ARCHITECTURES FOR VEHICLE-TO-VEHICLE SHOPPING OR VEHICLE-TO-LOAD OPERATIONS

Abstract

The examples described here provide a method for supplying electrical power from a first vehicle to a second vehicle, the first vehicle being a hybrid electric vehicle. The method comprises the first vehicle receiving a request for electrical power from the second vehicle, the second vehicle being electrically coupled to the first vehicle, and the request defining a requested quantity of electrical power. The method further comprises generating electrical power, substantially equal to the requested quantity of electrical power, using a generator set associated with an internal combustion engine. The method further comprises transferring the electrical power, substantially equal to the requested quantity of electrical power, from the generator set to the second vehicle.

Description

[0001] The present disclosure relates to vehicles and in particular to architectures for vehicle-to-vehicle charging or vehicle-to-load operations.

[0002] Modern vehicles (e.g., a passenger car, motorcycle, boat, or any other type of motor vehicle) can be equipped with one or more batteries to provide electrical power to various vehicle systems. For example, an electric vehicle may contain one or more batteries to provide electrical power to one or more electric motors that propel the vehicle. This configuration of a vehicle is called a battery electric vehicle (BEV). Other types of vehicles may also be equipped with batteries, such as internal combustion engine vehicles, hybrid electric vehicles, and / or the like, including combinations and / or multiple types thereof.

[0003] Vehicle-to-vehicle charging (V2V charging) is a technique for transferring stored electrical energy from one vehicle (a source vehicle) to another (a destination vehicle). V2V charging can support bidirectional charging technology, enabling both charging and discharging of energy between vehicles. V2V charging can be particularly useful in emergency situations or remote areas where conventional charging infrastructure is unavailable. It operates via a direct current (DC) or alternating current (AC) connection between the vehicles. Vehicles equipped with V2V capabilities can share energy with each other, which can extend driving range or assist vehicles with depleted batteries.

[0004] Vehicle-to-load (V2L) is a technology that transfers electrical power from the vehicle (the source 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 that operates using the vehicle's electrical power. 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 similar situations, including combinations and / or multiple scenarios. As an example, a vehicle with V2L capabilities can be used to charge another electric vehicle.As another example, the vehicle may contain one or more electrical outlets into which any suitable device (e.g. a lamp, a coffee machine, an air compressor and / or the like, including combinations and / or several thereof) can be plugged.

[0005] Vehicles with internal combustion engines, such as plug-in hybrid electric vehicles and hybrid electric vehicles, can use their internal combustion engines to generate electrical power that can be used for V2V charging or V2L operations. It is desirable to provide an architecture for V2V charging or V2L operations that uses a direct power connection from a generator in the source vehicle to supply electrical power for these operations. SUMMARY

[0006] In one embodiment, a computer-implemented method for supplying electrical power from a first vehicle to a second vehicle is provided, wherein the first vehicle is a hybrid electric vehicle. The method comprises receiving a request for electrical power from the second vehicle, the second vehicle being electrically coupled to the first vehicle, and the request defining a requested quantity of electrical power. The method further comprises generating electrical power, substantially equal to the requested quantity of electrical power, using a generator set associated with an internal combustion engine. The method further comprises transferring the electrical power, substantially equal to the requested quantity of electrical power, from the generator set to the second vehicle.

[0007] In addition to one or more of the features described herein, or as an alternative, further embodiments of the method may include the generator set comprising an inverter and at least one machine with internal permanent magnets and an induction machine.

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

[0009] In addition to one or more of the features described herein, or as an alternative, further embodiments of the method may include the second vehicle being electrically connected to the first vehicle via an electrical power take-off port.

[0010] In addition to one or more of the features described herein, or as an alternative, further embodiments of the method may include the electrical power take-off port of the first vehicle supporting a discharge current and handshake signals to enable signal exchanges between the first vehicle and the second vehicle.

[0011] In addition to one or more of the features described herein, or as an alternative, further embodiments of the method may include the second vehicle being electrically connected to a charging access point via a vehicle-side charging module of the first vehicle.

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

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

[0014] In addition to one or more of the features described herein, or as an alternative, further embodiments of the method may include the generator set containing a four-pole generator.

