CONTROL SCHEMES FOR ELECTRICAL POWER FROM VEHICLE TO LOAD

Abstract

The examples described here show a circuit comprising a power electronics converter located in a vehicle. The power electronics converter serves to receive AC electrical power from an AC mains source and to supply AC electrical power to an AC load outside the vehicle. The power electronics converter includes an AC / AC converter. The circuit further includes an on-board charging module electrically connected to the power electronics converter and a battery located in the vehicle. The circuit also includes a controller for controlling the power electronics converter and the on-board charging module. The power electronics converter provides vehicle-to-load functionality by supplying AC electrical power as an output from a 120 Vac output and / or a 240 Vac output to the AC load.

Description

[0001] The present disclosure relates to vehicles and in particular to control schemes for the electrical power from vehicle to load.

[0002] Modern vehicles (e.g., cars, motorcycles, boats, or other types of motor vehicles) can be equipped with one or more batteries to supply power to various vehicle systems. For example, an electric vehicle may have one or more batteries to supply electrical power to one or more electric motors that propel the vehicle. This vehicle configuration is known as a battery electric vehicle (BEV). Other vehicle types, such as internal combustion engine vehicles, hybrid electric vehicles, and / or the like, including combinations and / or multiple versions thereof, may also be equipped with batteries.

[0003] Vehicle-to-load (V2L) is a technology in which electrical power is transferred from the vehicle to an electrical load connected to the vehicle. For example, electrical power can be transferred from one or more of the vehicle's batteries to a system or device connected to the vehicle and powered by the vehicle's electrical output. This allows the vehicle to supply electrical power in various situations where electrical power may not be available, such as during a power outage, at a location without electrical power (e.g., a campsite, a construction site), and / or the like, including combinations and / or multiple configurations thereof. For example, a vehicle with V2L capabilities can be used to charge another electric vehicle.As another example, the vehicle may include one or more outputs to which any suitable device (e.g. a lamp, a coffee machine, an air compressor and / or the like, including combinations and / or multiple versions thereof) may be plugged. SUMMARY

[0004] According to one embodiment, a circuit is provided. The circuit includes a power electronics converter located in a vehicle, wherein the power electronics converter serves to receive alternating current (AC) from an AC mains power source and to supply AC to an AC load located outside the vehicle, the power electronics converter comprising an AC / AC converter. The circuit further includes an on-board charging module electrically connected to the power electronics converter and a battery located in the vehicle. The circuit further includes a controller for controlling the power electronics converter and the on-board charging module. The power electronics converter provides vehicle-to-load functionality by supplying AC power to the AC load as an output from a 120 Vac output and / or a 240 Vac output.

[0005] In addition to one or more of the features described here, or as an alternative, further embodiments of the circuit may include the controller controlling the power electronics converter and the on-board charging module at least partially based on an operating scenario of the vehicle.

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

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

[0008] In addition to one or more of the features described here, or as an alternative, further embodiments of the circuit may include the controller controlling the power electronics converter and the on-board charging module at least partially based on a current limit of the AC mains source, an output status of an output of the vehicle, and load current information of the AC load.

[0009] In addition to one or more of the features described here, or as an alternative, further embodiments of the circuit may include the controller dynamically adapting current commands to the on-board charging module based on real-time monitoring of a load current of the AC load and an output status of an output of the vehicle.

[0010] In addition to one or more of the features described herein, or as an alternative, further embodiments of the circuit may include the controller receiving a current limit from the AC mains source via a control pilot line and limiting a total current from a charging port of the vehicle so that it does not exceed the current limit in order to prevent the AC mains source from being switched off.

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

[0012] In addition to one or more of the features described here, or as an alternative, further embodiments of the circuit may include the controller providing feedback to a human-machine interface to inform a user associated with the vehicle about the current power distribution status of the power electronics converter and the on-board charging module.

[0013] According to a further embodiment, a vehicle is provided. The vehicle comprises a battery and a power electronics converter located within the vehicle. The power electronics converter receives AC electrical power from an AC mains source and supplies AC electrical power to an AC load outside the vehicle and to the battery. The power electronics converter includes an AC / AC converter, wherein the AC / AC converter is a multiphase nested AC / AC converter. The vehicle further comprises an on-board charging module that is electrically connected to the power electronics converter and the battery located within the vehicle. The vehicle also includes a controller for controlling the power electronics converter and the on-board charging module.The power electronics converter provides vehicle-to-load functionality by supplying alternating current as an output from a 120-Vac output and / or a 240-Vac output to the AC load.

[0014] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include the controller controlling the power electronics converter and the on-board charging module at least partially based on an operating scenario of the vehicle.

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

[0016] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include the operating scenario involving charging the battery at 120 Vac or charging the battery at 240 Vac.

[0017] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include the controller controlling the power electronics converter and the on-board charging module at least partially on the basis of a current limit of the AC mains source, an output status of an output of the vehicle, and load current information of the AC load.

[0018] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include the controller dynamically adjusting the current commands to the on-board charging module based on real-time monitoring of a load current of the AC load and an output status of an output of the vehicle.

[0019] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include the controller receiving a current limit from the AC mains power source via a control pilot line and limiting the total current from a charging port of the vehicle so that it does not exceed the current limit in order to prevent the AC mains power source from being switched off.

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

[0021] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include the controller providing feedback to a human-machine interface to inform a user assigned to the vehicle about the current power distribution status of the power electronics converter and the on-board charging module.

[0022] According to a further embodiment, a system is provided. The system comprises a power electronics converter located in a vehicle, wherein the power electronics converter serves to receive AC electrical power from an AC mains power source and to supply AC electrical power to an AC load located outside the vehicle. The system further comprises an on-board charging module electrically connected to the power electronics converter and a battery located in the vehicle. The system further comprises a controller for controlling the power electronics converter and the on-board charging module, at least partially, based on a current limit of the AC mains power source, an output status of a vehicle output, and load current information of the AC load.The power electronics converter provides vehicle-to-load functionality by supplying alternating current as an output from a 120 Vac output and / or a 240 Vac output to the AC load.

[0023] In addition to one or more of the features described herein, or as an alternative, further embodiments of the system may include the controller receiving the current limit of the AC mains source via a control pilot line and limiting the total current from a vehicle charging port so that it does not exceed the current limit in order to prevent the AC mains source from shutting down.

