurrent conditions, such as preventing the external EVSE from shutting down. For this purpose, controller 220 can be based on... Figure 2 The sensed current shown implements one or more rules. A non-limiting example of such a rule is as follows:

[0061] I CP1 CP1,限制 ,

[0062] I CP1 =I L1 +I ACAC1 +I OBCM1 ;and

[0063] I OBCM1 CP1 -I L1 -I ACAC1 .

[0064] exist Figure 2 For simplicity, only L1 current measurement and control are shown in the diagram, but it should be understood that, for example, similar architectures and functions can be applied to L2, N, and PE.

[0065] According to one or more embodiments, controller 220 may be a general-purpose and complex device designed to manage power electronic converters and OBCMs in various operating scenarios. Controller 220 may include microcontrollers, digital signal processors (DSPs), field-programmable gate arrays (FPGAs), and combinations thereof and / or multiple thereof, to execute complex control algorithms in real time. Controller 220 may also include ASICs for dedicated tasks and / or general-purpose processors for broader functionality. Additionally or alternatively, controller 220 may include memory components, such as random access memory (RAM) and / or read-only memory (ROM), to store software, firmware, and operational data. Controller 220 may include various input / output interfaces for communicating with sensors, actuators, and other vehicle systems, as well as communication modules for interfacing with external devices and networks. Controller 220 may also be equipped with diagnostic and monitoring capabilities to ensure the reliability and efficiency of vehicle 100 and its various systems as described herein.

[0066] Now for reference Figure 3B ​​Another embodiment of a circuit for providing V2L electrical power is described. Specifically, Figure 3B This is a block diagram of a circuit 350 for providing V2L electrical power according to one or more embodiments. In this embodiment, a direct AC-AC buck converter 352 is used to convert a high AC voltage, such as 240Vac, to a low AC voltage, such as 120Vac. When the input voltage is connected to 240Vac at charging port 356 (e.g., EVSE 354), relays a, c, and d close, while relay b opens. In this embodiment, the direct AC-AC buck converter 352 includes three terminals that convert a single 240Vac input voltage to a split-phase output voltage of 120Vac on L1-N and another 120Vac on L2-N, but out of phase with respect to L1-N. The 240Vac L1-L2 output voltage is then bypassed from the input voltage. For high-power applications, a multiphase interleaved buck converter can be used to improve efficiency. When the input voltage is connected to a 120Vac mains grid for Level 1 charging (e.g., EVSE 354 provides 120Vac at charging port 356), relays b and d close to bypass the input voltage to the L1-N output voltage, and relays a, c, and e open to disable the L2-N output voltage. It should be understood that, according to one or more embodiments, input and output electromagnetic compatibility (EMC) filters (not shown) may be used in the direct AC-AC buck converter 354 to eliminate high-frequency noise.

[0067] Depending on the operating conditions of vehicle 100, controller 220 can implement various control schemes to provide the desired functions of power electronic converter 104. Depending on one or more implementations, the more desired functions are, the more complex the control algorithm becomes, in order to provide 120Vac and 240Vac AC power at socket 204, especially when due to external constraints and unknown AC charging conditions. Controller 220 can control the power electronic converter and on-board charging module in various operating scenarios, now referred to... Figure 4 , Figure 5 and Figure 6 These operational scenarios will be described in more detail.

[0068] Continue to refer to Figure 2-3BAn example operating scenario is as follows: no power flows from AC grid 106 to vehicle 100 or from vehicle 100 to AC grid 106 through the charging port, and the vehicle is driving, idling, or parked, or when the state of charge (SOC) of battery 102 is high enough to temporarily disconnect AC grid 106 from the charging port of the power outlet used in some cases. Controller 220 causes switches SA1 and SA2 to open, so that no DC voltage is applied to OBCM 202 or AC-AC converter 212, and no AC voltage is applied to the charging port. Controller 220 commands OBCM 202 to provide 240Vac to supply full power to AC load 108. OBCM 202 reduces its current limit based on the desired current limit at outlet 204. For example, OBCM 202 reduces its current limit from approximately 80 amps (A) to approximately 50A to provide overcurrent protection to outlet 204, which eliminates the need for a 50A circuit breaker at outlet 204.