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

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

[0017] In a further embodiment, a hybrid electric vehicle is provided. The vehicle includes an internal combustion engine, a generator set to convert mechanical energy generated by the internal combustion engine into electrical power, and a charging controller. The charging controller includes a processing device for executing computer-readable commands, wherein the computer-readable commands control the charging controller to perform operations for supplying electrical power from the hybrid electric vehicle to a second vehicle. The operations include the hybrid electric vehicle receiving a request for electrical power from the second vehicle, wherein the second vehicle is electrically coupled to the hybrid electric vehicle, and the request defines a requested quantity of electrical power.The operations further include causing the generator set to generate electrical power, wherein the electrical power is substantially equal to the requested amount of electrical power. The operations further include causing the electrical power, substantially equal to the requested amount of electrical power, to be transferred from the generator set to the second vehicle.

[0018] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include a generator set comprising an inverter and at least one machine with internal permanent magnets and an induction machine.

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

[0020] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include an electrical power take-off port, wherein the second vehicle is electrically connected to the electrical power take-off port.

[0021] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include the electrical power take-off port of the hybrid electric vehicle supporting a discharge current and handshake signals to enable signal exchanges between the hybrid electric vehicle and the second vehicle.

[0022] In addition to one or more of the features described herein, or as an alternative, further embodiments of the vehicle may include a vehicle-side charging module, wherein the second vehicle is electrically connected via a charging access point using a vehicle-side charging module.

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

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

[0025] In a further embodiment, a computer program product is provided for supplying electrical power from a vehicle to a device while the vehicle is operating in a vehicle-to-load (V2L) mode. The computer program product includes a set of one or more computer-readable storage media and program instructions, which are stored together in the set of one or more storage media, to cause a set of processors to perform operations. The operations include the vehicle receiving a request for electrical power from the device, wherein the device is electrically coupled to the vehicle and the request defines a requested quantity of electrical power.The operations further include generating electrical power, substantially equal to the requested amount of electrical power, using a generator set associated with an internal combustion engine. The operations further include transferring the electrical power, substantially equal to the requested amount of electrical power, from the generator set to the device.

[0026] The features and advantages described above, and further features and advantages of the disclosure, will become apparent from the following detailed description when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Further features, advantages and details appear only as examples in the following detailed description, which refers to the drawings; they show: Fig. 1 an illustration of vehicle support architectures for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments; Fig. 2A a block diagram of a vehicle-to-vehicle charging or vehicle-to-load system according to one or more embodiments; Fig. 2B a block diagram of a vehicle-to-vehicle charging or vehicle-to-load system according to one or more embodiments; Fig. 3A a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments; Fig. 3B a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-loading according to one or more embodiments; Fig. 3C a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-loading according to one or more embodiments; Fig. 3D a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments; Fig. 3E a block diagram of a circuit for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments and Fig. 4 a flowchart of a process for vehicle-to-vehicle loading or vehicle-to-load according to one or more embodiments. DETAILED DESCRIPTION

[0028] The following description is merely exemplary and is not intended to limit the present disclosure, its application, or uses. It should be understood that throughout the drawings, corresponding reference numerals denote similar or corresponding sections and features. 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 grouped) with memory executing one or more software or firmware programs, a combinational logic circuit, and / or other suitable components providing the described functionality.

[0029] As used herein, the term “controller” (e.g., a load controller, which is further described herein) refers to a dedicated controller containing a processor and memory, a general-purpose controller containing control modules configured to implement a control process using the dedicated controller, a network of several different controllers communicating with each other, each containing processors and memory and configured to implement the control process together, and any similar configuration for implementing the control process.

[0030] One or more embodiments described herein provide architectures that enable vehicle-to-vehicle charging or vehicle-to-load charging. For example, a vehicle may be configured to provide direct current (DC) electrical power (e.g., essentially 400-800 V) and / or alternating current (AC) electrical power (e.g., essentially 110-120 Vac and / or essentially 220-240 Vac) to another vehicle or load electrically connected to a vehicle. According to one or more embodiments, one or more of the embodiments described herein may be implemented at further AC and / or DC voltage levels.

