Device for V2V charging of an electric vehicle

Abstract

A device for charging an electric vehicle (10), comprising: a charging command center (14) located in a cloud and comprising application software and data identifying an availability of an amount of energy (16) available for transfer from a first battery system (18) of a first battery electric vehicle (10), BEV (12), to a second BEV (22); a charging adapter (50) for transferring energy between a first plug of the first BEV (12) and a second plug of the second BEV (22); and a vehicle-to-vehicle, V2V, charging controller with charging management algorithms integrated either in a DC-DC converter or in a motor vehicle and transmitting data indicating a first battery system charge state of the first BEV (12) and identify a second battery system charge state of the second BEV (22) and select between several available charging options (116, 118, 120 122), wherein the plurality of available charging options (116, 118, 120, 122) comprise a rapid charging dispenser option that connects the first BEV (12) and the second BEV (22) to a rapid charging dispenser, the rapid charging dispenser being provided in a charging socket or in a dispenser with a cable on demand for a predetermined amount per hour or per day, wherein a number of available charging plugs (124) and a quantity of available charging slots are identified for the fast charging dispenser option.

Description

[0001] The present disclosure relates to battery charging systems for electrically powered motor vehicles.

[0002] Battery electric vehicles (BEVs) require regular recharging of their battery packs. The recharging process can typically take eight to twenty-four hours. Therefore, fast-charging systems have been developed to shorten charging time, allowing at least a substantial recharge in less than one hour. The number and availability of charging stations, as well as the distance between charging stations, continue to constrain demand for BEVs. Range / charging anxiety among BEV customers is therefore hindering widespread adoption of BEVs.

[0003] While long-range BEVs address these challenges, supporting charging infrastructure is crucial for marketing BEVs to potential customers. Public DC fast charging (DCFC) stations can solve the long-range problem, but their installation is not widespread. The construction of the DCFC network is very capital-intensive, with poor charging station utilization.

[0004] While current BEV charging options serve their purpose, there is a need for a new and improved system and method for charging an electric vehicle.

[0005] DE 11 2021 004 882 T5 discloses non-transitory computer-readable media for controllers and devices of V2X charging systems. These media store instructions that cause a processor to establish and initialize a V2X charging session, perform an insulation test, and prepare the charging device.

[0006] US 2014 / 0 188 318 A1 describes a computer-assisted method for organizing a vehicle-to-vehicle charging session. It involves receiving a charging request with the battery level of the receiving vehicle, obtaining the battery level and route of the donor vehicle, comparing both battery levels for suitability testing, and comparing the routes to determine a charging location. A charging suggestion is then sent to the donor vehicle.

[0007] US 2016 / 0 288 664 A1 shows a charging device that is connected between the battery of a first and a second electric vehicle to transfer direct current from the first to the second vehicle. A charging method using this device is also disclosed.

[0008] DE 10 2016 106 840 A1 discloses an energy transmission device for transmitting electrical energy from a donor to a recipient electric vehicle. The energy input and output connections are designed for direct connection to charging cables. Furthermore, an energy transmission system, a charging station, and a charging method are disclosed. DESCRIPTION

[0009] The object of the invention is to improve the loading. This object is achieved by the subject matter of claim 1. Further developments can be found in the subclaims.

[0010] According to several aspects, an apparatus for charging an electric vehicle includes a charging command center located in a cloud, containing application software, and having data identifying an availability of an amount of energy available for transfer from a first battery system of a first battery electric vehicle (BEV) to a second BEV. A charging adapter provides for the transfer of energy between a first connector of the first BEV and a second connector of the second BEV. A vehicle-to-vehicle (V2V) charging controller with charging management algorithms is integrated into either a DC-DC converter or a motor vehicle. The V2V charging controller communicates data identifying a first battery system state of charge of the first BEV and a second battery system state of charge of the second BEV and selects between a plurality of available charging options.