[0024] The aforementioned features and advantages, as well as further features and advantages of the disclosure, are readily apparent from the following detailed description in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Further features, advantages and details are listed only as examples in the following detailed description, which refers to the drawings; they show: Fig. 1 a representation of a vehicle with a power electronics converter for supplying electrical V2L power according to one or more embodiments; Fig. 2 a block diagram of a circuit for supplying electrical V2L power according to one or more embodiments; Fig. 3A a block diagram of a circuit for supplying electrical V2L power according to one or more embodiments; Fig. 3B a block diagram of a circuit for delivering electrical V2L power according to one or more embodiments; Fig. 4 a flow diagram of a method for managing the flow of alternating current power in a vehicle equipped with a power electronics converter according to one or more embodiments; Fig. 5 a flow diagram of a method for managing the flow of alternating current power in a vehicle equipped with a power electronics converter according to one or more embodiments; and Fig. 6 a flow diagram of a method for managing the flow of alternating current power in a vehicle equipped with a power electronics converter according to one or more embodiments. DETAILED DESCRIPTION

[0026] The following description is merely exemplary and is not intended to limit the present disclosure, its application, or its uses. It is understood that identical or corresponding parts and features in the drawings are identified by the same reference numerals. As used herein, the term "module" refers to a processing circuit arrangement that may include an application-specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or in a group), and memory executing one or more software or firmware programs, a combinational logic circuit, and / or other suitable components providing the described functionality.

[0027] One or more embodiments described herein provide an architecture that utilizes a power electronics converter with an AC / AC converter to supply 120 Vac and / or 240 Vac to a load electrically connected to a vehicle while the vehicle is charging, idling, or in motion. As used in this disclosure, references to 120 Vac refer to substantially 120 Vac (e.g., 120 Vac + / - some tolerance or deviation); likewise, references to 240 Vac refer to substantially 240 Vac (e.g., 240 Vac + / - some tolerance or deviation). According to one or more embodiments, one or more of the embodiments described herein may be implemented at other voltage levels, such as 220 Vac, 230 Vac, and / or the like, including combinations and / or multiple embodiments thereof.

[0028] The drive systems of electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) use an on-board charging module (OBCM) to charge the vehicle's battery from the electrical grid. In such cases, the grid supplies alternating current (AC) power to the vehicle. To deliver this power to electrical outputs within the vehicle, many vehicles include a standalone DC / AC inverter, which may have a similar circuit layout to elements already present in an OBCM, such as filter components, an isolation transformer, and multiple power conversion stages. In many cases, these redundant subcomponents, such as DC link capacitors or transformers, increase the vehicle's complexity, size, and weight.This typical approach has disadvantages, such as a larger size, higher weight and / or a shorter lifespan in relative comparison to one or more of the embodiments described here.

[0029] One or more of the embodiments described herein address these and other shortcomings by providing a power electronics converter with an AC / AC converter for supplying alternating current electrical 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 minimal impact on OBCM control, especially if the OBCM is already bidirectional. According to one or more embodiments, the power electronics converter with AC / AC converter described herein can supply alternating current power at both 120 Vac and 240 Vac while the vehicle is being charged with either AC or DC electrical power, whether the vehicle is parked or in operation (e.g., during charging).(is driven). According to one or more embodiments, the power electronics AC / AC converter described herein can transfer electrical power directly from a mains supply to both a 120 Vac load and a 240 Vac load while the vehicle is connected to the mains supply. One or more of the embodiments described herein can be implemented in a vehicle or used in applications outside of vehicles.

[0030] According to one or more embodiments, the power electronics converter uses a single-stage non-isolated AC / AC converter that provides 120 Vac and 240 Vac electronic power. Such a device is relatively inexpensive, less complex, and smaller compared to existing V2L approaches. According to one or more embodiments, the OBCM provides galvanic isolation between a vehicle battery and the external AC load (e.g., the device plugged into the vehicle). According to one or more embodiments, the AC / AC power conversion can be performed directly from the mains and maintain the desired split-phase output when the input is 120 Vac or 240 Vac, with existing automotive transformers being designed for a nominal input voltage, for example, 240 Vac.According to one or more embodiments, the output of the power electronics AC / AC converter is a stable voltage even when the AC power grid supplying the vehicle is interrupted or otherwise disturbed. According to one or more embodiments, the power electronics AC / AC converter can be used to supply a structure, such as a house or commercial building, with AC power via vehicle-to-home (V2H) through the onboard control module (OBCM). One or more of the embodiments described here can operate independently without affecting the OBCM and its native functions. Further advantages are also possible.

[0031] It should be noted that the functionality of any vehicle implementing one or more of the embodiments described herein will be improved. In particular, by implementing the power electronics converter with a relay matrix and an AC / AC converter as described herein, a vehicle can provide V2L functionality without the added complexity of a DC link capacitor or transformer.

[0032] Fig. Figure 1 is a representation of a vehicle 100 with a power electronics converter for providing V2L electrical power according to one or more embodiments. According to this example, the vehicle 100 comprises a battery 102 and a power electronics converter 104. According to various embodiments, the vehicle 100 comprises further components not shown.

[0033] The battery 102 can represent one or more batteries, so that the vehicle 100 can comprise a single battery, multiple batteries, a battery system, and / or the like, including combinations and / or multiple embodiments thereof. The battery 102 receives electrical power (e.g., from an AC power grid 106, from an AC generator or generator of the vehicle, and / or the like, including combinations and / or multiple embodiments thereof). According to one or more embodiments, the electrical power received is AC electrical power. The AC power grid 106 (also referred to as the "AC power grid source") represents any suitable source of incoming electrical power. For example, the AC power grid 106 can be a power grid designed to generate and distribute electrical power.In such cases, the vehicle can be electrically connected to a charging station (not shown), which in turn is electrically connected to a power grid.

[0034] The power electronics converter 104 features an architecture that includes an AC / AC converter and a relay matrix (both in Fig. 2 and Fig. 3) is used to supply 120 Vac and / or 240 Vac to an electrical load (e.g., the AC load 108) while the vehicle 100 is being charged and / or while the vehicle 100 is in motion or idling. The power electronics converter 104 is an AC-based device, as the power electronics converter 104 receives and transmits AC electrical power.

