Modular charging system

Abstract

To provide a modular charging system.SOLUTION: In a residential garage where a vehicle is parked inside, a modular charging system 100A includes a base charging module 200A that provides an AC charging function to charge a vehicle's battery via a charging port 102. The base charging module is selectively connected to an AC backup module 300A enabling additional AC discharge functionality to send electricity from the vehicle's battery to a residential electrical system 20, and / or to a DC grid integration module 400A enabling additional DC discharge functionality to send electricity from the battery to a public power grid 30, as well as additional DC charging functionality to charge the battery.SELECTED DRAWING: Figure 4A

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Patent Application No. 63 / 558,815, filed February 28, 2024, the contents of which are hereby incorporated by reference in their entirety.

[0002] The subject matter described herein generally relates to modular charging systems for charging battery-equipped devices, such as electric vehicles ("BEVs") and plug-in hybrid vehicles ("PHEVs"). [Background technology]

[0003] This background discussion is provided to provide a general context for the present disclosure. To the extent that it is possible to describe it, the inventors' work and aspects of its description would not have been considered prior art at the time of filing, and are not admitted expressly or impliedly to be prior art to the present technology.

[0004] Vehicles such as BEVs and PHEVs use electricity for propulsion. Furthermore, BEVs typically rely on one or more electric motors for propulsion. In comparison, PHEVs combine a gasoline engine with one or more electric motors. These types of vehicles also include a battery that is used to store electricity to drive the electric motors. This battery can be charged in many different locations.

[0005] Home charging has proven to be quite convenient for drivers of these vehicles because the charger is located at the home and the vehicle's battery can be charged while the driver is at home. For example, the battery can be charged while the driver is asleep or otherwise at home, reducing the driver's need to travel to a charging station. Furthermore, although charging the battery is significantly slower than traditional gasoline refueling, the inconvenience of long charging times is minimized if the vehicle can be charged at the driver's home.

[0006] Home chargers are typically Level 1 or Level 2 type systems. Level 1 charging requires a standard 120-volt alternating current ("AC") outlet, similar to those used for household appliances. Level 1 charging provides lower power than Level 2 charging, typically around 1.3 to 2.0 kilowatts (kW). Level 2 charging requires a 240-volt AC outlet, similar to those used for clothes dryers and ovens. Level 2 charging delivers significantly higher power outputs than Level 1, typically between 6.2 kW and 19.2 kW. Level 1 chargers are generally slower for charging batteries, making Level 2 chargers generally preferable. More recently, Level 3 chargers, also known as direct current ("DC") chargers, have become popular. Level 3 chargers deliver DC power at a much higher voltage than Level 1 and Level 2 chargers, further reducing charging times.

[0007] Additionally, technologies exist that allow a vehicle's battery to power a home ("V2H") and / or the grid ("V2G"). This allows a vehicle's battery to essentially power a home when needed, such as during a power outage. V2G allows a vehicle's battery to power the grid, essentially turning the vehicle's battery into a mobile energy storage unit, contributing to the overall stability of the grid and providing benefits to both individuals and the public in times of need. Summary of the Invention

[0008] This section provides an overview of the present disclosure, but does not comprehensively describe the entire scope or all configurations of the present disclosure.

[0009] In one embodiment, a modular charging system includes a base charging module configured to provide AC charging functionality for charging a battery via a charge port, and configured to be selectively connected to an AC backup module that enables additional AC discharge functionality for delivering electricity from the battery to a residential electrical system, and / or a DC grid integration module that enables additional DC discharge functionality for delivering electricity from the battery to a utility grid and additional DC charging functionality for charging the battery.

[0010] In another embodiment, an AC backup module is configured to be selectively connected to a base charging module, the AC backup module enabling AC discharge functionality to the base charging module, delivering electricity to a residential electrical system from a battery connected to the base charging module via a charge port.

[0011] In yet another embodiment, a DC grid integration module is configured to be selectively connected to a base charging module, the DC grid integration module enabling a DC discharge function to send electricity from a battery connected to the base charging module through a charge port to a utility grid, and a DC charge function to charge the battery.

[0012] Further areas of applicability and various ways of enhancing the disclosed technology will become apparent from the description provided. The description and specific examples in this summary are intended to be illustrative only and are not intended to limit the scope of the disclosure. [Brief explanation of the drawings]

[0013] The accompanying drawings, which are incorporated into and constitute a part of this specification, illustrate various systems, methods, and other embodiments of the present disclosure. It will be understood that the boundaries of elements illustrated in the figures (e.g., boxes, groups of boxes, or other shapes) represent one embodiment of the boundaries. In some embodiments, one element may be designed as multiple elements, or multiple elements may be designed as one element. In some embodiments, an element shown as an internal component of another element may be implemented as an external component (or vice versa). Additionally, elements may not be drawn to scale.