[0069] Continue to refer to Figure 2-3B Another example operating scenario is as follows: When the vehicle is parked, AC power is output from vehicle 100 to AC grid 106 via the charging port. In this operating scenario, when vehicle 100 is parked, 240Vac is output from vehicle 100 via the charging port. In this operating scenario, for example, vehicle 100 can provide 240Vac to vehicles (V2V), to households (V2H), or to AC grid 106 (V2G). Controller 220 closes switches SA1 and SA2, causing AC voltage to be applied to the charging port. Controller 220 causes OBCM 202 to provide 240Vac. OBCM 202 sets its current limit to the maximum permissible current (e.g., essentially 80A) to provide as much power as possible. For example, essentially 19.2 kilowatts (kW) can be provided to the charging port for V2V, V2H, or V2G. In this case, the AC-AC converter 212 can be equipped with overcurrent protection (e.g., 50A overcurrent protection), which eliminates the need for a 50A circuit breaker.

[0070] Continue to refer to Figure 2-3BAnother example operating scenario is as follows: When the vehicle is parked, 120Vac power is output from vehicle 100 via the charging port. In this operating scenario, for example, vehicle 100 may supply 120Vac to a load (V2L). Controller 220 closes switches SA1 and SA2, causing AC voltage to be applied to the charging port. Controller 220 causes OBCM 202 to supply 120Vac. This reduces the total available power by approximately 50% compared to 240Vac. According to one or more embodiments, the power to outlet 204 may be reduced to a user associated with the vehicle, such as via a human-machine interface (HMI). OBCM 202 sets its current limit to the maximum permissible current (e.g., essentially 80A) to provide as much power as possible. In this case, AC-AC converter 212 may be equipped with overcurrent protection (e.g., 50A overcurrent protection), which eliminates the need for a 50A circuit breaker.

[0071] refer to Figure 4 These operational scenarios will be described further. In particular, Figure 4 A method 400 for managing the flow of alternating current (AC) power in a vehicle equipped with a power electronic converter, according to one or more embodiments, is illustrated. Method 400 can be implemented by any suitable system or device, such as controller 220. Method 400 represents one possible example of controlling power electronic converter 104 and OBCM 202.

[0072] Method 400 begins at block 402 and proceeds to block 404. At block 404, controller 220 reads vehicle status, socket status, load information, and control lead current limits.

[0073] At decision box 406, controller 220 determines whether AC power is flowing out through the charging port. If the answer is no, method 400 proceeds to decision box 408, where it determines whether AC power is flowing in through the charging port. If the answer at decision box 408 is yes, then implementation at box 410... Figure 5 Method 500 is shown and further described herein. If the answer at decision box 408 is no, method 400 proceeds to box 412.

[0074] At box 412, controller 220 commands switches SA1 and SA2 to disconnect. Then, method 400 proceeds to decision box 414 to check via socket 204 whether the vehicle is in vehicle-to-load (V2L) mode. If the answer is no, method 400 ends at box 448. If the answer is yes, method 400 proceeds to box 416.

[0075] At block 416, OBCM 202 is instructed to provide 240V / 120V AC and reduce the current limit to 50A. Method 400 then proceeds to decision block 417, where AC-AC converter 212 generates split-phase 240Vac and 120Vac. Method 400 then proceeds to block 448 and ends.

[0076] If it is determined at decision block 406 that AC power needs to flow through the charging port, method 400 proceeds to decision block 418. At decision block 418, controller 220 checks via the charging port whether vehicle 100 is in V2V or V2H mode. If the answer is yes, method 400 proceeds to block 420, where controller 220 commands switches SA1 and SA2 to close. Method 400 then proceeds to block 422, where controller 220 commands OBCM 202 to provide 240Vac. Method 400 then proceeds to block 424, where OBCM 202 sets its current limit to approximately 80A. Method 400 then proceeds to decision block 426.