[0031] The propulsion systems of existing hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs) use an on-board charging module (OBCM) to charge the vehicle's battery from the grid. When vehicle-to-vehicle (V2V) charging is performed, the vehicle (e.g., an HEV or PHEV) often employs a DC-DC converter to transfer electrical power from the source vehicle (e.g., the vehicle providing electrical power) to the destination vehicle (e.g., the vehicle receiving electrical power from the source vehicle). Such a DC-DC converter can be a bidirectional DC-DC converter, a fuel cell DC-DC converter, and / or similar devices, including combinations and / or multiple types.In some cases, such HEVs or PHEVs may use an external V2V charging architecture or may use an electronic multi-function drive system with increased power supply capability for V2V DC charging in electric vehicles.

[0032] However, each of these existing solutions uses a DC-DC converter, which adds weight, complexity, and additional inefficiencies to the vehicle. It is desirable to provide an architecture for V2V charging or V2L operations that uses a direct power connection from a generator in the source vehicle to provide electrical power for V2V charging or V2L operations without the DC-DC converter of existing solutions.

[0033] One or more embodiments described herein address these and other shortcomings by providing architectures for vehicle-to-vehicle or vehicle-to-load charging. According to one or more embodiments, an electrical architecture is provided that enables V2V DC charging in a plug-in hybrid electric vehicle (PHEV) or a hybrid electric vehicle (HEV) with a motor-generator driven by an internal combustion engine (ICE) and an inverter that regulates the charging voltage and current. That is, one or more embodiments allow a PHEV or an HEV containing an ICE, a generator set, and an inverter to directly charge another vehicle at the power output of the generator. One or more embodiments provide a direct power connection from the generator set in a V2x AC mode.One or more embodiments eliminate the DC converter that is conventionally implemented for V2V charging and / or V2L operations.

[0034] One or more embodiments described herein can be applied to any suitable hybrid vehicle, such as mild hybrids, full hybrids (e.g., parallel hybrids and series hybrids), plug-in hybrids, electric vehicles with range-extended hybrid technology and / or the like, including combinations and / or several thereof.

[0035] It must be acknowledged that the functionality of any vehicle implementing one or more of the embodiments described herein is enhanced. In particular, one or more of the embodiments described herein offer significant benefits and advantages, especially in improving the functionality of hybrid electric vehicles. For example, by integrating a direct power connection from a generator set, these embodiments eliminate the need for a conventional DC-DC converter, reducing weight, complexity, and inefficiencies. This streamlined architecture enables more effective V2V charging and V2L operations, providing a cost-effective solution that minimizes additional hardware requirements.One or more embodiments provide the ability to adjust the output voltage and current based on receiver requirements, ensuring optimal power distribution and improving the vehicle's adaptability to various charging scenarios. Furthermore, the use of a separately excitable machine or one with internal permanent magnets enables precise regulation of the power output, enhancing overall energy management within the vehicle. These innovations not only improve the vehicle's operational efficiency but also expand its utility in diverse environments by providing enhanced functionality, offering users greater flexibility and reliability in power management.

[0036] Fig. Figure 1 illustrates a vehicle 100 that supports vehicle-to-vehicle charging or vehicle-to-load architectures according to one or more embodiments. The vehicle 100 serves as an example platform for implementing the described vehicle-to-vehicle charging or vehicle-to-load architectures. The vehicle 100 integrates various components to enable these functionalities, including a battery 102, an ICE 104, and a charging controller 110. The vehicle 100 can be any type of automobile, such as a passenger car, truck, van, bus, motorcycle, or boat. The vehicle 100 can be powered by gasoline, diesel, or a combination of electrical power from the battery 102 and the ICE 104, as is seen in HEVs or PHEVs.

[0037] Battery 102 represents one or more batteries in vehicle 100. Battery 102 can be a single battery, multiple batteries, or a battery system. Battery 102 receives electrical power from various sources, such as an AC power supply or the alternator or generator of vehicle 100. Battery 102 supplies electrical power to an electric motor for vehicle propulsion, internal systems such as infotainment or climate control, external systems or devices connected to vehicle 100 (V2L operations), other vehicles connected to vehicle 100 (e.g., V2V charging), such as the charging external vehicle 120, and / or the like, including combinations and / or multiple configurations thereof. Battery 102 also supports V2V charging by supplying power to a charging external vehicle 120 or V2L operations by supplying power to external systems or devices.

[0038] The internal combustion engine (ICE) 104 is a component of the vehicle 100 that provides mechanical power which can be converted into electrical power for various applications. The ICE 104 can be powered by gasoline, diesel, or other suitable fuels. In the context of V2V and V2L operations, the ICE 104 works in conjunction with other components (e.g., a generator and an inverter) to generate and regulate electrical power, which can be used to charge the battery 102 or to supply power to external loads.