[0035] Vehicle 100 can be a car, truck, van, bus, motorcycle, boat, or other type of motor 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 that is partially or fully powered by electric power in conjunction with an internal combustion engine. According to yet another embodiment, Vehicle 100 is a battery electric vehicle powered by electric power supplied by a battery. According to the example of Fig. 1 The vehicle 100 comprises the battery 102, which is used to supply electrical power to an electric motor (not shown) to propel the vehicle 100, to supply electrical power to one or more internal systems of the vehicle (e.g., an infotainment system, a climate control system, and / or the like, including combinations and / or multiple versions thereof), and / or to supply electrical power to a system or device (e.g., the AC load 108) outside the vehicle 100. For example, a system or device (in Fig. 1 (shown as AC load 108) is connected to the vehicle 100. In such cases, the vehicle 100 supplies electrical power to the AC load 108 using the power electronics converter 104. The electrical power can be supplied to the AC load 108 from the battery 102 and / or from the AC mains 106.

[0036] Fig. Figure 2 is a block diagram of a circuit 200 for providing V2L electrical power according to one or more embodiments. The circuit 200 comprises the battery 102, the power electronics converter 104, a bidirectional OBCM 202, and an output 204. The AC load 108 can be electrically connected to the output 204. The AC mains 106 can be electrically connected to the power electronics converter 104. The power electronics converter 104 includes a relay matrix 210.

[0037] The circuit 200 can support several different types of power flow depending on the vehicle's operating mode. For example, while the vehicle 100 is in a charging mode (i.e., while the vehicle 100 is receiving electrical power from the AC network 106 or another suitable source, referred to as an "external charging device"), electrical power flows from the AC network 106 via the OBCM 202 to the battery 102. The OBCM 202 provides isolation between the AC network 106 and the battery 102. As another example, when the vehicle 100 is in a V2L mode and is receiving electrical power from the AC network 106 or another suitable source, electrical power flows from the AC network 106 via the AC / AC converter 212 and the relay matrix 210 to the AC load 108.In this operating mode, the external charging device may supply less power than the AC load 108 requires (e.g., portable EV chargers with 120 Vac may only supply ~1 kW, while the AC load 108 may require more). In this scenario, the OBCM 202 can supplement the power from the AC grid 106 by converting additional power from the battery 102. As another example, if the vehicle 100 is in V2L operating mode and is not receiving electrical power from the AC grid 106 or any other suitable source, electrical power flows from the battery 102 through the OBCM 202, the AC / AC converter 212, and the relay matrix 210 to the AC load 108. This situation can occur during DC-based fast charging or while the vehicle 100 is parked or in motion.As another example, when the vehicle 100 is in AC charging mode (e.g., while the vehicle 100 is receiving electrical power from the AC network 106 or another suitable source), electrical power flows from the AC network 106 via the OBCM 202 to the battery 102 and from the AC network 106 via the AC / AC converter 212 and the relay matrix 210 to the AC load 108. In this situation, the total power from the AC network 106 should not exceed a limit of the external charging device so that the vehicle 100 can ensure that the total power flowing to the AC load 108, plus the total power flowing to the battery 102, remains within the limit of the external charging device. As yet another example, when the vehicle 100 is operating in a vehicle-to-vehicle (V2V) mode (e.g.,if the vehicle 100 supplies AC electrical power to another vehicle (not shown), electrical power from the battery 102 via the OBCM 202 and a charging port (not shown) to which an external charging device can be connected, and / or from the battery 102 via the OBCM 202, the AC / AC converter 212, the relay matrix 210 and the output 204 to the other vehicle.

[0038] The relay matrix 210 comprises relays that can be selectively activated (e.g., closed) and deactivated (e.g., open) according to a desired operating mode of the circuit 200. The relays of the relay matrix 210 can, for example, be selectively activated / deactivated based on a voltage from the AC mains supply 106. According to one or more embodiments, the relay matrix 210 determines the neutral connection based on the voltage of the AC mains supply 106. The relay matrix 210 is in Fig. 3A is shown in more detail and is further described herein.

[0039] The power electronics converter 104 also includes an AC / AC converter 212. The AC / AC converter 212 comprises various components for providing a split-phase output, for example, 120 Vac electrical power and 240 Vac electrical power, which are in Fig. 3A is shown in more detail and further described herein. It should be noted that the AC / AC converter 212 can be any suitable converter type or any suitable combination of converters that provides the appropriate voltage magnitude and phase for each output. For example, the AC / AC converter 212 can be a direct AC / AC converter such as a step-down converter, a step-up converter, a step-down-to-step-up converter, a Cuk converter, an indirect AC / AC converter such as a back-to-back DC-based AC / AC power converter, a back-to-back AC-based AC power converter, and / or the like, including combinations and / or multiple versions thereof. A suitable AC / AC converter is selected according to the power output voltage requirement.For example, if a 240 Vac output voltage is not required during stage 1 charging, the Cuk converter 304 can be omitted. Furthermore, a multi-phase nested AC / AC converter can be used for high-power applications.

[0040] With reference to Fig. Electrical power is supplied to the vehicle 100 via the AC network 106 at L1g, L2g / Ng, and PEg (collectively referred to as the "charging port") as shown, where PEg denotes the protective earth of the AC network 106. Specifically, the AC network 106 can be connected to the power electronics converter 104, which, as shown, distributes the electrical power via the OBCM 202 to one or more of the batteries 102 and / or via the AC / AC converter 212 and the relay matrix 210 to the AC load 108. Two switches, SA1 and SA2, can selectively activate and deactivate the connection between the AC network 106 and the AC / AC converter 212 and the OBCM 202, depending on what is plugged into the charging port (e.g., L1g, L2g / Ng, and PEg). For example, if the AC mains 106 is plugged into the charging port, switches SA1 and SA2 are activated (e.g. closed).In some cases, it is desirable to deactivate (e.g., open) one or more of the SA1 and SA2 switches, for example, when the vehicle is undergoing DC fast charging or when nothing is connected to the charging port. For redundancy, two switches are provided, which reduces the probability of failure if one of the switches becomes stuck or welded in the closed position; however, according to other embodiments, the number of switches may be reduced and / or the switches may be omitted entirely. To ensure that each SA1 and SA2 is in its intended state (e.g., open or closed), one or more embodiments may include an associated sensing circuit and diagnostic control.

[0041] The AC load 108 is connected to output 204 at L1, N, L2 and PE as shown. According to one embodiment, L1 is connected via relay Rg in relay matrix 210 (as shown in Fig. 3A) is directly connected to the OBCM 202, and N, L2, and PE (protective earth) are connected to the relay matrix 210 as shown. According to one or more embodiments, L1 and N together can supply 120 Vac to the AC load 108, while L2 and N together can supply 120 Vac to another AC load (not shown). In this case, the two 120 Vac supplies to the AC loads are phase-shifted relative to each other (e.g., the 120 Vac supplied by L2 / N is phase-shifted with respect to the 120 Vac supplied by L1 / N), resulting in a total supply of 240 Vac from L1 / L2.