[0077] At decision box 426, controller 220 checks whether vehicle 100 is in V2L mode and is receiving electrical power through socket 204. If the answer is yes, method 400 proceeds to box 430. At box 430, controller 220 performs AC-AC control on the power flowing through socket 204. Method 400 proceeds to box 432, where the output is set to I... OBCM1 =I CP1 +I ACAC1 +I L1 To control the output current of OBCM 202. In this case, I CP1 The current is negative because, from the vehicle's perspective, positive current is defined as current originating from the charging port, not entering the charging port. The current can be limited to, for example, 30 amps, 50 amps, etc. Method 400 then ends at box 448.

[0078] If the answer is no at decision box 426 or no at decision box 442, method 400 proceeds to box 444. At box 444, controller 220 sets AC-AC converter 212 to 50A current protection. According to one or more embodiments, at box 444, if there is no V2L through socket 204, AC-AC converter 212 is disabled, and therefore there is no voltage at socket 204. Method 400 then proceeds to box 446, where controller 220 sets the output to I... OBCM1 =-I CP1 This controls the output current of OBCM 202. The current symbol definition is the same as above. Then, method 400 ends at box 448.

[0079] If, at decision box 418, controller 220 determines via the charging port that vehicle 100 is not in V2H mode, then method 400 proceeds to decision box 434. At decision box 434, controller 220 checks via the charging port whether vehicle 100 is in V2L mode. If the answer is no, method 400 ends at box 448. If the answer at decision box 434 is yes, then method 400 proceeds to box 436, where controller 220 commands switches SA1 and SA2 to close. Method 400 then proceeds to box 438, where controller 220 commands OBCM 202 to provide 120Vac. Method 400 then proceeds to box 440, where OBCM 202 sets its current limit to approximately 80A. Then, method 400 proceeds to decision box 442.

[0080] At decision box 442, controller 220 determines whether the vehicle is in V2L mode via socket 204. If the answer is yes, method 400 proceeds to box 430. If the answer is no, method 400 proceeds to box 444.

[0081] Additional processes may also be included, and it should be understood that... Figure 4 The processes described herein are illustrative, and other processes may be added or existing processes may be removed, modified or rearranged without departing from the scope of this disclosure.

[0082] Continue to refer to Figure 2-3B Now, an additional example operating scenario is described. The example operating scenario is as follows: Input AC power flows through the charging port, and AC charging is performed at 240Vac and 80A. In this operating scenario, vehicle 100 is parked and receives 240Vac from AC grid 106, for example, via the charging port at 80A. Controller 220 closes switches SA1 and SA2. Controller 220 causes OBCM 202 to draw AC current. According to one or more embodiments, OBCM 202 is controlled to draw AC current at a minimum current threshold (e.g., 30A), but the exact magnitude of the AC current depends on whether socket 204 is enabled, whether socket 204 is connected to and used by AC load 108, and the magnitude of the current drawn by AC load 108. OBCM 202 sets its current limit to a maximum permissible current (e.g., essentially 80A) to provide as much power as possible. In this case, the AC-AC converter 212 can be equipped with overcurrent protection (e.g., 50A overcurrent protection), which eliminates the need for a 50A circuit breaker.

[0083] Continue to refer to Figure 2-3BAnother example operating scenario is as follows: Input AC power flows through the charging port, and AC charging is performed at 240Vac and 32A. In this operating scenario, vehicle 100 is parked and receives 240Vac from AC grid 106, for example, via the charging port at 32A. Controller 220 causes switches SA1 and SA2 to close, and AC voltage is applied to OBCM 202 and AC-AC converter 212. Controller 220 causes OBCM 202 to draw or supply AC current depending on whether socket 204 is enabled, whether socket 204 is connected to and used by AC load 108, and the amount of current drawn by AC load 108. OBCM 202 sets its current limit to the maximum permissible current (e.g., essentially 80A) to provide as much power as possible. In this case, AC-AC converter 212 can be equipped with overcurrent protection (e.g., 50A overcurrent protection), which eliminates the need for a 50A circuit breaker.