[0039] The charging controller 110 is responsible for managing the charging processes in the vehicle 100. The charging controller 110 contains a processor 112 and a memory 114, which store and execute computer-readable instructions to control the charging operations. The charging controller 110 communicates with other components, such as the ICE 104 and the battery 102, to set an output voltage and current based on the requirements of the receiving vehicle (e.g., the external vehicle 120 being charged) or the load. The charging controller 110 ensures efficient power distribution and management during V2V charging and V2L operations.

[0040] The processor 112 in the charging controller 110 executes the instructions stored in memory 114 to perform various operations related to charging control. The processor 112 processes data and signals from other components to make real-time adjustments to the charging parameters, ensuring optimal performance and safety during power transfer. The processor 112 can be one or more devices implemented using various types of hardware, such as a microcontroller, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), a systemon chip (SOC), and / or similar devices, including combinations thereof.

[0041] Memory 114 stores the computer-readable instructions executed by Processor 112. Memory 114 can also store data related to charging operations, such as voltage and current levels, state of charge (SOC), and other relevant parameters. By providing the necessary instructions and data storage capabilities, Memory 114 enables the charge controller 110 to effectively perform its functions. Memory 114 can be one or more devices implementing various types of memory hardware, such as flash memory, read / write memory, read-only memory, and / or the like, including combinations thereof.

[0042] The charging external vehicle 120, also referred to as the target vehicle, receives electrical power from vehicle 100 during V2V charging operations. The charging external vehicle 120 establishes a connection with vehicle 100 via suitable interfaces and cables, enabling the transfer of electrical power. The charging controller 110 manages the power transfer to ensure compatibility and efficiency, adjusting the output based on the receiver's requirements.

[0043] According to one or more embodiments, the vehicle 100 includes a generator driven by the ICE 104 and an inverter to enable V2V DC charging by exporting power via a DC fast charging port or an electrical power take-off port (ePTO port) of the vehicle 100.

[0044] According to one or more embodiments, the vehicle 100 can contain several controllers, including a power machine controller (not shown) for controlling an ICE 104, an inverter controller (not shown), and the charging controller 110. These controllers communicate, for example, via a communication bus to adjust the output voltage and output current based on the requirements of the charging external vehicle 120.

[0045] According to one or more embodiments, the architectures described herein enable a direct power connection to the charging external vehicle 120 from a generator in a V2x AC mode.

[0046] One or more embodiments of the vehicle 100 provide a mode switching strategy between different operating conditions of the vehicle 100.

[0047] According to one or more embodiments, the battery 102 can be selectively disconnected from a propulsion bus (not shown) of the vehicle 100 during V2x mode using the generator (e.g., a generator set). According to one or more embodiments, the battery 102, in conjunction with twin propulsion motors and inverters, can be used as a step-down, step-up, or step-down / step-up converter for V2V DC fast charging using energy available from the battery 102.

[0048] According to one or more embodiments, the generator set can use an internal permanent magnet machine (IPM machine) and / or a separately excitable machine (SEM). The SEM-based generator set can be used to regulate both the magnitude and frequency of the alternating current generated by operating the ICE 104 at a constant speed of essentially 60 Hz and adjusting the excitation to maintain a desired voltage between the lines (e.g., 240 Vrms).

[0049] Fig. Figure 2A is a block diagram of a system 200a for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments. The system 200a includes an ICE 104, an IPM machine 202, an inverter 204, a fast V2X DC-FC charger 206, and a charge controller 110. These components interact to enable the transfer of electrical power between vehicles or to external loads.

[0050] The ICE 104 provides mechanical power that can be converted into electrical power. The ICE 104 connects to the IPM 202, which manages the conversion of mechanical energy into electrical energy. The ICE 104 can operate using various fuels, such as gasoline or diesel, to generate the power required by the system.

[0051] The IPM machine 202 connects to the ICE 104 to convert mechanical power into electrical power. The IPM machine 202 regulates the power flow and ensures efficient energy conversion. The IPM machine 202 connects to the inverter 204, enabling the conversion of electrical power into a suitable form for further processing.