[0042] Various scenarios for supplying AC power to the AC load 108 are now available with reference to Fig. Section 3A describes this, and also shows further details on aspects of the power electronics converter 104. In particular, it is Fig. 3A a block diagram of a circuit 300 for providing electrical V2L power according to one or more embodiments. In the example of Fig. 3A shows the relay matrix 210 and the AC / AC converter 212 of the power electronics converter 104 in more detail.

[0043] The relay matrix 210 comprises five relays, designed and arranged as shown, including relays Ra, Rb, Rc, Rd, Re, and Rg. Depending on the various scenarios described herein, relays Ra, Re, and Rg can be selectively activated (e.g., closed) and deactivated (e.g., open). To ensure that each relay, Ra, Re, and Rg, is in its intended state (e.g., open or closed), one or more embodiments may include an accompanying sensing circuit and diagnostic control.

[0044] The AC / AC converter 212 comprises a step-down converter 302 and a capacitor-start converter 304, which together provide a split phase of 120 Vac. The step-down converter 302 includes, among other components (e.g., a capacitor and an inductor), switches S1 and S2. The capacitor-start converter 304 includes, among other components (e.g., capacitors and inductors, as shown), a relay Rf and switches S2 and S3. Together, the step-down converter 302 and the capacitor-start converter 304 enable the AC / AC converter 212 to supply a split phase of 120 Vac and / or 240 Vac to the AC load 108. A suitable AC / AC converter is selected depending on the power output voltage requirements. For example, if a mains voltage of 240 Vac is not required during stage 1 charging, the Cuk converter 304 can be removed. Furthermore, a multi-phase nested AC / AC converter can be used for high-power applications.

[0045] As described above, the relays Ra-Re, Rg of the relay matrix 210 and the switches S1-S3 and the relay Rf of the AC / AC converter 212 can be configured differently according to the various scenarios that will now be described. According to a first scenario, the vehicle 100 is connected to the AC network 106 at L1g and L2g / Ng, as shown in Fig. 2 and Fig. Figure 3 shows the circuit and receives 120 Vac. According to this scenario, the relays Rb, Rd, Rg, and Rf of the power electronics converter 104 are activated (i.e., closed), and the relays Ra and Rc are deactivated (i.e., open); the switch S1 is deactivated (i.e., open), and the switches S2 and S3 are controlled by high-frequency pulse-width modulation (high-frequency PWM) to achieve the function of the Cuk converter 304. As a result of this relay and switch configuration, the output of the Cuk converter 304 via L2 / N is 120 Vac and is phase-shifted relative to L1 / N at output 204.

[0046] According to a second scenario, the vehicle is 100 as in Fig. 2 and Fig. Figure 3 shows the system connected to AC mains 106 via L1g and L2g / Ng, receiving 240 Vac. In this scenario, relays Ra, Rc, and Rg are activated (e.g., closed), and relays Rb, Rd, and Rf are deactivated (e.g., open). Switch S3 is deactivated (e.g., open), and switches S1 and S2 are controlled by high-frequency PWM to achieve the function of the step-down converter 302. As a result of this relay and switch configuration, the output of the step-down converter 302 is reduced from 240 Vac (e.g., from AC mains 106) to 120 Vac via L2 / N at output 204. 240 Vac is maintained via L1 / L2, and 120 Vac is generated via L1 / N, thus providing the desired split-phase output at output 204.

[0047] According to a third scenario, vehicle 100 is not connected to the AC power grid 106, which is referred to as "off-grid" operation. In this scenario, the OBCM 202 discharges battery 102 at 240 Vac. Relays Ra, Rc, and Rg are activated (e.g., closed), and relays Rb, Rd, and Rf are deactivated (e.g., open); switch S3 is deactivated (e.g., open), and switches S1 and S2 are controlled by a high-frequency PWM signal to achieve the function of the step-down converter 302. As a result of this relay and switch configuration, the output of the step-down converter 302 is reduced from 240 Vac (e.g., from the OBCM 202) to 120 Vac via L2 / N at output 204. L1 / L2 continues to maintain 240 Vac and L1 / N generates 120 Vac, thus providing the desired split-phase output at output 204.

[0048] According to one embodiment, the relatively high frequency of the PWM can be 20 to 250 kHz, although other frequencies can be used according to other embodiments. The switches S1-S3 can be bidirectional switches with insulated-gate bipolar transistors (IGBTs), metal-oxide-semiconductor field-effect transistors (MOSFETs) based on silicon (Si), silicon carbide (SiC) and / or gallium nitride (GaN) and / or the like, including combinations and / or multiple versions thereof.

[0049] According to one or more embodiments, the relay Re of the relay matrix 210 can be selectively activated (e.g., closed) and deactivated (e.g., open) depending on the situation in which the vehicle 100 provides the electrical power. For example, the relay Re for V2L is closed to supply power to loads connected via plugs and cables, similar to a generator with a connected neutral conductor. As another example, the relay Re for V2H is open to supply power to a house or similar structure, similar to a generator with a floating neutral conductor.

[0050] According to the embodiments of Fig. 2 and Fig. 3. The power electronics converter 104 uses the AC / AC converter 212 to supply 120 Vac and / or 240 Vac to the AC load 108 while the vehicle 100 is charging, in motion, or idling. In some cases, it may be desirable to ensure that current limits are not exceeded under various operating conditions, which can be difficult and may lead to potential shutdowns of the external electric vehicle supply equipment (EVSE) (e.g., an EV charging device).

[0051] One or more embodiments described herein address these and other shortcomings by incorporating a controller (e.g., controller 220) that facilitates the control of the power electronics converter 104 (including the AC / AC converter 212) and the OBCM 202 based on various operating scenarios. Controller 220 receives current measurements and output status information and, based on a current limit of the AC network 106, an output status of output 204, and load current information from the AC load 108, issues current commands to the OBCM 202. This coordinated control helps to avoid exceeding 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 the Controller 220 minimizes the need for additional hardware, thereby reducing the size, weight and complexity of the vehicle, while simultaneously delivering 120 Vac and 240 Vac to the AC load 108 under various conditions, including during charging, in motion or idling.