[0011] In another aspect of the present disclosure, the plurality of available charging options include a rapid charging dispenser option that connects the first BEV and the second BEV to a rapid charging dispenser, wherein the rapid charging dispenser is provided in a charging junction box or in a dispenser with a cable on demand for a predetermined amount per hour or per day.

[0012] In another aspect of the present disclosure, a number of available charging plugs and a set of available charging bays are identified for the fast charging dispenser option.

[0013] In another aspect of the present disclosure, the plurality of charging options include a customer-to-customer option for directly connecting the first BEV to the second BEV using a charging adapter that defines a charging cable with a compact DC-DC converter provided by either the first BEV or the second BEV and connected between a first battery system of the first BEV and a second battery system of the second BEV.

[0014] In another aspect of the present disclosure, the customer-to-customer option further includes a location of the second vehicle relative to a location of one or more available charge-capable vehicles, including the first BEV, and a battery status of the charge-capable vehicles.

[0015] In another aspect of the present disclosure, the controller of the charging adapter provided with one of the first BEV or the second BEV controls a power transfer until a full amount of a requested power level is transferred from the first BEV to the second BEV.

[0016] In another aspect of the present disclosure, the plurality of charging options include a customer-to-business option that identifies a location of the second BEV relative to a location of one or more available charging vehicles including the first BEV and determines a business energy demand.

[0017] In another aspect of the present disclosure, the plurality of charging options includes a business-to-customer option that includes a location of the second BEV relative to a location of one or more available chargeable vehicles including the first BEV, a battery status of the chargeable vehicles, and a target price of the available energy.

[0018] In another aspect of the present disclosure, the charging adapter defines a bidirectional buck-boost converter that adjusts an electrical system voltage and a battery power of the first BEV to an electrical system voltage and a battery power of the second BEV.

[0019] In another aspect of the present disclosure, the V2V charging controller is configured for an operating voltage range between 150 VDC up to about 1200 VDC and includes charging controllers and one of: a single-phase V2V bi-directional converter; a two-phase V2V bi-directional converter; and a multi-phase V2V bi-directional converter that may define a three-phase V2V bi-directional converter.

[0020] According to several aspects, an apparatus for charging an electric vehicle includes a charging adapter that provides power transfer through a first plug connected to a power-supplying vehicle and a second plug connected to a power-receiving vehicle. A bidirectional boost converter adapts an electrical system voltage and battery power of the power-supplying vehicle to an electrical system voltage and battery power of the power-receiving vehicle. A controller communicates between the first plug and the second plug and selects between a plurality of available charging options. The charging adapter includes: a first power transfer cable pair connected to the first plug and the bidirectional boost converter; and a second power transfer cable pair connecting the bidirectional boost converter to the second plug.

[0021] In another aspect of the present disclosure, a communication link connects the first connector to the controller. A vehicle-to-vehicle connection connects the controller to the second connector. A charging command center provides processing functionality to identify an optimal energy source for the energy-receiving vehicle based on a target price, an amount of energy available from the energy-supplying vehicle, and an available charging time of the energy-receiving vehicle. The controller monitors energy analysis and controls energy transfer between the energy-supplying vehicle and the energy-receiving vehicle.

[0022] In another aspect of the present disclosure, a first vehicle position, which defines a GPS coordinate position of the energy-supplying vehicle, is automatically transmitted to the charging command center. A low-energy condition in a battery system of the energy-receiving vehicle is pinged by the energy-receiving vehicle to the charging command center. A second vehicle position, which defines a GPS coordinate position of the energy-receiving vehicle, is automatically transmitted to the charging command center.

[0023] In another aspect of the present disclosure, an optimal shared location is calculated for the energy-providing vehicle and the energy-receiving vehicle. The optimal shared location is calculated by the charging command center using the first vehicle position and the second vehicle position. The charging command center directs the energy-providing vehicle and the energy-receiving vehicle to the shared location.

[0024] In another aspect of the present disclosure, the energy-providing vehicle includes a first battery system. The energy-receiving vehicle includes a second battery system. The charging adapter is connected between the first battery system of the energy-providing vehicle and the second battery system of the energy-receiving vehicle at the common location.