[0052] The inverter 204 receives electrical power from the IPM machine 202 and converts it into a form suitable for the V2X-DCFC 206. The inverter 204 plays a role in adapting the power output for vehicle-to-vehicle charging or vehicle-to-load applications. The inverter 204 ensures that the power output is compatible with the requirements of the connected systems.

[0053] Together, the IPM machine 202 and the inverter 204 represent an example of a generator set 201.

[0054] The V2X-DCFC 206 connects to the inverter 204 to enable DC fast charging. The V2X-DCFC 206 allows for rapid power transfer to other vehicles or external loads, thus supporting efficient energy distribution. The V2X-DCFC 206 supports fast and effective charging operations. According to one or more embodiments, the charging external vehicle 120 of Fig. 1 establish a direct or indirect connection to V2X-DCFC 206 to exchange electrical power.

[0055] The charging controller 110 manages the overall operation of the system 200a. The charging controller 110 coordinates the interactions between the ICE 104, the IPM machine 202, the inverter 204, and the V2X-DCFC 206. The charging controller 110 ensures optimal performance and safety during power transmission by adjusting parameters as needed.

[0056] Fig. Figure 2B is a block diagram of a System 200b for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments. System 201b includes an ICE 104, a charging controller 110, a SEM 203, an inverter + DC converter 205, a V2X-DCFC 206, and a V2X-AC 208. These components interact to enable the transfer of electrical power between vehicles or to external loads.

[0057] The charging controller 110 manages the overall operation of a system 201b. The charging controller 110 coordinates the interactions between the ICE 104, the SEM 203, the inverter + DC converter 205, the V2X-DCFC 206, and the V2X-AC 208. The charging controller 110 ensures optimal performance and safety during power transmission by adjusting parameters as needed.

[0058] The SEM 203 couples with the ICE 104 to convert mechanical power into electrical power. The SEM 203 can be any type of machine intended to be used as a generator, including a permanent magnet motor, an induction motor, a separately excited machine, or others. The SEM 203 regulates the power flow and ensures efficient energy conversion. The SEM 203 connects to the inverter + DC converter 205, which enables the conversion of electrical power into a suitable form for further processing. According to one or more embodiments, the SEM can employ pulse width modulation (PWM) programming for low losses and / or ripple, and for overall improvement in efficiency and durability.

[0059] The Inverter + DC-DC Converter 205 receives electrical power from the SEM 203 and converts it into a form suitable for the V2X-DCFC 206. The Inverter + DC-DC Converter 205 plays a role in adapting the power output for vehicle-to-vehicle charging or vehicle-to-load applications. The Inverter + DC-DC Converter 205 ensures that the power output is compatible with the requirements of the connected systems.

[0060] Together, the SEM 203 and the inverter + DC converter 205 represent an example of a generator set (gen set) 201.

[0061] The V2X-DCFC 206 connects to the inverter + DC converter 205 to enable DC fast charging. The V2X-DCFC 206 allows for rapid power transfer to other vehicles or external loads, supporting efficient energy distribution. The V2X-DCFC 206 supports fast and effective charging operations.

[0062] The V2X-AC 208 connects to the SEM 203 to provide AC power for external loads, bypassing the inverter + DC converter 205. The V2X-AC 208 enables the system to supply AC power for V2L operations, expanding the range of devices and systems that can be powered by the Vehicle 100.

[0063] Fig. 3A- Fig. 3E will now be described together. In particular, they represent Fig. 3A- Fig. 3E represents a circuit 300 for vehicle-to-vehicle charging, vehicle-to-load or vehicle-to-everything (V2x) according to one or more embodiments. Each of Fig. 3A- Fig. 3E represents a path for the flow of electrical energy from the ICE 104 of vehicle 100 to the charging external vehicle 120. For example, Fig. 3A represents path 301, represents Fig. 3B represents path 302, Fig. 3C represents path 303, Fig. 3D represents a path 304 and represents Fig. 3E represents path 305.

[0064] The circuit 300 contains an ICE 104, a battery 102, a generator set 201, an inverter 312, an AC line filter + relay / fuse 314, vehicle-side power outputs 316, a junction box 318, a fuse box 320, an ePTO connection 322, a charging access point 324, and an on-board charging module (OBCM) 326. These components interact to enable the transfer of electrical power between vehicles (e.g., between vehicle 100 and the charging external vehicle 120) or to external loads (e.g., from vehicle 100 to an external load 342).