[0052] The vehicle 100 receives a current limit from the AC network 106 (e.g., a current limit from an EVSE) via a control pilot line (CP) 222, which connects the AC network 106 and the controller 220. According to one or more embodiments, the total current from the AC network 106 at the charging port should exceed the current limit of the AC network 106 (referred to as the "CP current limit" and labeled with I). CP1,limit(marked) must not be exceeded to prevent the external EVSE from shutting down. The controller 220 detects the current coming from the vehicle's charging port 100 (e.g., I CP1 ), detects the current flowing to the AC load 108 and detects the current flowing to the OBCM 202. As it is in Fig. As shown in Figure 2, the controller 220 detects the current (e.g., I). CP1 ), which comes from the charging port, at a current sensor 230, detects the current (e.g. 1 L1 ), which flows to the AC load 108, at a current sensor 232, detects the current (e.g. I OBCM1 ), which flows to the OBCM 202, at a current sensor 234 and detects the current (e.g. I ACAC1The current flowing to the AC / AC converter 212 is connected to a current sensor 236. The controller 220 outputs current commands, specifying, for example, a charge or discharge quantity, to the OBCM 202. The current commands can be based on the CP current limit, the output status (e.g., whether the AC load 108 is drawing 120 Vac or 240 Vac), and load current information (e.g., how much current is drawn by the AC load 108, as measured by the current sensor 232).

[0053] According to one or more embodiments, the controller 220 issues current commands to prevent overload and overcurrent conditions, for example, to prevent the external EVSE from being switched off. For this purpose, the controller 220 can implement one or more rules based on the Fig. The two recorded flows shown are based on this. Non-restrictive examples of such rules are as follows: ICP1 <ICP1,limit, ICP1=IL1+IACAC1+IOBCM1; and IOBCM1 <ICP1−IL1−IACAC1.

[0054] In Fig. For the sake of simplicity, only L1 current measurements and control are shown in Figure 2; however, it should be noted that similar architectures and functions can also be applied to L2, N and PE, for example.

[0055] According to one or more embodiments, the Controller 220 can be a versatile and sophisticated device designed to manage the power electronics converter and the OBCM in various operating scenarios. The Controller 220 can include a microcontroller, a digital signal processor (DSP), a field-programmable gate array (FPGA), and / or the like, including combinations and / or multiple implementations thereof, to execute complex control algorithms in real time. The Controller 220 can also include an ASIC for specific tasks and / or one or more general-purpose processors for broader functionality. Additionally or alternatively, the Controller 220 can include memory components such as random-access memory (RAM) and / or read-only memory (ROM) for storing software, firmware, and operational data.The Controller 220 can include various input / output interfaces for communication with sensors, actuators, and other vehicle systems, as well as communication modules for interfaces with external devices and networks. The Controller 220 can also be equipped with diagnostic and monitoring functions to ensure the reliability and efficiency of the Vehicle 100 and its various systems, as described herein.

[0056] Another embodiment of a circuit for providing electrical V2L power is now described with reference to Fig. 3B described. In particular, Fig. Figure 3B shows a block diagram of a circuit 350 for providing V2L electrical power according to one or more embodiments. According to this embodiment, a direct AC / AC step-down converter 352 is used to convert a high AC voltage, for example 240 Vac, into a low AC voltage, for example 120 Vac. Relays a, c, and d are closed, while relay b is open, when the input voltage of 240 Vac (e.g., the EVSE 354) is connected to the charging terminal 356. According to this embodiment, the direct AC / AC step-down converter 352 comprises three terminals that convert a single input voltage of 240 Vac into a split-phase output voltage of 120 Vac on L1-N and another 120 Vac on L2-N, which is phase-shifted relative to L1-N. The L1-L2 output voltage of 240 Vac is then derived from the input voltage.For high-power applications, a multiphase nested step-down converter can be used to increase efficiency. When the input voltage for stage 1 charging is connected to the 120 Vac mains supply (e.g., when the EVSE 354 supplies 120 Vac at the charging terminal 356), relays b and d close to redirect the input voltage to the output voltage L1-N, and relays a, c, and e open to disable the L2-N output voltage. It should be noted that electromagnetic compatibility (EMC) filters (not shown) can be used for the input and output of the direct AC / AC step-down converter 354 to eliminate high-frequency noise according to one or more embodiments.

[0057] Depending on the operating conditions of the vehicle 100, the controller 220 can implement various control schemes to provide the desired functionality of the power electronics converter 104. According to one or more embodiments, the control algorithm becomes more complex the more functionality is required to provide alternating current at 120 Vac and 240 Vac at the output 204, especially during AC charging due to external limitations and unknowns. The controller 220 can control the power electronics converter and the on-board charging module in various operating scenarios, which are now described with reference to Fig. 4, Fig. 5 and Fig. 6 will be described in more detail.

[0058] With continued reference to Fig. 2-3B is an example of an operating scenario as follows: No power flows through the charging port from the AC mains 106 to the vehicle 100 or from the vehicle 100 to the AC mains 106, and the vehicle is moving, idling, or parked, or if the state of charge (SOC) of the battery 102 is high enough to temporarily disconnect the AC mains 106 from the charging port to provide a power output in some cases. The controller 220 causes switches SA1 and SA2 to open so that no DC voltage is applied to the OBCM 202 or the AC / AC converter 212, and no AC voltage is applied to the charging port. The controller 220 instructs the OBCM 202 to provide 240 Vac to supply the AC load 108 at full power. The OBCM 202 reduces its current limit based on a desired current limit at output 204.For example, the OBCM 202 reduces its current limit from essentially 80 amperes (A) to essentially 50 A to provide overcurrent protection for output 204, thus eliminating the need for a 50 A circuit breaker at output 204.

[0059] With further reference to Fig. 2-3B is another example of an operating scenario as follows: AC power is output from vehicle 100 via the charging port to the AC grid 106 while the vehicle is parked. According to this operating scenario, 240 Vac is output from vehicle 100 via the charging port while the vehicle 100 is parked. According to this operating scenario, vehicle 100 can, for example, supply 240 Vac to a vehicle (V2V), to a house (V2H), or to the AC grid 106 (V2G). Controller 220 causes switches SA1 and SA2 to close, so that AC voltage is applied to the charging port. Controller 220 causes OBCM 202 to provide 240 Vac. OBCM 202 sets its current limit to a maximum allowable current (e.g., essentially 80 A) to provide as much power as possible. For example, essentially 19.2 kilowatts (kW) can be delivered to the charging port for V2V, V2H or V2G.In such cases, the AC / AC converter 212 can be equipped with overcurrent protection (e.g. a 50 A overcurrent protection), thus making a 50 A circuit breaker unnecessary.

