Architecture for vehicle-to-vehicle charging or vehicle-to-load operation

Abstract

The examples described herein provide a method for supplying electricity from a first vehicle to a second vehicle, the first vehicle being a hybrid electric vehicle. The method includes receiving a request for electricity from the second vehicle, which is electrically coupled to the first vehicle, by the first vehicle, the request defining a requested amount of electricity. The method also includes generating electricity substantially equal to the requested amount using a generator set associated with an internal combustion engine. The method further includes transmitting electricity substantially equal to the requested amount from the generator set to the second vehicle.

Description

Technical Field

[0001] This topic discloses information related to vehicles, and specifically to architectures for vehicle-to-vehicle charging or vehicle-to-load operations. Background Technology

[0002] Modern vehicles (such as 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-vehicle (V2V) charging is a technology used to transfer stored electricity from one vehicle (source vehicle) to another (destination vehicle). V2V charging can support bidirectional charging technology, enabling energy to be charged and discharged between vehicles. V2V charging can be particularly useful in emergencies or remote areas where traditional charging infrastructure is unavailable. It operates via a direct current (DC) or alternating current (AC) connection between vehicles. Vehicles equipped with V2V capability can balance energy between them, potentially extending driving range or assisting vehicles with depleted batteries.

[0004] Vehicle-to-load (V2L) is a technology that transfers electricity from a vehicle (the source 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, etc., including combinations and / or multiples thereof) can be plugged.

[0005] Vehicles with internal combustion engines, such as plug-in hybrid electric vehicles and hybrid electric vehicles, can use the internal combustion engine to generate electricity, which can be used for V2V charging or V2L operation. It is desirable to provide an architecture for V2V charging or V2L operation that uses a direct power connection from a generator of the source vehicle to provide power for V2V charging or V2L operation. Summary of the Invention

[0006] In one embodiment, a computer-implemented method is provided for supplying electricity from a first vehicle to a second vehicle, the first vehicle being a hybrid electric vehicle. The method includes receiving a request for electricity from the second vehicle, which is electrically coupled to the first vehicle, by the first vehicle, the request defining a requested amount of electricity. The method also includes generating electricity substantially equal to the requested amount using a generator set associated with an internal combustion engine. The method further includes transmitting electricity substantially equal to the requested amount from the generator set to the second vehicle.

[0007] In addition to one or more features described herein, or as an alternative, other embodiments of the method may include: a generator set including an inverter and at least one of an internal permanent magnet motor and an induction motor.

[0008] In addition to one or more features described herein, or as an alternative, other embodiments of the method may include: a generator set comprising a separate excitable machine and an inverter with a DC-DC converter, wherein the separate excitable machine regulates the magnitude and frequency of electricity generated by the internal combustion engine of a first vehicle operating at a substantially constant speed, while regulating excitation to maintain a desired line voltage.

[0009] In addition to one or more features described herein, or as an alternative, another implementation of the method may include: the second vehicle being electrically connected to the power output port of the first vehicle.

[0010] In addition to one or more features described herein, or as an alternative, other embodiments of the method may include: a power output port of the first vehicle supporting discharge current and handshake signals to allow signal exchange between the first vehicle and the second vehicle.

[0011] In addition to one or more of the features described herein, or as an alternative, further embodiments of the method may include: the second vehicle being electrically connected to a charging port via the first vehicle's onboard charging module.

[0012] In addition to one or more of the features described herein, or as an alternative, further implementations of the method may include using DC fast charging to perform the power transfer.

[0013] In addition to one or more features described herein, or as an alternative, other embodiments of the method may include: a generator set comprising a three-terminal generator.

[0014] In addition to one or more features described herein, or as an alternative, other implementations of the method may include: a generator set comprising a four-terminal generator.

[0015] In addition to one or more features described herein, or as an alternative, other embodiments of the method may include a first vehicle receiving an updated power request from a second vehicle, wherein the updated request specifies an updated requested power amount, adjusting a generator set to produce power substantially equal to the updated requested power amount, and transmitting power substantially equal to the updated requested power amount from the generator set to the second vehicle.