[0025] In another aspect of the present disclosure, the plurality of available charging options include a rapid charging dispenser option that connects the energy-providing vehicle and the energy-receiving vehicle to a rapid charging dispenser. A customer-to-customer option in which a cable provided by either the energy-providing vehicle or the energy-receiving vehicle is connected between a first battery system of the energy-providing vehicle and a second battery system of the energy-receiving vehicle. A business-to-business option identifies a location of the energy-receiving vehicle relative to a location of one or more available charge-capable vehicles, including the energy-providing vehicle, and identifies a business energy need.A business-to-customer option includes the location of the energy-receiving vehicle relative to the location of one or more available chargeable vehicles, including the energy-supplying vehicle, a battery status of the chargeable vehicles, and a target price for an amount of energy available from each of the one or more available chargeable vehicles. Upon completion of the energy transfer, a payment is processed electronically from funds in a predetermined account of the energy-receiving vehicle to a predetermined account of the energy-supplying vehicle.

[0026] In another aspect of the present disclosure, the bidirectional boost converter defines a bidirectional vehicle-to-vehicle (V2V) boost converter with multiple phases that produce interleaved currents, thereby reducing filtering requirements.

[0027] According to several aspects, a method for charging an electric vehicle comprises: identifying an availability of an amount of energy available for transfer from a first battery system of a first battery electric vehicle (BEV) to a second BEV using a charging command center having data; providing energy transfer between a first connector of the first BEV and a second connector of the second BEV using a charging adapter; communicating data identifying a battery system state of charge of the first BEV and a battery system state of charge of the second BEV using a V2V charging controller; and selecting between a plurality of available charging options.

[0028] In another aspect of the present disclosure, the method further comprises operating the charging command center and: calculating an optimal common location for the first BEV and the second BEV using the first vehicle position and the second vehicle position; and directing the first BEV and the second BEV to the common location.

[0029] In another aspect of the present disclosure, the method further comprises performing one of the following steps: connecting the first BEV and the second BEV to a fast charging dispenser; and connecting the first BEV to the second BEV using a jumper cable provided by either the first BEV or the second BEV; and matching an electrical system voltage and a battery power of the first BEV to an electrical system voltage and a battery power of the second BEV using a bidirectional buck converter.

[0030] Further areas of applicability will become apparent from the description provided herein. It is to be understood that the description and specific examples are for purposes of illustration only and are not intended to limit the scope of the present disclosure. FIGURE DESCRIPTION

[0031] The figures described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. Fig. 1 is a schematic view of an apparatus and method for charging an electric vehicle according to an example aspect; Fig. Figure 2 is a schematic view of a charging adapter of the device of Fig. 1; Fig. Figure 3 is a schematic diagram of a single-phase inverter for the device of Fig. 1; Fig. Figure 4 is a schematic representation of a two-phase converter of the device of Fig. 1; Fig. Figure 5 is a schematic diagram of a multiphase converter for the device of Fig. 1; and Fig. 6 is a flowchart of method steps for operating the apparatus of Fig. 1. DETAILED DESCRIPTION

[0032] The following description is merely exemplary and is not intended to limit the present disclosure, application, or uses.

[0033] Referring to Fig. 1, an apparatus and method for charging an electric vehicle 10 provides a two-way technology platform to facilitate charging a battery electric vehicle (BEV) from multiple different charging sources. In a first step, a first BEV 12 pings a charging command center 14 with data indicating the availability of an amount of energy 16 available for transfer from a first battery system 18 of the first BEV 12 to another BEV. The amount of energy 16 may, for example, be approximately 10 kWh. A first vehicle position 20, e.g., a GPS coordinate position of the first BEV 12, is also automatically transmitted to the charging command center 14.