[0060] With further reference to Fig. 2-3B is another example of an operating scenario as follows: While vehicle 100 is parked, a power of 120 Vac is supplied via the charging port. According to this operating scenario, vehicle 100 can, for example, supply 120 Vac to a load (V2L). Controller 220 causes switches SA1 and SA2 to close, so that AC voltage is applied to the charging port. Controller 220 instructs OBCM 202 to provide 120 Vac. This reduces the total available power by essentially 50% compared to 240 Vac. According to one or more embodiments, a user associated with the vehicle can, for example, be informed via a human-machine interface (HMI) that the power at socket 204 is reduced. OBCM 202 sets its current limit to a maximum permissible current (e.g., essentially 80 A) to provide as much power as possible.In such cases, the AC / AC converter 212 can be used with a.

[0061] It may be equipped with overcurrent protection (e.g. 50 A overcurrent protection), thus making a 50 A circuit breaker unnecessary.

[0062] These operating scenarios are presented with reference to Fig. 4 described in more detail. In particular, it shows Fig. 4. A method 400 for managing the AC power flow in a vehicle equipped with a power electronics converter according to one or more embodiments. The method 400 can be implemented by any suitable system or device, for example, the controller 220. The method 400 provides a possible example for controlling the power electronics converter 104 and the OBCM 202.

[0063] Procedure 400 begins at block 402 and continues with block 404. At block 404, the controller 220 reads a vehicle status, an output status, load information, and a control pilot line current limit.

[0064] In decision block 406, the controller 220 determines whether alternating current power flows through the charging port. If the answer is no, the procedure 400 continues with decision block 408, where it is determined whether alternating current power flows through the charging port. If the answer in decision block 408 is yes, the following occurs: Fig. The procedures 500, shown and further described herein, are implemented in block 410. If the answer in decision block 408 is no, procedure 400 continues with block 412.

[0065] In block 412, controller 220 issues the command to open switches SA1 and SA2. Procedure 400 then proceeds to decision block 414 to check whether the vehicle is in vehicle-to-load (V2L) mode via output 204. If the answer is no, procedure 400 ends in block 448. If the answer is yes, procedure 400 continues with block 416.

[0066] In block 416, the OBCM 202 is instructed to provide 240 V / 120 V AC and reduce the current limit to 50 A. Procedure 400 then proceeds to decision block 417, where the AC / AC converter 212 generates a split phase of 240 Vac and 120 Vac. Procedure 400 then proceeds to block 448 and terminates.

[0067] If decision block 406 determines that alternating current must flow through the charging port, procedure 400 proceeds to decision block 418. In decision block 418, controller 220 checks whether the vehicle 100 is in V2V or V2H operating mode via the charging port. If so, procedure 400 proceeds to block 420, where controller 220 closes switches SA1 and SA2. Procedure 400 then proceeds to block 422, where controller 220 instructs OBCM 202 to provide 240 Vac. Procedure 400 then proceeds to block 424, where OBCM 202 sets its current limit to essentially 80 A. Procedure 400 then proceeds to decision block 426.

[0068] In decision block 426, the controller 220 checks whether the vehicle 100 is in V2L operating mode and supplying electrical power via output 204. If the answer is yes, procedure 400 continues to block 430. In block 430, the controller 220 performs AC / AC control of the current flowing through output 204. Procedure 400 continues to block 432, where the output current of the OBCM 202 is set to I OBCM1 = -I CP1 + I ACAC1 + I L1 is controlled. In this case, I CP1 Negative, because the positive current is defined as current coming from the vehicle's perspective from the charging port and not flowing into it. The current can be limited, for example to 30 amperes, 50 amperes, and / or the like. Procedure 400 then ends in block 448.

[0069] If the answer in decision block 426 is no, or if the answer in decision block 442 is no, procedure 400 proceeds to block 444. In block 444, the controller 220 sets the AC / AC converter 212 to a current protection of 50 A. According to one or more embodiments, in block 444, if no V2L flows through the socket 204, the AC / AC converter 212 is deactivated so that there is no voltage at output 204. Procedure 400 then proceeds to block 446, where the controller 220 controls the output current of the OBCM 202 by setting the output to I OBCM1 = -I CP1 The definition of the current sign is the same as described above. Procedure 400 then ends in block 448.

[0070] If, in decision block 418, controller 220 determines that vehicle 100 is not in V2H mode via the charging port, procedure 400 proceeds to decision block 434. In decision block 434, controller 220 checks whether vehicle 100 is in V2L mode via the charging port. If the answer is no, procedure 400 ends in block 448. If the answer in decision block 434 is yes, procedure 400 proceeds to block 436, where controller 220 closes switches SA1 and SA2. Procedure 400 then proceeds to block 438, where controller 220 instructs OBCM 202 to provide 120 Vac. Procedure 400 then proceeds to block 440, where OBCM 202 sets its current limit to essentially 80 A. Procedure 400 then continues with decision block 442.

[0071] In decision block 442, controller 220 determines whether the vehicle is in V2L operating mode via output 204. If the answer is yes, procedure 400 continues with block 430. If the answer is no, procedure 400 continues with block 444.

[0072] It may also include additional processes, and it should be understood that the one in Fig. The process shown in section 4 is for illustrative purposes only, and other processes may be added or existing processes removed, modified or rearranged without deviating from the scope of this disclosure.

[0073] With continued reference to Fig. Sections 2-3B now describe further exemplary operating scenarios. One example of an operating scenario is as follows: Input AC power flows through the charging port, and AC charging is performed at 240 Vac and 80 A. According to this operating scenario, the vehicle 100 is parked and receives, for example, 240 Vac from the AC grid 106 via the charging port at 80 A. The controller 220 causes switches SA1 and SA2 to close. The controller 220 causes the OBCM 202 to draw AC power. According to one or more embodiments, the OBCM 202 is controlled such that alternating current is drawn at a minimum current threshold (e.g. 30 A), but the exact amount of alternating current depends on whether the output 204 is activated, whether the output 204 is connected to and used by the AC load 108, and on the amount of current drawn by the AC load 108.The OBCM 202 sets its current limit to a maximum permissible current (e.g., essentially 80 A) to provide as much power as possible. In such cases, the AC / AC converter 212 can be equipped with overcurrent protection (e.g., 50 A overcurrent protection), thus eliminating the need for a 50 A circuit breaker.