[0016] In addition to one or more features described herein, or as an alternative, other embodiments of the method may include: the first vehicle supporting multiple operating modes, including a vehicle-to-vehicle charging mode and a vehicle-to-load operating mode.

[0017] In another embodiment, a hybrid electric vehicle is provided. The vehicle includes an internal combustion engine, a generator set for converting the mechanical energy generated by the internal combustion engine into electrical energy, and a charging controller. The charging controller includes processing means for executing computer-readable instructions that control the charging controller to perform operations for providing power from the hybrid electric vehicle to a second vehicle. The operations include the hybrid electric vehicle receiving a request for power from the second vehicle, the second vehicle being electrically coupled to the hybrid electric vehicle, the request defining a requested amount of power. The operations also include causing the generator set to generate power substantially equal to the requested amount of power. The operations further include transferring power substantially equal to the requested amount of power from the generator set to the second vehicle.

[0018] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include a generator set including an inverter and at least one of an internal permanent magnet motor and an induction motor.

[0019] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include: a generator set comprising a separate excitable machine and an inverter with a DC-DC converter, wherein the separate excitable machine regulates the magnitude and frequency of the electricity generated by the internal combustion engine of the first vehicle operating at a substantially constant speed, while regulating excitation to maintain a desired line voltage.

[0020] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include a power output port, wherein a second vehicle is electrically connected to the power output port.

[0021] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include a power output port of the hybrid electric vehicle supporting discharge current and handshake signals to allow signal exchange between the hybrid electric vehicle and the second vehicle.

[0022] In addition to one or more features described herein, or as an alternative, other implementations of the vehicle may include an on-board charging module, wherein a second vehicle is electrically connected to a charging port via the on-board charging module.

[0023] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include a generator set including a three-terminal generator.

[0024] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include a generator set including a four-terminal generator.

[0025] In another embodiment, a computer program product is provided for supplying power from a vehicle to a device when the vehicle is operating in a vehicle-to-load (V2L) mode. The computer program product includes a collection of one or more computer-readable storage media and program instructions, collectively stored in the collection of one or more storage media, for causing a set of processors to perform operations. The operations include receiving a request for power from the device, which is electrically coupled to the vehicle, by the vehicle, the request defining a requested amount of power. The operations also include generating power substantially equal to the requested amount of power using a generator set associated with an internal combustion engine. The operations further include transmitting power substantially equal to the requested amount of power from the generator set to the device.

[0026] 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

[0027] 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:

[0028] Figure 1 This is an illustration of a vehicle support architecture for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments.

[0029] Figure 2A It is a block diagram of a system for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments;

[0030] Figure 2B It is a block diagram of a system for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments;

[0031] Figure 3A It is a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments;

[0032] Figure 3B It is a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments;

[0033] Figure 3C It is a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments;

[0034] Figure 3D It is a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments;

[0035] Figure 3E It is a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments; and

[0036] Figure 4 This is a flowchart of a method for vehicle-to-vehicle charging or vehicle-to-load charging according to one or more embodiments. Detailed Implementation

[0037] 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.

[0038] As used herein, the term “controller” (e.g., a charging controller as further described herein) refers to a dedicated controller that includes a processor and memory, a general-purpose controller that includes control modules configured to formulate control processes using the dedicated controller, a network of multiple different controllers that communicate with each other and each includes a processor and memory and is configured to collaboratively implement control processes, and any similar configuration for implementing control processes.

[0039] One or more embodiments described herein provide an architecture for providing vehicle-to-vehicle charging or vehicle-to-load. For example, a vehicle may be configured to provide direct current (DC) power (e.g., substantially 400-800V) and / or alternating current (AC) power (e.g., substantially 110-120VAC and / or substantially 220-240VAC) to another vehicle or load electrically connected to the vehicle. According to one or more embodiments, one or more embodiments described herein may be implemented at other AC and / or DC voltage levels.