[0065] The ICE 104 provides mechanical power that can be converted into electrical power. The ICE 104 connects to generator set 201, which manages the conversion of mechanical energy into electrical energy. Generator set 201 couples with the ICE 104 to convert mechanical power into electrical power. Generator set 201 regulates the power flow and ensures efficient energy conversion. Generator set 201 connects to the AC line filter + relay / fuse 314, which enables the conversion of electrical power into a form suitable for V2L operations via the vehicle's power outputs 316.

[0066] The generator set 201 is also connected to the inverter 312 to provide DC power for external loads such as the charging external vehicle 120. The inverter 312 connects to the junction box 318, which contains various electronic components such as switches, wires, relays, resistors, fuses, and / or the like, including combinations and / or multiple components thereof.

[0067] The junction box 318 is connected to the fuse box 320, which also connects to the ePTO port 322 to provide protection for the circuit 300, the vehicle 100, and the charging external vehicle 120. The fuse box 320 ensures the safe operation of the system by preventing overloads and short circuits.

[0068] The charging external vehicle 120 receives electrical power from the ePTO port 322 during vehicle-to-vehicle charging operations. The charging external vehicle 120 establishes a connection with the vehicle 100 via suitable interfaces and cables, as shown in Fig. 3A- Fig. Figure 3E shows what enables the transfer of electrical power to the charging external vehicle 120 from the generator set 201 of the vehicle 100.

[0069] In certain embodiments, such as in Fig. Figure 3A shows the charging external vehicle 120 connected to the ePTO port 322.

[0070] In other embodiments, such as in Fig. 3B and Fig. Figure 3C shows the charging external vehicle 120 connected to a charging access point 324, which supplies electrical power to the charging external vehicle 120.

[0071] Various paths, including paths 301, 302, 303, 304 and 305, can be used to provide electrical power for the charging external vehicle 120 according to different operating scenarios, which are now described with reference to Fig. 3A- Fig. 3E will be described in more detail.

[0072] In particular with reference to Fig. Path 301 represents the flow of electrical power in circuit 300 from the generator set 201 to the charging external vehicle 120 via the ePTO connection 322. Path 301 connects various components, ensuring that power is distributed efficiently and effectively.

[0073] The embodiment of Fig. 3A provides V2V charging via the ePTO port 322, as shown by path 301. In this embodiment, the battery 102 can be selectively disconnected from the propulsion bus (not shown) during a V2x operating mode by means of the generator set 201, or power can also be provided at the ePTO port 322 by both the battery 102 and the generator set 201 together, or by the battery 102 alone for a limited time. A power machine controller (not shown) controls the ICE 104, and an inverter controller (not shown) controls the inverter of the generator set 201 (e.g., the inverter 204 of Fig. 2A), communicate with the charging controller 110 to adjust the output voltage and current delivered at the ePTO port 322 based on requests from the charging external vehicle 120. The ePTO port 322 enables a V2x discharge current, and handshake signals allow specific signal exchanges between the vehicle 100 and the charging external vehicle 120, such as a request for voltage, current, power / energy, change state, and / or the like, including combinations and / or multiples thereof. It is to be acknowledged that in the embodiment of Fig. 3A does not implement an additional DC converter, as is commonly used in fuel cell electric vehicles (FCEVs).

[0074] With reference to Fig. Path 302 represents the flow of electrical power in circuit 300 from generator set 201 to the charging external vehicle 120 via charging access 324. Path 302 connects various components, ensuring that power is distributed efficiently and effectively.

[0075] The embodiment of Fig. 3B provides V2V charging by routing electrical power from generator set 201, bypassing battery 102, via charging access 324, as shown by path 302. In this embodiment, battery 102 can be disconnected from the propulsion bus (not shown) during a V2x operating mode via generator set 201. A power machine controller (not shown) controlling an ICE 104 and an inverter controller (not shown) controlling the inverter of generator set 201 (e.g., the inverter 204 of Fig. 2A) controls the charging controller 110 to adjust the output voltage and current at charging access 324 based on requirements from the charging external vehicle 120. According to one or more embodiments, the battery 102 is disconnected from the propulsion bus when power is exported during V2V charging (e.g., in DC fast-charging mode) using only the generator set 201. According to one or more embodiments, the exported power can also be provided jointly by both the generator set 201 and the battery 102.