[0074] With continued reference to Fig. 2-3B is another example of an operating scenario as follows: Input AC current flows through the charging port, and AC charging is performed at 240 Vac and 32 A. According to this operating scenario, the vehicle 100 is parked and receives, for example, 240 Vac from the AC grid 106 via the charging port at 32 A. The controller 220 causes switches SA1 and SA2 to close, and AC voltage is applied to the OBCM 202 and the AC / AC converter 212. The controller 220 causes the OBCM 202 to either draw AC current or supply AC current, depending on whether output 204 is enabled, whether output 204 is connected to and being used by the AC load 108, and depending on the amount of current drawn by the AC load 108. The OBCM 202 sets its current limit to a maximum permissible current (e.g., essentially 80 A) in order to provide as much power as possible.In such cases, the AC / AC converter 212 can be equipped with overcurrent protection (e.g. 50 A overcurrent protection), thus making a 50 A circuit breaker unnecessary.

[0075] With continued reference to Fig. 2-3B is another example of an operating scenario as follows: Input AC current flows through the charging port, and AC charging is performed at 120 Vac and 12 A. According to this operating scenario, the vehicle 100 is parked and receives, for example, 120 Vac from the AC grid 106 via the charging port at 12 A. The controller 220 causes switches SA1 and SA2 to close, and AC voltage is applied to the OBCM 202 and the AC / AC converter 212. The controller 220 deactivates output 204, for example, by opening a switch (not shown) on the line to L1. In such cases, a user assigned to the vehicle can be informed, for example, via an HMI, that output 204 is unavailable. The controller 220 causes the OBCM 202 to draw AC current. The OBCM 202 can reduce its current limit as desired, and the AC / AC converter 212 can be equipped with overcurrent protection (e.g.,equipped with a 50 A overcurrent protection device, thus eliminating the need for a 50 A circuit breaker.

[0076] With continued reference to Fig. In section 2-3B, the user can select via the HMI, according to another operating scenario, whether to implement the immediately preceding operating scenario or the following one, in which AC input current flows through the charging port and AC charging is performed at 120 Vac and 12 A, but V2L is not supported or enabled. According to this operating scenario, the controller 220 causes switches SA1 and SA2 to close. AC voltage is applied to the OBCM 202 and the AC / AC converter 212. The controller 220 informs the user via the HMI that output 204 is unavailable. The controller 220 causes the OBCM 202 to draw AC current. In such cases, the AC / AC converter 212 can be equipped with overcurrent protection (e.g., a 50 A overcurrent protection device), thus eliminating the need for a 50 A circuit breaker.

[0077] With further reference to Fig. 2-3B is another example of an operating scenario as follows: Input AC current flows through the charging port, and AC charging is performed at 120 Vac and 12 A, with V2L supported and enabled. According to this operating scenario, the vehicle 100 is parked and receives, for example, 120 Vac from the AC grid 106 via the charging port at 12 A. The controller 220 causes switches SA1 and SA2 to close, and AC voltage is applied to the OBCM 202 and the AC / AC converter 212. The controller 220 instructs the OBCM 202 to supply AC current, reducing the total available power (e.g., from 19.2 kW to 9.6 kW + 1.4 kW = 11 kW). The user can be informed via the HMI that the power at the outputs is reduced and that the battery 102 is not being charged. The OBCM 202 can reduce its current limit as desired, and the AC / AC converter 212 can be equipped with overcurrent protection (e.g.,be equipped with 50 A overcurrent protection, thus eliminating the need for a 50 A circuit breaker.

[0078] These operating scenarios are presented with reference to Fig. 5 described in more detail. In particular, it shows Fig. 5. A method 500 for managing the flow of alternating current power in a vehicle equipped with a power electronics converter according to one or more embodiments. The method 500 can be implemented by any suitable system or device, for example, the controller 220. The method 500 provides a possible example for controlling the power electronics converter 104 and the OBCM 202.

[0079] Procedure 500 begins at block 502 and continues with block 504. In block 504, the controller 220 reads a vehicle status, an output status, load information, and a control pilot line current limit.

[0080] In decision block 506, controller 220 determines whether AC power flows through the charging port. If the answer is no, procedure 500 continues with block 510. If the answer is yes, procedure 500 continues with decision block 508, where controller 220 determines whether V2L is desired. If the answer is no, procedure 500 continues with block 510, where controller 220 closes switches SA1 and SA2. Procedure 500 then continues with block 512, where the control charging current of OBCM 202 is set to I OBCM1 = I CP1 The procedure 500 then continues with block 514, where the AC / AC converter 212 is set to 50 A current protection. The procedure 500 then ends in block 530.

[0081] If the answer in decision block 508 is yes, procedure 500 proceeds to decision block 516, where controller 220 checks if the input power is greater than the output load power. If the answer is yes, procedure 500 proceeds to block 518, where controller 220 closes switches SA1 and SA2. Procedure 500 then proceeds to block 520, where controller 220 instructs AC / AC converter 212 to provide load power. Procedure 500 then proceeds to block 522, where the control charging current of OBCM 202 is set to I OBCM1 = I CP1 - I ACAC1 - I L1 The procedure 500 then ends in block 530.

[0082] If the answer in decision block 516 is no, procedure 500 proceeds to block 524, where controller 220 commands switches SA1 and SA2 to be closed. Procedure 500 then proceeds to block 526, where OBCM 202 is instructed to set output power IOBCM1 = I L1 + I ACAC1 - I CP1 to provide. Procedure 500 then continues with block 528, where the AC / AC converter 212 controls the current to the AC load 108. Procedure 500 then ends in block 530.

[0083] Additional processes may also be included, and it should be understood that the one in Fig. The process shown in section 5 is for illustrative purposes only, and other processes may be added or existing processes removed, modified or rearranged without deviating from the scope of this disclosure.

[0084] Fig. Figure 6 shows a method 600 for managing the flow of alternating current power in a vehicle equipped with a power electronics converter according to one or more embodiments, in the alternating current charging mode. Method 600 can be implemented by any suitable system or device, for example, the controller 220. Method 600 provides a possible example for controlling the power electronics converter 104 and the OBCM 202.