[0084] Continue to refer to Figure 2-3B Another example operating scenario is as follows: Input AC power flows through the charging port, and AC charging is performed at 120Vac and 12A. In this operating scenario, vehicle 100 is parked and receives 120Vac from AC grid 106, for example, via the charging port at 12A. Controller 220 causes switches SA1 and SA2 to close, and AC voltage is applied to OBCM 202 and AC-AC converter 212. Controller 220 disables socket 204, such as by opening a switch (not shown) on the line to L1. In this case, the user associated with the vehicle can be notified, for example, via HMI, that power to socket 204 is unavailable. Controller 220 causes OBCM 202 to draw AC current. OBCM 202 can reduce its current limit as needed, and AC-AC converter 212 can be equipped with overcurrent protection (e.g., 50A overcurrent protection), which eliminates the need for a 50A circuit breaker.

[0085] Continue to refer to Figure 2-3B In another operating scenario, the user can choose via the HMI whether to implement the immediately preceding operating scenario or the following operating scenario where input AC power flows through the charging port and AC charging is performed at 120Vac and 12A, but V2L is not supported or enabled. In this operating scenario, controller 220 closes switches SA1 and SA2. AC voltage is applied to OBCM 202 and AC-AC converter 212. Controller 220 notifies the user via the HMI that outlet 204 is unavailable. Controller 220 causes OBCM 202 to draw AC current. In this case, AC-AC converter 212 can be equipped with overcurrent protection (e.g., 50A overcurrent protection), which eliminates the need for a 50A circuit breaker.

[0086] Continue to refer to Figure 2-3B Another example operating scenario is as follows: Input AC power flows through the charging port, and AC charging is performed at 120Vac and 12A, with V2L supported and enabled. In this operating scenario, vehicle 100 is parked and receives 120Vac from AC grid 106, for example, via the charging port at 12A. Controller 220 causes switches SA1 and SA2 to close, and AC voltage is applied to OBCM 202 and AC-AC converter 212. Controller 220 commands OBCM 202 to provide AC current, where the total available power is reduced (e.g., from 19.2 kW to 9.6 kW + 1.4 kW = 11 kW). The user can be notified via HMI of the reduced power to the outlet, and battery 102 will not be charged. OBCM 202 can reduce its current limit as needed, and AC-AC converter 212 can be equipped with overcurrent protection (e.g., 50A overcurrent protection), which eliminates the need for a 50A circuit breaker.

[0087] refer to Figure 5 These operational scenarios will be described further. In particular, Figure 5 A method 500 for managing the flow of alternating current (AC) power in a vehicle equipped with a power electronic converter, according to one or more embodiments, is illustrated. Method 500 can be implemented by any suitable system or device, such as controller 220. Method 500 represents one possible example of controlling power electronic converter 104 and OBCM 202.

[0088] Method 500 begins at block 502 and proceeds to block 504. At block 504, controller 220 reads vehicle status, socket status, load information, and control lead current limits.

[0089] At decision box 506, controller 220 determines whether AC power flows through the charging port. If the answer is no, method 500 proceeds to box 510. If the answer is yes, method 500 proceeds to decision box 508, where controller 220 determines whether V2L is desired. If the answer is no, method 500 proceeds to box 510, where controller 220 commands switches SA1 and SA2 to close. Method 500 then proceeds to box 512, where OBCM 202 controls the charging current to be set to I. OBCM1 =I CP1 Method 500 then proceeds to box 514, where the AC-AC converter 212 is set to 50A current protection. Method 500 then ends at box 530.