[0040] The propulsion systems of existing hybrid electric vehicles (HEVs) and existing plug-in hybrid electric vehicles (PHEVs) use an on-board charging module (OBCM) to charge the vehicle's battery from the grid. When performing V2V charging, the vehicle (e.g., an HEV or PHEV) typically employs a DC-DC converter to supply electricity from a source vehicle (e.g., the vehicle providing the power) to a destination vehicle (e.g., the vehicle receiving the power from the source vehicle). This DC-DC converter can be a bidirectional DC-DC converter, a fuel cell DC-DC converter, etc., including combinations thereof and / or multiple of them. In some cases, such HEVs or PHEVs may use an off-board V2V charging architecture, or they may use a multi-functional electric drive system with increased power capabilities for V2V DC charging in the electric vehicle.

[0041] However, each of these existing methods utilizes a DC-DC converter, which increases the vehicle's weight, complexity, and adds to its inefficiency. There is a need to provide an architecture for V2V charging or V2L operation that uses a direct power connection from the source vehicle's generator to power V2V charging or V2L operation without the DC-DC converters found in existing methods.

[0042] One or more embodiments described herein address these and other disadvantages by providing an architecture for vehicle-to-vehicle charging or vehicle-to-load charging. According to one or more embodiments, an electrical architecture is provided that enables V2V DC charging in a plug-in hybrid electric vehicle (PHEV) or hybrid electric vehicle (HEV) having an internal combustion engine (ICE) driven motor-generator with an inverter that regulates the charging voltage and current. That is, one or more embodiments enable a PHEV or HEV comprising an ICE, a generator set (generator unit), and an inverter to directly charge another vehicle with electricity generated by the generator. One or more embodiments provide a direct power connection from the generator set in V2x AC mode. One or more embodiments eliminate the need for conventionally implemented DC-DC converters for V2V charging and / or V2L operation.

[0043] One or more embodiments described herein can be applied to any suitable hybrid vehicle, such as a mild hybrid vehicle, a full hybrid vehicle (e.g., a parallel hybrid vehicle and a series hybrid vehicle), a plug-in hybrid vehicle, a hybrid vehicle with a range extender, and / or similar vehicles, including combinations thereof and / or multiple of them.

[0044] It should be understood that the functionality of any vehicle implementing one or more embodiments described herein is improved. More specifically, one or more embodiments described herein offer significant benefits and advantages, particularly in enhancing the functionality of hybrid electric vehicles. For example, by integrating a direct power connection from the generator set, these embodiments eliminate the need for a conventional DC-DC converter, thereby reducing weight, complexity, and inefficiency. This simplified architecture enables more efficient V2V charging and V2L operation, providing a cost-effective solution with minimized additional hardware requirements. One or more embodiments provide the ability to adjust output voltage and current based on receiver requests, ensuring optimal power distribution and enhancing the vehicle's adaptability to various charging scenarios. Furthermore, the use of individually energized motors or internal permanent magnet motors allows for precise regulation of power output, thereby improving overall energy management within the vehicle. These innovations not only improve the vehicle's operational efficiency but also extend its utility in different environments by providing improved functionality, thus offering users greater power management flexibility and reliability.

[0045] Figure 1 This is an illustration of a vehicle 100 supporting an architecture for vehicle-to-vehicle charging or vehicle-to-load, according to one or more embodiments. Vehicle 100 serves as an example platform for implementing the described architecture for vehicle-to-vehicle charging or vehicle-to-load. Vehicle 100 integrates various components to facilitate these functions, including a battery 102, an ICE 104, and a charging controller 110. Vehicle 100 can be any type of vehicle, such as a sedan, truck, van, bus, motorcycle, or boat. Vehicle 100 can be powered by gasoline, diesel, or a combination of electricity from battery 102 and ICE 104, as seen in HEVs or PHEVs.