[0085] Procedure 600 begins at block 602 and continues with block 604. In block 604, the controller 220 reads a vehicle status, an output status, load information, and a control pilot line current limit. If a cover (not shown) of output 204 is open, as determined in decision block 606, the current of the AC / AC converter 212 is limited in block 608 by a current value, for example, 20 amperes. Subsequently, in decision block 610, it is determined whether the total load current I L1 + I ACAC1 is greater than a current value (xA) (e.g., 10 amperes). If yes (decision block 610 "Yes"), the OBCM command current (I OBCM1 ) in block 612 on I CP1 - I L1 - I ACAC1 - I margin set, where I marginA tolerance current is used to ensure that the EVSE does not overcurrent when an inrush current occurs on the load side of output 204. If not (decision block 610 "No"), the OBCM command current (I OBCM1 ) in block 614 on I CP1 - I L1 - I ACAC1 Set. Procedure 600 ends in block 616.

[0086] Additional processes may also be included, and it should be understood that the one in Fig. The process shown in section 6 is for illustrative purposes only, and it is understood that other processes may be added or existing processes removed, modified or rearranged without deviating from the scope of this disclosure.

[0087] The Controller 220 significantly enhances the functionality of the Vehicle 100 by enabling precise and dynamic management of the OBCM 202 and the Power Electronics Converter 104. By receiving real-time data on vehicle status, output status, load information, and control pilot line current limits, the Controller 220 can issue optimized current commands to the OBCM 202, ensuring efficient power distribution and preventing overload and overcurrent conditions. This coordinated control helps maintain the EVSE current limits, thus avoiding shutdowns and improving the overall reliability of the power management system.

[0088] Furthermore, the Controller 220's ability to dynamically adjust the operation of the AC / AC converter, including the switching operation of the buck and Cuk converters, ensures that the Vehicle 100 can deliver stable split-phase AC power (120 Vac and 240 Vac) to external loads under various conditions, such as charging, idling, or in motion. The Controller 220 also manages the relay matrix, selectively activating and deactivating relays based on the Vehicle 100's operating scenario to ensure proper voltage and current distribution.

[0089] Additionally, the Controller 220 can implement various control algorithms based on customer preferences or specific vehicle program requirements, such as disabling outputs or prioritizing certain loads. The Controller 220 also provides feedback to an HMI to inform a user assigned to the vehicle about the current power distribution status, any limitations due to power restrictions, and the vehicle's operating mode. Overall, the Controller 220 improves the vehicle's efficiency, reliability, and user-friendliness by optimizing the performance of the OBCM and the power electronics converter.

[0090] The terms "a / r / s" do not imply a limitation of quantity, but rather the presence of at least one of the elements mentioned. The term "or" means "and / or" unless the context clearly indicates otherwise. References to "an aspect" throughout the description mean that a specific element (e.g., a feature, structure, step, or property) described in connection with that aspect is contained in at least one aspect described here and may or may not be present in other aspects. Furthermore, it is important to understand that the described elements can be combined in any suitable way across the various aspects.

[0091] When an element such as a layer, film, area, or substrate is described as being "on" another element, it may be located directly on top of that other element, or there may be intervening elements. Conversely, when an element is described as being "directly on" another element, there are no intervening elements.

[0092] Unless otherwise specified herein, all testing standards are the latest standards in force at the time of filing this application or, if priority is claimed, at the time of filing the earliest priority application in which the testing standard appears.

[0093] Unless otherwise defined, the technical and scientific terms used herein have the same meanings as generally understood by experts in the field of this disclosure.

[0094] Although the foregoing disclosure has been described with reference to exemplary embodiments, it will be clear to those skilled in the art that various modifications can be made and elements replaced by equivalents without departing from its scope. Furthermore, many adaptations can be made to fit a particular situation or material to the teachings of the disclosure without departing from its essential scope. Therefore, the present disclosure is not intended to be limited to the disclosed embodiments but to encompass all embodiments that fall within its scope. legend

[0095] In the drawing figures, N stands for no and Y for yes.

Claims

[1] Circuit comprising: a power electronics converter arranged in a vehicle, wherein the power electronics converter is designed to receive AC electrical power from an AC mains source and to supply AC electrical power to an AC load outside the vehicle, wherein the power electronics converter comprises an AC / AC converter; an on-board charging module that is electrically connected to the power electronics converter and a battery located in the vehicle; and a controller for controlling the power electronics converter and the on-board charging module, wherein the power electronics converter provides vehicle-to-load functionality by supplying AC electrical power as an output from a 120 Vac output and / or a 240 Vac output to the AC load. [2] Circuit according to claim 1, wherein the controller controls the power electronics converter and the on-board charging module at least partially on the basis of an operating scenario of the vehicle. [3] Circuit according to claim 2, wherein the operating scenario is one of the following: no power flow through a charging port of the vehicle, output of 120 Vac through the charging port of the vehicle or output of 240 Vac through the charging port of the vehicle. [4] Circuit according to claim 2, wherein the operating scenario is charging the battery with 120 Vac or charging the battery with 240 Vac. [5] Circuit according to claim 1, wherein the controller controls the power electronics converter and the on-board charging module at least partially on the basis of a current limit of the AC mains source, an output status of an output of the vehicle and load current information of the AC load. [6] Circuit according to claim 1, wherein the controller dynamically adapts current commands to the on-board charging module based on real-time monitoring of a load current of the AC load and an output status of an output of the vehicle. [7] Circuit according to claim 1, wherein the controller receives a current limit from the AC mains source via a control pilot line and limits a total current from a charging port of the vehicle so that it does not exceed the current limit in order to prevent the AC mains source from being switched off. [8] Circuit according to claim 1, wherein the output is a split-phase output providing access to both 120 Vac and 240 Vac. [9] Circuit according to claim 1, wherein the controller provides feedback to a human-machine interface to inform a user associated with the vehicle about a current power distribution status of the power electronics converter and the on-board charging module. [10] Vehicle comprising: a battery; a power electronics converter arranged in the vehicle, wherein the power electronics converter serves to receive AC electrical power from an AC mains source and to supply AC electrical power to an AC load outside the vehicle and to the battery, wherein the power electronics converter comprises an AC / AC converter, wherein the AC / AC converter is a multiphase nested AC / AC converter; an on-board charging module that is electrically connected to the power electronics converter and the battery located in the vehicle; and a controller for controlling the power electronics converter and the on-board charging module, wherein the power electronics converter provides vehicle-to-load functionality by supplying AC electrical power as an output from a 120 Vac output and / or a 240 Vac output to the AC load.

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