[0090] If the answer at decision box 508 is yes, then method 500 proceeds to decision box 516, where controller 220 checks if the input power is greater than the socket load power. If the answer is yes, then method 500 proceeds to box 518, where controller 220 commands switches SA1 and SA2 to close. Method 500 then proceeds to box 520, where controller 220 commands AC-AC converter 212 to provide load power. Method 500 then proceeds to box 522, where OBCM 202 controls the charging current to be set to I. OBCM1 =I CP1 –I ACAC1 -I L1 Then, method 500 ends at box 530.

[0091] If the answer at decision box 516 is negative, method 500 proceeds to box 524, where controller 220 commands switches SA1 and SA2 to close. Method 500 then proceeds to box 526, where OBCM 202 is commanded to provide output power I. OBCM1 =I L1 +I ACAC1 –I CP1 Method 500 then proceeds to block 528, where the AC-AC converter 212 controls the current to the AC load 108. Method 500 then ends at block 530.

[0092] Additional processes may also be included, and it should be understood that... Figure 5 The processes described herein are illustrative, and other processes may be added or existing processes may be removed, modified or rearranged without departing from the scope of this disclosure.

[0093] Figure 6 A method 600 for managing the flow of alternating current (AC) power in a vehicle equipped with a power electronic converter according to one or more embodiments is shown in AC charging mode. Method 600 can be implemented by any suitable system or device, such as controller 220. Method 600 represents one possible example of controlling power electronic converter 104 and OBCM 202.

[0094] Method 600 begins at block 602 and proceeds to block 604. At block 604, controller 220 reads vehicle status, socket status, load information, and control lead current limits. If the cover (not shown) of socket 204 is determined to be open at decision block 606, then at block 608, the current to AC-AC converter 212 is limited by a current amount (such as 20 amps). Then, at decision block 610, the total load current (I0) is determined. L1 +I ACAC1Is it greater than the current (xA) (e.g., 10 amps)? If yes (decision box 610 "Yes"), then at box 612, the OBCM commands the current (I... OBCM1 ) is set to I CP1 -I L1 - I ACAC1 - I margin , among which, I margin This is a margin current to ensure that EVSE is not an overcurrent when inrush current occurs on the load side of socket 204. If no (decision box 610 "No"), then at box 614, OBCM commands the current (I OBCM1 ) is set to I CP1 -I L1 -I ACAC1 Method 600 terminates at box 616.

[0095] Additional processes may also be included, and it should be understood that... Figure 6 The processes described herein are illustrative, and other processes may be added or existing processes may be removed, modified or rearranged without departing from the scope of this disclosure.

[0096] Controller 220 significantly improves the functionality of vehicle 100 by providing precise and dynamic management of OBCM 202 and power electronic converter 104. By receiving real-time data on vehicle status, socket status, load information, and control lead current limits, controller 220 can issue optimized current commands to OBCM 202, ensuring effective power distribution and preventing overload and overcurrent conditions. This coordinated control helps maintain the current limits of EVSE, thereby avoiding downtime and enhancing the overall reliability of the power management system.

[0097] Furthermore, the controller 220's ability to dynamically adjust the operation of the AC-AC converters (including the switching operation of the buck converter and the Ćuk converter) ensures that the vehicle 100 can provide stable and phase-separated AC power (120Vac and 240Vac) to external loads under various conditions, such as charging, idling, or movement. The controller 220 also manages the relay matrix, selectively enabling or disabling relays based on the vehicle 100's operating scenario to ensure appropriate voltage and current distribution.

[0098] Furthermore, controller 220 can implement different control algorithms based on customer preferences or specific vehicle program requirements, such as disabling outlets or prioritizing certain loads. Controller 220 also provides feedback to the HMI, informing users associated with vehicle 100 about the current power distribution status, any limitations due to power constraints, and the operating mode of vehicle 100. Overall, controller 220 enhances vehicle efficiency, reliability, and user experience by optimizing the performance of the OBCM and power electronic converters.