[0046] Battery 102 refers to one or more batteries within vehicle 100. Battery 102 can be a single battery, multiple batteries, or a battery system. Battery 102 receives power from various sources, such as the AC grid or the alternator or generator of vehicle 100. Battery 102 supplies power to electric motors used for vehicle propulsion, internal systems such as infotainment or climate control, external systems or devices connected to vehicle 100 (V2L operation), other vehicles connected to vehicle 100 (e.g., V2V charging) (such as charging external vehicle 120), and / or the like (including combinations and / or multiples thereof). Battery 102 also supports V2V charging by supplying power to charging external vehicle 120, or supports V2L operation by supplying power to external systems or devices.

[0047] The internal combustion engine (ICE) 104 is a component of vehicle 100, providing mechanical power that can be converted into electricity for various applications. ICE 104 can be fueled by gasoline, diesel, or other suitable fuels. In V2V and V2L operation scenarios, ICE 104 works in conjunction with other components (e.g., generators and inverters) to generate and regulate electricity, which can be used to charge battery 102 or supply power to external loads.

[0048] The charging controller 110 manages the charging process within vehicle 100. The charging controller 110 includes a processor 112 and a memory 114, which stores and executes computer-readable instructions to control charging operations. The charging controller 110 communicates with other components such as the ICE 104 and battery 102 to adjust the output voltage and current based on the requirements of the receiving vehicle (e.g., charging external vehicle 120) or the load. The charging controller 110 ensures efficient power distribution and management during V2V charging and V2L operation.

[0049] The processor 112 within the charge controller 110 executes instructions stored in the memory 114 to perform various operations related to charge control. The processor 112 processes data and signals from other components to adjust charging parameters in real time, thereby ensuring optimal performance and safety during power transfer. The processor 112 can be one or more devices implemented using various types of hardware, such as microcontrollers, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), system-on-a-chip (SoC), and combinations thereof and / or multiple of them.

[0050] Memory 114 stores computer-readable instructions executed by processor 112. Memory 114 may also store data related to charging operations, such as voltage and current levels, state of charge (SOC), and other relevant parameters. Memory 114 enables charging controller 110 to efficiently perform its functions by providing the necessary instruction and data storage capabilities. Memory 114 may be one or more devices that can implement various types of storage hardware, such as flash memory, random access memory, read-only memory, etc., including combinations thereof and / or multiple thereof.

[0051] External charging vehicle 120 (also known as the destination vehicle) receives power from vehicle 100 during V2V charging operations. External charging vehicle 120 is connected to vehicle 100 via appropriate interfaces and cables, thus allowing power transfer. Charging controller 110 manages the power transfer to ensure compatibility and efficiency, adjusting the output based on the receiver's request.

[0052] According to one or more embodiments, vehicle 100 includes a generator and inverter driven by ICE 104 to achieve V2V DC charging by outputting power via a DC fast charging port or an ePTO port of vehicle 100.

[0053] According to one or more embodiments, vehicle 100 may include multiple controllers, including an engine controller (not shown), an inverter controller (not shown), and a charging controller 110 for controlling ICE 104. These controllers communicate, for example, via a communication bus, to adjust output voltage and current based on requests from charging external vehicle 120.

[0054] According to one or more implementations, the architecture described herein allows for direct power connection from the generator to the charging external vehicle 120 in V2x AC mode.

[0055] One or more embodiments of vehicle 100 provide a mode switching strategy between different operating conditions of vehicle 100.

[0056] According to one or more embodiments, during V2x mode using a generator (e.g., a generator set), battery 102 can be selectively disconnected from the propulsion bus (not shown) of vehicle 100. According to one or more embodiments, battery 102 can be used in conjunction with dual propulsion motors and an inverter as a buck, boost, or buck-boost converter for V2V DC fast charging using energy available from battery 102.

[0057] According to one or more embodiments, the generator set may use an internal permanent magnet (IPM) machine and / or a separate excitable magnetized motor (SEM). A SEM-based generator set may be used to regulate the amplitude and frequency of the alternating current generated by running the ICE 104 at a constant speed of approximately 60 Hz, and to regulate the excitation to maintain a desired line voltage (e.g., 240 Vrms).