[0034] Also during the first step, a second BEV 22 pings the charging command center 14 and identifies that the second BEV 22 has a low energy condition 24 in a second battery system 26 of the second BEV 22. A requested energy level 28 required to complete the trip to a predetermined destination for the second BEV 22 is also transmitted. The requested energy level 28 may be, for example, approximately 8 kWh. A second vehicle position 30, e.g., a GPS coordinate position of the second BEV 22, is also automatically transmitted to the plug-in center 14.

[0035] After receiving the above data, the charging command center 14 identifies in a second step which of the three charging processes represents an optimal process for transferring the available amount of energy 16 from the first BEV 12 to the second BEV 22.

[0036] As a first option, a first charging process 32 is carried out by first directing both the first BEV 12 and the second BEV 22 to a fast charging station 34. The fast charging station 34 does not provide charging energy, as is the case with known DC fast charging stations (DCFC). The fast charging station 34 provides the necessary energy transfer device to regulate the energy transfer between the first BEV 12 and the second BEV 22. At the fast charging station 34, a charging cable set 36 provided by the fast charging station 34, which is supplemented if necessary by a charging bridge cable provided by the first BEV 12 or the second BEV 22, is connected to the vehicles and the fast charging station 34. This initiates the energy transfer from the first BEV 12 to the second BEV 22. The Fig. 3 in a charging adapter of the first BEV 12 or the second BEV 22 controls the energy transfer until the full amount of the requested energy level 28 is transferred.

[0037] As a second option, a second charging process 32 is carried out by first calculating an optimal common location 40 for both vehicles based on the first vehicle position 20 and the second vehicle position 30, and then directing the first BEV 12 and the second BEV 22 to the common location 40. Upon arrival at the common location 40, a jumper cable 42, provided by one of the two vehicles, the first BEV 12 or the second BEV 22, is connected between the first battery system 18 of the first BEV 12 and the second battery system 26 of the second BEV 22. The method described with reference to Fig. 2 in a charging adapter of the first BEV 12 or the second BEV 22 controls the energy transfer until the full amount of the requested energy level 28 is transferred.

[0038] As a third option, a third charging operation 44 is performed by first using the first vehicle position 20 and the second vehicle position 30 to calculate an optimal common location 40 and directing both the first BEV 12 and the second BEV 22 to the common location 40. It should be noted that the first BEV 12 may be replaced by a BEV 46, as the BEV 46 may be, for example, a commercial vehicle such as a taxi, a truck, a van, a commercial vehicle such as an automobile, or the like. Upon arrival at the common location 40, a jumper cable 42 provided by one of the first BEV 12 or the BEV 46 or the second BEV 22 is connected between the first battery system 18 of the first BEV 12 or the BEV 46 and the second battery system 26 of the second BEV 22. The method described with reference to Fig. The control device described in Figure 2 in a charging adapter of the first BEV 12 or the BEV 46 or in the second BEV 22 controls the energy transfer until the full amount of the requested energy level 28 is transferred. Upon completion of the energy transfer, a payment 48 is electronically transferred from a credit balance in a predetermined account of the operator of the second BEV 22 to a predetermined account of the first BEV 12.

[0039] Referring to Fig. 2 and again on Fig. 1, a power transfer portion of the apparatus and method for charging an electric vehicle 10, defining a charging adapter 50, provides power transfer between a first connector 52 connected to the power-supplying vehicle defining the first BEV 12 and a second connector 54 connected to the power-receiving vehicle defining the second BEV 22. The charging adapter 50 includes a first power transfer cable pair 56 connected to the first connector 52 and to a bidirectional buck converter 58 that provides for matching the electrical system voltage and battery power of the first BEV 12 to the electrical system voltage and battery power of the second BEV 22. The bidirectional boost converter 58 is connected to the second connector 54 via a second power transfer cable pair 60.In several aspects, the bidirectional buck converter 58 defines a bidirectional vehicle-to-vehicle (V2V) buck converter with multiple phases producing interleaved currents, thereby reducing filtering requirements.