[0099] The terms “a” and “an” do not indicate a limitation of quantity, but rather that at least one of the referenced items is present. Unless the context clearly indicates otherwise, the term “or” means “and / or”. Throughout the specification, reference to “aspect” means that a particular element described in connection with that aspect (e.g., a feature, structure, step, or characteristic) is included in at least one aspect described herein and may or may not be present in other aspects. Furthermore, it should be understood that the described elements may be combined in any suitable manner in the aspects.

[0100] When an element, such as a layer, film, region, or substrate, is referred to as being “on” another element, it can be directly on the other element, or there may be intermediate elements present. Conversely, when an element is referred to as being “directly” on another element, there are no intermediate elements present.

[0101] Unless otherwise stated herein, all test standards are the most recent standards effective up to the filing date of this application, or, if priority is claimed, the most recent standards effective up to the filing date of the earliest priority application in which the test standards appear.

[0102] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains.

[0103] While the foregoing disclosure has been described with reference to exemplary embodiments, those skilled in the art will understand that various changes can be made and elements can be substituted with equivalents without departing from its scope. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of this disclosure without departing from the basic scope of this disclosure. Therefore, it is intended that this disclosure be limited to the specific embodiments disclosed, but will include all embodiments falling within its scope.

Claims

1. A circuit comprising: a power electronic converter disposed in a vehicle, the power electronic converter to receive alternating current (AC) electrical power from an AC grid source and to provide AC electrical power to an AC load external to the vehicle, the power electronic converter comprising an AC-AC converter; an on-board charging module electrically connected to the power electronic converter and to a battery disposed in the vehicle; and a controller to control the power electronic converter and the on-board charging module; wherein the power electronic converter provides a vehicle-to-load function by providing AC electrical power to the AC load as an output of at least one of a 120 Vac output or a 240 Vac output.

2. The circuit of claim 1, wherein the controller controls the power electronic converter and the on-board charging module based at least in part on an operating scenario of the vehicle.

3. The circuit of claim 2, wherein the operating scenario is one of: no power flow through a charging port of the vehicle, outputting 120 Vac through the charging port of the vehicle, or outputting 240 Vac through the charging port of the vehicle.

4. The circuit of claim 2, wherein the operating scenario is charging a battery at 120 Vac or charging a battery at 240 Vac.

5. The circuit of claim 1, wherein the controller controls the power electronic converter and the on-board charging module based at least in part on a current limit of the AC grid source, a receptacle status of a receptacle of the vehicle, and load current information of the AC load.

6. The circuit of claim 1, wherein the controller dynamically adjusts a current command to the on-board charging module based on real-time monitoring of a load current of the AC load and a receptacle status of a receptacle of the vehicle. the controller receives the current limit of the AC grid source via a control pilot line, and limits a total current from a charging port of the vehicle from exceeding the current limit to prevent the AC grid source from shutting down.

7. The circuit of claim 1, wherein, 8. The circuit of claim 1, wherein the output is a split-phase output that provides access to both 120 Vac and 240 Vac.

9. The circuit of claim 1, wherein the controller provides feedback to a human-machine interface to notify a user associated with the vehicle of a current power distribution state of the power electronic converter and the on-board charging module.

10. A vehicle comprising: a battery; a power electronic converter disposed in the vehicle, the power electronic converter to receive alternating current (AC) electrical power from an AC grid source and to provide AC electrical power to an AC load external to the vehicle and to the battery, the power electronic converter comprising an AC-AC converter, the AC-AC converter being a multiphase interleaved AC-AC converter; an on-board charging module electrically connected to the power electronic converter and to the battery disposed in the vehicle; and a controller to control the power electronic converter and the on-board charging module. ​ ​ wherein the power electronic converter provides a vehicle-to-load function by providing AC electrical power to the AC load as an output of at least one of a 120 Vac output or a 240 Vac output.

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