[0058] Figure 2A This is a block diagram of a system 200a for vehicle-to-vehicle charging or vehicle-to-load charging according to one or more embodiments. System 200a includes an ICE 104, an IPM machine 202, an inverter 204, a V2X DC fast charger (DCFC) 206, and a charging controller 110. These components interact to facilitate power transfer between vehicles or to an external load.

[0059] The ICE 104 provides mechanical power that can be converted into electricity. The ICE 104 is connected to the IPM machine 202, which manages the conversion of mechanical energy into electrical energy. The ICE 104 can operate using various fuels, such as gasoline or diesel, to generate the power required by the system.

[0060] IPM machine 202 interfaces with ICE 104 to convert mechanical power into electricity. IPM machine 202 regulates the power flow and ensures efficient energy conversion. IPM machine 202 connects to inverter 204 to facilitate the conversion of electricity into a suitable form for further processing.

[0061] Inverter 204 receives power from IPM machine 202 and converts it into a form suitable for V2X DCFC 206. Inverter 204 functions in adapting power for vehicle-to-vehicle charging or vehicle-to-load applications. Inverter 204 ensures that the power supply is compatible with the requirements of the connected system.

[0062] IPM machine 202 and inverter 204 together represent an example of generator set 201.

[0063] The V2X DCFC 206 is connected to the inverter 204 to facilitate DC fast charging. The V2X DCFC 206 enables the rapid transfer of power to other vehicles or external loads, thus supporting efficient energy distribution. The V2X DCFC 206 supports fast and efficient charging operation. According to one or more embodiments, Figure 1 The external vehicle 120 is directly or indirectly connected to the V2X DCFC 206 to exchange power.

[0064] The charging controller 110 manages the overall operation of the system 200a. The charging controller 110 coordinates the interaction between the ICE 104, IPM machine 202, inverter 204, and V2X DCFC 206. The charging controller 110 ensures optimal performance and safety during power transfer by adjusting parameters as needed.

[0065] Figure 2B This is a block diagram of a system 200b for vehicle-to-vehicle charging or vehicle-to-load charging according to one or more embodiments. System 201b includes an ICE 104, a charging controller 110, a SEM 203, an inverter + DC-DC converter 205, a V2X DCFC 206, and a V2X AC 208. These components interact to facilitate power transfer between vehicles or to an external load.

[0066] The charging controller 110 manages the overall operation of the system 201b. The charging controller 110 coordinates the interactions between the ICE 104, SEM 203, inverter + DC-DC converter 205, V2X DCFC 206, and V2X AC 208. The charging controller 110 ensures optimal performance and safety during power transfer by adjusting parameters as needed.

[0067] SEM 203 engages with ICE 104 to convert mechanical power into electricity. SEM 203 can be any type of machine used as a generator, including permanent magnet motors, induction motors, individually excited machines, etc. SEM 203 regulates the power flow and ensures efficient energy conversion. SEM 203 connects to inverter + DC-DC converter 205 to facilitate the conversion of electrical power into a suitable form for further processing. According to one or more embodiments, SEM can be scheduled using pulse width modulation (PWM) to achieve low losses and / or ripple and improve overall efficiency and durability.

[0068] The inverter + DC-DC converter 205 receives power from the SEM 203 and converts it into a form suitable for the V2X DCFC 206. The inverter + DC-DC converter 205 functions to adapt power for vehicle-to-vehicle charging or vehicle-to-load applications. The inverter + DC-DC converter 205 ensures that the power supply is compatible with the requirements of the connected system.

[0069] SEM 203 and inverter + DC-DC converter 205 together represent an example of generator set 201.

[0070] The V2X DCFC 206 connects to the inverter + DC-DC converter 205 for DC fast charging. The V2X DCFC 206 enables rapid power transfer to other vehicles or external loads, supporting efficient energy distribution. The V2X DCFC 206 supports fast and efficient charging operations.