[0040] A controller 62 of the charging adapter 50 provides communication between the first connector 52 and the second connector 54. In several aspects, the controller 62 can communicate with either a vehicle controller or a command center remote from the motor vehicle, or with both the vehicle controller and the command center simultaneously. The controller 62 enables monitoring energy analyses and controlling energy transfer between the first BEV 12 and the second BEV 22. A communication link 64 connects the first connector 52 to the controller 62, and a vehicle-to-vehicle link 66 connects the controller 62 to the second connector 54.

[0041] With reference to Fig. 3 and again on Fig. 2, a charging portion of the apparatus and method for charging an electric vehicle 10, defining a vehicle-to-vehicle (V2V) charging controller 68, may be connected to the first BEV 12 and the second BEV 22 using the charging cable 36 or the jumper cable 42. The V2V charging controller 68 is configured for wirelessly communicating the data necessary to identify the battery system state of charge of the first BEV 12 and the battery system state of charge of the second BEV 22. The V2V charging controller 68 may be a standard or optional component provided with one or both of the first BEV 12 and the second BEV 22.

[0042] In several aspects, the V2V charging controller 68 includes a single-phase V2V bidirectional converter. The single-phase V2V bidirectional converter may include a single-phase V2V charging circuit 70 for transferring energy from a first battery pack 72 of the first BEV 12 to a second battery pack 74 of the second BEV 22.

[0043] In several aspects, the V2V charging controller 68 may include a heat dissipation device 75, which in several aspects may define a fan or fan / heat sink combination located on a surface of the bidirectional V2V converter to dissipate heat from the bidirectional V2V converter. In several aspects, the V2V charging controller 68 and the single-phase V2V charging circuit 70 are configured for an operating voltage range of 150 VDC to approximately 1200 VDC.

[0044] Referring to Fig. 4 and again on Fig. 3, the V2V charging controller 68 includes a two-phase V2V bidirectional converter, according to several aspects. The two-phase bidirectional V2V converter may include a two-phase V2V charging circuit 76 for transferring energy from a first battery pack 78 of the first BEV 12 to a second battery pack 80 of the second BEV 22.

[0045] In several aspects, the V2V charge controller 68 and the two-phase V2V charging circuit 76 are designed for an operating voltage range of 150 VDC up to about 1200 VDC.

[0046] Referring to Fig. 5 and again on Fig. 3 and Fig. 4, according to several aspects, the V2V charge controller 68 includes a multi-phase V2V bi-directional converter. The multi-phase bi-directional V2V converter includes a multi-phase V2V charging circuit 82 that can define a three-phase V2V charging circuit for transferring energy from a first battery pack 84 of the first BEV 12 to a second battery pack 86 of the second BEV 22. According to several aspects, the V2V charge controller 68 and the multi-phase V2V charging circuit 82 are configured for an operating voltage range of 150 VDC to approximately 1200 VDC.

[0047] With continued reference to the Fig. 3, Fig. 4 and Fig. 5, the single-phase V2V charging circuit 70, the two-phase V2V charging circuit 76, and the three-phase V2V charging circuit 82 may be cooled by adding a cooling device, such as cooling fins (not shown), or a standalone thermal management system, such as the heat dissipation device 75.

[0048] With reference to Fig. 6 and again on the Fig. 1 to 5, a system flowchart 88 identifies exemplary method steps performed by the system 10 of the present disclosure. In a start step 90, the customer or operator of the second BEV 22, desiring an energy charge for the second BEV 22, initiates operation of the system. In an identification step 92, the customer then enters a number of required kilometers 94 and a charging time 96 available to the customer, for example, a time in minutes.

[0049] In a calculation step 98, the system controller 62 calculates an amount of energy 100 required to charge the second battery system 26 of the second BEV 22 based on the number of required kilometers 94. The required amount of energy 100 is based in part on the parameters of the second battery system 26 of the second BEV 22, including a battery voltage 102, a battery state of charge 104, and an available charging rate 106.