[0076] With reference to Fig. Path 303 represents the flow of electrical power in circuit 300 from the generator set 201 via the AC line filter + relay / fuse 314 to the charging external vehicle 120 by means of the charging access 324. Path 303 connects various components, ensuring that power is distributed efficiently and effectively.

[0077] The embodiment of Fig. 3C provides V2V charging by routing electrical power from generator set 201, bypassing battery 102, via charge port 324, as shown by path 303. This example provides V2V AC charging using an AC charge port by routing AC power from generator set 201 before feeding the inverter. A power machine controller (not shown) controls an ICE 104, and an inverter controller (not shown) controls the inverter of generator set 201 (e.g., inverter 204 of the Fig. 2A) controls, communicates with the charging controller 110 to adjust the output voltage and output current delivered at charging access 324 based on requirements from the charging external vehicle 120. The generator set 201 can be a four-pole generator with a neutral conductor for essentially 120 VAC single-phase output. According to one or more embodiments, the generator set 201 can provide a three-phase output, and two of the three phases can be used for a phase split of essentially 120 VAC and essentially 208 VAC.

[0078] With reference to Fig. 3D represents path 304, the flow of electrical power in circuit 300 from generator set 201 via the AC line filter + relay / fuse 314 to the external load 342 by means of the vehicle-side power outputs 316. Path 304 connects various components, ensuring that power is distributed efficiently and effectively.

[0079] The embodiment of Fig. 3D provides V2L charging by routing electrical power from generator set 201 to external load 342 via vehicle-side power outputs 316, as shown by path 304. This example provides high-power V2L operation (e.g., essentially 120 V, essentially 208 V, etc.) using relays by routing AC power directly from generator set 201 to vehicle-side power outputs 316 to supply power to the external load 342, which is electrically coupled to the vehicle-side power outputs 316. A power machine controller (not shown) controlling an ICE 104 communicates with the charging controller 110 to set the output voltage and current at the vehicle-side power outputs 316.In this embodiment, the SEM 203 can be used as a generator capable of regulating both the magnitude and frequency of the alternating current produced by the generator while operating the ICE 104 at a constant speed of essentially 60 Hz and adjusting the excitation of the SEM 203 to provide essentially a 120 VAC single-phase output, or using two of the three phases to provide a phase split of essentially 120 VAC and essentially 208 VAC when V2L operations are used. According to one or more embodiments, the relays can bypass the propulsion bus when electrical power is routed from the SEM 203 (e.g., the generator set 201) to the external load 342.

[0080] With reference to Fig. Path 305 represents the flow of electrical power in circuit 300 from generator set 201 to a vehicle-to-everything (V2x) device 360 ​​via a DC bus to the OBCM 326 and the charging access point 324, as shown. Path 305 connects various components, ensuring that power is distributed efficiently and effectively.

[0081] The embodiment of Fig. 3E provides V2x charging by routing electrical power from generator set 201, bypassing battery 102, via the OBCM 326, as shown by path 305. In this embodiment, battery 102 is disconnected from the propulsion bus (not shown) during a V2x operating mode via generator set 201. A power machine controller (not shown) controlling an ICE 104 and an inverter controller (not shown) controlling the inverter of generator set 201 (e.g., the inverter 204 of Fig. 2A) controls, communicate with the charging controller 110 to adjust the output voltage and output current at the OBCM 326 based on requirements from the V2x device 360.

[0082] Fig. Figure 4 illustrates a flowchart of a method 400 for vehicle-to-vehicle charging or vehicle-to-load according to one or more embodiments. The method 400 can be implemented by any suitable system or device, such as the charging controller 110.

[0083] Procedure 400 begins in block 402, where a first vehicle (e.g., vehicle 100) receives a request for electrical power from a second vehicle (e.g., the charging external vehicle 120). The second vehicle is electrically coupled to the first vehicle, and the request defines a requested quantity of electrical power.

[0084] In Block 404, the procedure generates 400 electrical power using generator set 201, which is assigned to ICE 104. The generated electrical power is essentially equal to the requested amount of electrical power.

[0085] In block 406, method 400 transfers the electrical power from generator set 201 to the charging external vehicle, e.g., using one or more of paths 301-303 of Fig. 3A- Fig. 3C. The transmitted electrical power is essentially equal to the requested amount of electrical power.