[0071] The V2X AC 208 connects to the SEM 203 to provide AC power to external loads while bypassing the inverter + DC-DC converter 205. The V2X AC 208 enables the system to supply AC power for V2L operation, thereby expanding the range of devices and systems that can be powered by the vehicle 100.

[0072] Now let's describe it together. Figures 3A-3E In particular, Figures 3A-3E A circuit 300 for vehicle-to-vehicle charging, vehicle-to-load, or vehicle-to-everything (V2x) is depicted according to one or more embodiments. Figures 3A-3E Each of these describes the path of electrical energy flowing from the ICE 104 of vehicle 100 to the charging external vehicle 120. For example, Figure 3A Path 301 is depicted. Figure 3B Path 302 is depicted. Figure 3C Path 303 is depicted. Figure 3D Path 304 is depicted, and Figure 3E Path 305 is depicted.

[0073] Circuit 300 includes an ICE 104, a battery 102, a generator set 201, an inverter 312, an AC line filter + relay / fuse 314, an on-board power socket 316, a junction box 318, a fuse box 320, an ePTO port 322, a charging inlet 324, and an on-board charging module (OBCM) 326. These components interact to facilitate the transfer of power between vehicles (e.g., between vehicle 100 and an external charging vehicle 120) or to an external load (e.g., from vehicle 100 to an external load 342).

[0074] ICE 104 provides mechanical power that can be converted into electricity. ICE 104 is connected to generator set 201, which manages the conversion of mechanical energy into electrical energy. Generator set 201 engages with ICE 104 to convert mechanical power into electricity. Generator set 201 regulates the power flow and ensures efficient energy conversion. Generator set 201 is connected to AC line filter + relay / fuse 314, which helps convert electricity into a suitable form for V2L operation via vehicle power socket 316.

[0075] The generator set 201 is also connected to an inverter 312 to provide DC power to an external load, such as charging an external vehicle 120. The inverter 312 is connected to a junction box 318, which includes various electronic components such as switches, wires, relays, resistors, fuses and / or the like, including combinations thereof and / or multiple of them.

[0076] Junction box 318 is connected to fuse box 320, which is also connected to ePTO port 322 to provide protection for circuit 300, vehicle 100, and charging external vehicle 120. Fuse box 320 ensures safe system operation by preventing overload and short circuit.

[0077] The charging external vehicle 120 receives power from ePTO port 322 during vehicle-to-vehicle charging operations. The charging external vehicle 120 is connected to vehicle 100 via appropriate interfaces and cables, such as... Figures 3A-3E As shown, this allows electricity to be transferred from the generator set 201 of vehicle 100 to the charging external vehicle 120.

[0078] In some embodiments, such as Figure 3A As shown, the charging external vehicle 120 is connected to the ePTO port 322.

[0079] In other implementations, such as Figure 3B and Figure 3C As shown, the charging external vehicle 120 is connected to the charging inlet 324, which transmits power to the charging external vehicle 120.

[0080] Various paths (including paths 301, 302, 303, 304, and 305) can be used to provide power to the charging external vehicle 120 according to different operating scenarios, now referencing Figures 3A to 3E These operational scenarios will be described in more detail.

[0081] Specifically, refer to Figure 3A Path 301 indicates that the power within circuit 300 flows from generator set 201 to charging external vehicle 120 via ePTO port 322. Path 301 connects various components to ensure efficient and effective power distribution.

[0082] Figure 3AIn this embodiment, V2V charging is provided via ePTO port 322, as shown in path 301. In this embodiment, during V2x operating mode, battery 102 can be selectively disconnected from the propulsion bus (not shown) via generator set 201, or power can be provided for a limited time at ePTO port 322 by battery 102 together with generator set 201 or by battery 102 alone. An engine controller (not shown) controls ICE 104, and an inverter (e.g., [unclear]) controls generator set 201. Figure 2A The inverter controller (not shown) of the inverter 204 communicates with the charging controller 110 to adjust the output voltage and current delivered at the ePTO port 322 based on requests from the charging external vehicle 120. The ePTO port 322 allows V2x discharge current, and a handshake signal allows specific signal exchange between vehicle 100 and the charging external vehicle 120, such as requests for voltage, current, power / energy, changing states, etc., including combinations and / or multiples thereof. It should be understood that in Figure 3A The embodiments do not implement the additional DC-DC converter often used in fuel cell electric vehicles (FCEVs).