[0050] In a communication step 108, the system controller 62 identifies wirelessly available fast charging options based on a location of the second vehicle 110, a power supply 112 of one or more available charging options for the second BEV 22, and the availability of a charging port 114.

[0051] The system controller 62 pings the available charging options. In several aspects, the available charging options may include a fast-charging dispenser option 116, a customer-to-customer option 118, a customer-to-store option 120, and a store-to-customer option 122.

[0052] For the rapid charge dispenser option 116, a number of available charging plugs 124 are identified. Furthermore, a number of available charging slots 126 are identified. According to several aspects, a rapid charge dispenser for the rapid charge dispenser option 116 may be a charging junction box or a dispenser that provides a cable on demand for a predetermined amount per hour or per day.

[0053] For the customer-to-customer option 118, the location of the second vehicle 110 relative to a location 128 of one or more available chargeable vehicles 130 such as the first BEV 12 and a battery status 132 of the chargeable vehicles 128 are identified.

[0054] For the customer-to-business option 120, the location of the second vehicle 110 relative to the location 128 of one or more available, chargeable vehicles 130 such as the first BEV 12 and a business energy demand 134 are determined.

[0055] For the business-to-customer option 122, the location of the second vehicle 110 relative to the location 128 of one or more available chargeable vehicles 130 such as the first BEV 12 and the battery status 132 of the chargeable vehicles 130 as well as a target price 136 of the available energy are determined.

[0056] The results of communication step 108 are transmitted wirelessly to the charging command center 14 in a transmission step 138. The fast charging command center 14 is available to customers who choose the device and method for charging an electric vehicle 10. The fast charging command center 14 provides processing options for the following processing and calculation steps.

[0057] In a processing step 140, the fast-charging command center 14 identifies an optimal energy source for the customer vehicle 142 based on the target price 136 of the available energy, the charging time 96 available to the customer, the availability of both the second BEV 22 and the one or more available charging options 116, 118, 120, 122, and other characteristics. During the processing step 140, several calculations are also performed to determine a charging completion time 144, a charging price 146, a carbon footprint 148, and the like.

[0058] In a transmission step 150, the results of the processing step 140, which defines the fast charging options, are transmitted to the second BEV 22 to request customer approval or refusal if a charging process is to be carried out.

[0059] In an approval step 152, the customer in the second BEV 22 either approves or rejects the continuation of a charging session. If an approval, defined by an approval signal 154, is sent during the approval step 152, a quick plug-in procedure 156 with dispatch authorization is initiated. If a rejection, defined by a rejection signal 158, is sent during the approval step 152, the program returns to a main input menu in a return step 160, where the customer of the second BEV 22 can enter a new set of preferences.

[0060] The charging adapter 50 includes the compact DC-DC converter 58 and the system controller 62. The V2V charging controller 68 enables peer-to-peer (P2P) charging.

[0061] The DC-DC Converter 58 is a highly efficient DC-DC converter with up to 100 kW efficiency and up to 1200 VDC, coupled with advanced cooling techniques such as a standalone thermal management system.

[0062] The system controller 62 provides communication with multiple vehicles and authenticates a request from the second BEV 22 and manages a charging event to transfer energy from a host vehicle defining the first BEV 12 to the customer vehicle defining the second BEV 22.

[0063] According to several aspects, the system controller 62 and the V2V charging controller 68 may include one or more processors, which in example aspects are microprocessors. In example aspects, the processors may be located in a computer independent of the system controller 62 or the V2V charging controller 68, or in the cloud. The processors may execute distributed or parallel processing protocols and may include, for example, application-specific integrated circuits, a programmable gate array, including a field-programmable gate array, a digital signal processor, or a front-end processor. The processors may also include or access information stored in memory to which the processors are individually operatively coupled. Memory is defined as a physical device capable of temporarily storing information, such asin the case of random access memory, or permanent, such as in the case of read-only memory.

[0064] Representative physical devices include hard disk drives, solid-state drives, optical disks, or storage accessible via the cloud over networks.