[0086] Additional processes may also be included, and it is important to understand that the process that is in Fig. Figure 4 is an illustration and it is understood that further processes can be added or existing processes can be removed, modified, or rearranged without deviating from the scope of this disclosure. Furthermore, it should be understood that the processes shown in Figure 4 are for illustrative purposes only and are not intended to be interpreted in this context. Fig. 4 are shown, can be implemented as programming instructions stored in a non-transient, computer-readable storage medium and then, when executed by a processor (e.g., the 112 processor of Fig. 1) of a computing system (e.g., the 110 load controller of Fig. 1) are executed, causing the processor to perform the processes described here.

[0087] The terms "a" and "an" do not denote a limit on the number of elements, but rather indicate the presence of at least one of the referenced element. The term "or" means "and / or" unless clearly indicated otherwise by context. A reference to "an aspect" in the application text means that a specific element (e.g., a feature, a structure, a step, or a property) described in connection with that aspect is contained in at least one aspect described therein and may or may not be present in other aspects. It should also be understood that the described elements in the various aspects may be combined in any suitable manner.

[0088] When an element, such as a layer, a thin layer, an area, or a substrate, is described as "attached" to another element, it may be located directly adjacent to that other element, or there may be intervening elements. Conversely, when an element is described as "directly adjacent" to another element, there are no intervening elements.

[0089] Unless otherwise specified herein, all testing standards shall be the most recent valid standard as of the filing date of this application or, if priority is claimed, as of the filing date of the earliest priority application in which the testing standard appears.

[0090] Unless otherwise defined, technical and scientific terms used herein have the same meaning as would normally be understood by a person skilled in the field to which this disclosure belongs.

[0091] While the disclosure described above has been described with reference to exemplary embodiments, those skilled in the art will understand that various modifications can be made and elements can be replaced by their equivalents without altering its scope. Furthermore, many adaptations can be made to fit a particular situation or material to the instructions given in the disclosure without deviating from its essential scope. Therefore, it is intended that the present disclosure is not limited to the specific embodiments disclosed, but includes all embodiments that fall within its scope.

Claims

[1] Computer-implemented method for providing electrical power from a first vehicle to a second vehicle, wherein the first vehicle is a hybrid electric vehicle, comprising: Receiving from the second vehicle by the first vehicle a request for electrical power from the second vehicle, wherein the second vehicle is electrically coupled to the first vehicle and the request defines a requested amount of electrical power; Generating, using a generator set associated with an internal combustion engine, electrical power that is substantially equal to the required amount of electrical power; and Transferred from the generator set to the second vehicle, the electrical power is essentially equal to the requested amount of electrical power. [2] Computer-implemented method according to claim 1, wherein the generator set comprises an inverter and at least one machine with internal permanent magnets and an induction machine. [3] Computer-implemented method according to claim 1, wherein the generator set comprises a separately excitable machine and an inverter with a DC-DC converter, wherein the separately excitable machine regulates a magnitude and frequency of the electrical power generated by operating an internal combustion engine of the first vehicle while at a substantially constant rotational speed, while excitation is set to maintain a desired line voltage. [4] Computer-implemented method according to claim 1, wherein the second vehicle is electrically connected to a power take-off port of the first vehicle. [5] Computer-implemented method according to claim 4, wherein the electrical power take-off port of the first vehicle supports a discharge current and handshake signals to enable signal exchanges between the first vehicle and the second vehicle. [6] Computer-implemented method according to claim 1, wherein the second vehicle is electrically connected to a charging access point via a vehicle-side charging module of the first vehicle. [7] Computer-implemented method according to claim 1, wherein the transfer of electrical power is carried out using DC fast charging. [8] Computer-implemented method according to claim 1, wherein the generator set comprises a three-pole generator. [9] Computer-implemented method according to claim 1, wherein the generator set comprises a four-pole generator. [10] Computer-implemented method according to claim 1, further comprising: Received from the second vehicle by the first vehicle of an updated request for electrical power, wherein the updated request specifies an updated requested quantity of electrical power; Adjusting the generator set to produce electrical power that is substantially equal to the updated requested amount of electrical power; and Transferred from the generator set to the second vehicle, the electrical power is essentially equal to the updated requested amount of electrical power.

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