[0083] refer to Figure 3B Path 302 represents the flow of electricity within circuit 300 from generator set 201 to charging external vehicle 120 via charging inlet 324. Path 302 connects various components to ensure efficient and effective power distribution.

[0084] Figure 3B One embodiment provides V2V charging by routing power from generator set 201 via charging inlet 324, bypassing battery 102, as shown in path 302. In this embodiment, battery 102 can be disconnected from the propulsion bus (not shown) via generator set 201 during V2x operating mode. An engine controller (not shown) controls ICE 104, and an inverter (e.g., [unclear]) controls generator set 201. Figure 2A The inverter controller (not shown) of inverter 204 communicates with charging controller 110 to adjust the output voltage and current at charging inlet 324 based on requests from charging external vehicle 120. According to one or more embodiments, when using power output solely from generator set 201 in V2V charging (e.g., DC fast charging mode), battery 102 is disconnected from the propulsion bus. According to one or more embodiments, output power may also be provided by both generator set 201 and battery 102.

[0085] refer to Figure 3CPath 303 represents the flow of power within circuit 300 from generator set 201 through AC line filter + relay / fuse 314 via charging inlet 324 to charging external vehicle 120. Path 303 connects various components to ensure efficient and effective power distribution.

[0086] Figure 3C One embodiment provides V2V charging by routing power from generator set 201 via charging inlet 324, bypassing battery 102, as shown in path 303. This example provides V2V AC charging using an AC charging port by routing AC power from generator set 201 before feeding the inverter. An engine controller (not shown) controls ICE 104, and an inverter (e.g., [unclear]) controls generator set 201. Figure 2A The inverter controller (not shown) of inverter 204 communicates with charging controller 110 to adjust the output voltage and current delivered at charging inlet 324 based on requests from charging external vehicle 120. The generator of generator set 201 may be a four-terminal generator with a neutral line for a substantially 120VAC single-phase output. According to one or more embodiments, the generator of generator set 201 may provide a three-phase output, and two of the three phases may be used for substantially 120VAC and substantially 208VAC phase separation.

[0087] refer to Figure 3D Path 304 indicates that power within circuit 300 flows from generator set 201 through AC line filter + relay / fuse 314 via vehicle power socket 316 to external load 342. Path 304 connects various components to ensure efficient and effective power distribution.

[0088] Figure 3DThis embodiment provides V2L charging by routing power from generator set 201 to external load 342 via on-board power socket 316, as shown in path 304. This example provides high-power V2L operation (e.g., essentially 120V, essentially 208V, etc.) using relays by routing AC power directly from the generator of generator set 201 to on-board power socket 316 to provide power to external load 342 electrically coupled to on-board power socket 316. An engine controller (not shown) controlling ICE 104 communicates with charging controller 110 to adjust the output voltage and current at on-board power socket 316. In this embodiment, SEM 203 can function as a generator that can regulate the amplitude (magnitude) and frequency of AC generated by ICE 104 operating at approximately 60Hz at a constant speed, and regulate the excitation of SEM 203 to provide a single-phase output of approximately 120VAC or, when using V2L operation via generator, to provide split-phase outputs of approximately 120VAC and approximately 208VAC using two of the three phases. According to one or more embodiments, when power is routed from SEM 203 (e.g., generator set 201) to external load 342, the relay can bypass the push bus.

[0089] refer to Figure 3E Path 305 indicates that power within circuit 300 flows from generator set 201 via DC bus to OBCM 326 and charging port 324 to vehicle-to-everything (V2x) device 360, as shown in the figure. Path 305 connects various components to ensure efficient and effective power distribution.