[0065] The bidirectional technology platform of the present disclosure facilitates charging by identifying an optimal charging method. A charging adapter consists of an ultra-compact bidirectional DC-DC converter and intelligent charging controllers. The system of the present disclosure dynamically evaluates charging methods in real time by data mining vehicle information and customer preferences.

[0066] An apparatus and method for charging an electric vehicle 10 of the present disclosure offers several advantages. These include a technology platform and charging adapter that enable peer-to-peer vehicle charging. This opens up the potential BEV customer base in the absence of ubiquitous availability of charging stations and creates new revenue streams.

[0067] The description of the present disclosure is merely exemplary, and variations that do not depart from the spirit of the present disclosure are intended to be within the scope of the present disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the present disclosure.

Claims

[1] A device for charging an electric vehicle (10), comprising: a charging command center (14) located in a cloud and comprising application software and data identifying an availability of an amount of energy (16) available for transfer from a first battery system (18) of a first battery electric vehicle (10), BEV (12), to a second BEV (22); a charging adapter (50) for transferring energy between a first plug of the first BEV (12) and a second plug of the second BEV (22); and a vehicle-to-vehicle, V2V, charging controller with charging management algorithms integrated either in a DC-DC converter or in a motor vehicle and transmitting data indicating a first battery system charge state of the first BEV (12) and identify a second battery system charge state of the second BEV (22) and select between several available charging options (116, 118, 120 122), wherein the plurality of available charging options (116, 118, 120, 122) comprise a rapid charging dispenser option that connects the first BEV (12) and the second BEV (22) to a rapid charging dispenser, the rapid charging dispenser being provided in a charging socket or in a dispenser with a cable on demand for a predetermined amount per hour or per day, wherein a number of available charging plugs (124) and a quantity of available charging slots are identified for the fast charging dispenser option. [2] The apparatus for charging the electric vehicle (10) of claim 1, wherein the plurality of charging options (116, 118, 120, 122) include a customer-to-customer option that connects the first BEV (12) directly to the second BEV (22) using a charging adapter (50) defining a charging cable in which the DC-DC converter provided by one of the first BEV (12) or the second BEV (22) is connected between a first battery system (18) of the first BEV (12) and a second battery system (26) of the second BEV (22). [3] The electric vehicle charging apparatus (10) of claim 2, wherein the customer-to-customer option further comprises a location of the second BEV (22) relative to a location of one or more available chargeable vehicles, including the first BEV (12), and a battery status of the chargeable vehicles. [4] The apparatus for charging the electric vehicle (10) according to claim 2, further including a controller of the charging adapter (50) provided with one of the first BEV (12) or the second BEV (22) that controls energy transfer until a full amount of a requested energy level is transferred from the first BEV (12) to the second BEV (22). [5] The electric vehicle charging apparatus (10) of claim 1, wherein the plurality of charging options include a customer-to-business option that identifies a location of the second BEV (22) relative to a location of one or more available charging vehicles including the first BEV (12) and identifies a business energy demand. [6] The apparatus for charging the electric vehicle (10) of claim 1, wherein the plurality of charging options (116, 118, 120, 122) comprise a business-to-customer option including a location of the second BEV (22) relative to a location of one or more available chargeable vehicles including the first BEV (12), a battery status of the chargeable vehicles, and a target price of the amount of available energy. [7] The apparatus for charging the electric vehicle (10) of claim 1, wherein the charging adapter (50) defines a bidirectional boost converter that adapts an electrical system voltage and a battery power of the first BEV (12) to an electrical system voltage and a battery power of the second BEV (22). [8] The device for charging the electric vehicle (10) according to claim 1, wherein the V2V charging controller is adapted for an operating voltage range between 150 VDC up to about 1200 VDC and comprises charging controllers and one of: a single-phase, bidirectional V2V converter; a two-phase, bidirectional V2V converter; a three-phase, bidirectional V2V converter; and a multi-phase, bidirectional V2V converter.

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