[0090] Figure 3E One embodiment provides V2x charging by routing power from generator set 201 via OBCM 326, bypassing battery 102, as shown in path 305. In this embodiment, during V2x operation mode, battery 102 is disconnected from the propulsion bus (not shown) via generator set 201. The engine controller (not shown) controls ICE 104, and the inverter (e.g., [unclear]) controls generator set 201. Figure 2A The inverter controller (not shown) of the inverter 204 communicates with the charging controller 110 to adjust the output voltage and current at OBCM 326 based on a request from the V2x device 360.

[0091] Figure 4 A flowchart of a method 400 for vehicle-to-vehicle charging or vehicle-to-load charging according to one or more embodiments is shown. Method 400 can be implemented by any suitable system or device, such as charging controller 110.

[0092] Method 400 begins at block 402, wherein a first vehicle (e.g., vehicle 100) receives a request for power from a second vehicle (e.g., charging external vehicle 120). The second vehicle is electrically coupled to the first vehicle, and the request defines the amount of power requested.

[0093] At box 404, method 400 uses generator set 201 associated with ICE 104 to generate electricity. The generated electricity is substantially equal to the requested amount of electricity.

[0094] At box 406, method 400 transfers electricity from generator set 201 to an external vehicle for charging, for example using... Figures 3A-3C One or more of paths 301-303. The amount of power transmitted is substantially equal to the amount of power requested.

[0095] It may also include other processes, 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. It should also be understood that... Figure 4 The process described herein can be implemented as programming instructions stored on a non-transitory computer-readable storage medium, which are executed by a computing system (e.g., Figure 1 The processor of the charging controller 110 (e.g., Figure 1 When the processor 112 is executed, it causes the processor to perform the process described herein.

[0096] 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, the 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.

[0097] When a component, such as a layer, film, region, or substrate, is referred to as being “on” another component, it can be directly on the other component, or there may be intermediate components. Conversely, when a component is referred to as being “directly” on another component, there are no intermediate components.

[0098] Unless otherwise stated herein, all test standards are the most recent standards in force as of the filing date of this application, or, if priority is claimed, the filing date of the earliest priority application in which a test standard appears.

[0099] 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.

[0100] 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 computer-implemented method for supplying electricity from a first vehicle to a second vehicle, the first vehicle being a hybrid electric vehicle, the method comprising: The first vehicle receives a power request from the second vehicle, which is electrically coupled to the first vehicle, and the request defines the amount of power requested. The generator set associated with the internal combustion engine produces power that is substantially equal to the requested amount of power. and Power substantially equal to the requested power quantity is transferred from the generator set to the second vehicle.

2. The computer-implemented method according to claim 1, wherein, The generator set includes an inverter and at least one of an internal permanent magnet motor and an induction motor.

3. The computer-implemented method according to claim 1, wherein, The generator set includes a machine that can be individually excited and an inverter with a DC-DC converter, wherein the machine that can be individually excited regulates the magnitude and frequency of the electricity generated by the internal combustion engine of the first vehicle operating at a substantially constant speed, while regulating the excitation to maintain a desired line voltage.

4. The computer-implemented method according to claim 1, wherein the second vehicle is electrically connected to the power output port of the first vehicle.

5. The computer-implemented method according to claim 4, wherein, The power output port of the first vehicle supports discharge current and handshake signals to allow signal exchange between the first vehicle and the second vehicle.

6. The computer-implemented method according to claim 1, wherein, The second vehicle is electrically connected to the charging port via the first vehicle's onboard charging module.

7. The computer-implemented method according to claim 1, wherein, The power is transferred using DC fast charging.

8. The computer-implemented method according to claim 1, wherein, The generator set includes a three-terminal generator.

9. The computer-implemented method according to claim 1, wherein, The generator set includes a four-terminal generator.

10. The computer-implemented method according to claim 1, further comprising: The first vehicle receives an updated power request from the second vehicle, wherein the updated power request specifies the amount of updated requested power. Adjust the generator set to produce power substantially equal to the amount of power requested in the update; and Power, substantially equal to the amount of power requested in the update, is transferred from the generator set to the second vehicle.

Images