[0014] [Figure 1] FIG. 1 is a diagram illustrating a modular charging system for charging a vehicle battery.

[0015] [Figure 2] FIG. 2 illustrates a block diagram of a modular charging system that can be connected to various components such as a vehicle battery, a public power grid, a solar array, and / or a stationary battery.

[0016] [Figure 3A] FIG. 3A illustrates a functional block diagram of a modular charging system at different upgrade stages. [Figure 3B] FIG. 3B illustrates a functional block diagram of a modular charging system at different upgrade stages. [Figure 3C] FIG. 3C illustrates a functional block diagram of a modular charging system at different upgrade stages.

[0017] [Figure 4A] FIG. 4A is a diagram illustrating another example of a modular charging system. [Figure 4B] FIG. 4B is a diagram illustrating another example of a modular charging system. [Figure 4C] FIG. 4C is a diagram illustrating another example of a modular charging system. DETAILED DESCRIPTION OF THE INVENTION

[0018] As discussed in the Background section, there exists a need for home chargers for charging the batteries of BEVs and / or PHEVs. Additionally, charging technologies have advanced, including Level 3 charging, vehicle-to-home (V2H), and vehicle-to-ground (V2G) capabilities. Specifically, with prior art solutions, if a customer wanted to upgrade their home charger to take advantage of newer technologies, they would have to remove the previous charger and install a new charger with the additional capabilities. This is wasteful of both hardware and installation costs.

[0019] Disclosed herein are various examples of modular charging systems that can add additional functionality by adding appropriate modules. In one example, charging functionality for charging a battery, such as a vehicle battery, via a charge port can be provided by a base charging module. The base charging module can be upgraded to include additional functionality by adding an AC backup module that enables AC discharge functionality and / or a DC grid integration module that enables DC charge and discharge functionality.

[0020] FIG. 1 illustrates a residential garage 10 with a vehicle 12 parked therein. The vehicle 12 may be any powered transportation. In one or more implementations, the vehicle 12 is an automobile. While the installation is described herein with reference to an automobile, it will be understood that embodiments are not limited to automobiles. In some implementations, the vehicle 12 may be a robotic device or robotic transportation. In this example, the vehicle 12 may be a BEV and / or PHEV, and thus, the vehicle 12 includes a battery 14 that may be charged. Illustrated here is an example of a modular charging system 100 capable of charging the battery 14 of the vehicle 12 when a charging port 102 of a charging cable 101 is connected to the vehicle 12.

[0021] 2, as will be described in more detail below, modular charging system 100 may include various modules that allow for upgrades to the functionality of system 100. For example, depending on which modules system 100 is configured with, modular charging system 100 may charge battery 14, cause battery 14 to act as a backup energy source to residential electrical system 20, provide electricity from battery 14 to utility grid 30, and / or receive electricity from an external power source 40, such as solar array 42 and / or stationary battery 44, among others.

[0022] To further understand what functions are possible when appropriate modules are added, please refer to FIGS. 3A-3C. FIGS. 3A-3C show functional block diagrams of the modular charging system 100 at different upgrade stages. Furthermore, FIG. 3A shows the modular charging system 100 including a base charging module 200 capable of providing AC charging to batteries, such as those in BEVs and PHEVs. As best seen in FIG. 3B, if desired, an AC backup module 300 can be connected to the base charging module 200 to provide additional functions, such as AC discharge capability. The AC discharge capability allows the battery 14 of the vehicle 12 connected to the base charging module 200 to provide backup functionality for the home electrical system 20. For example, during a power outage, the battery 14 of the vehicle 12 utilizing the base charging module 200 and AC backup module 300 can essentially function as a home emergency power source, similar to a home generator.

[0023] If additional functionality is desired, the modular charging system 100 can be further upgraded by adding a DC grid integration module 400 to the modular charging system 100, as shown in FIG. 3C , for example. The DC grid integration module 400 provides DC functionality that allows DC charging (i.e., Level 3 charging) and / or DC discharging of the battery 14 of the vehicle 12 connected to the base charging module 200. In this example, the DC grid integration module 400 provides DC discharging functionality that sends electricity from the battery 14 to the utility grid 30 via the base charging module 200 and / or DC charging functionality that charges the battery 14 via the base charging module 200.

[0024] Modular charging system 100 can then be upgraded if additional functionality is desired. Modular charging system 100 provides a convenient and economical way to upgrade a home charging system as additional functionality or technology is developed, instead of having to completely remove obsolete components and install new ones. In some cases, base charging module 200, AC backup module 300, and / or DC grid integration module 400 may be located in separate housings that can be connected to each other using appropriate wiring and / or connectors.

[0025] The modular charging system 100 and its various modules, including the DC grid integration module 400, the base charging module 200, and the AC backup module 300, can take a variety of forms and may use a variety of components. While examples of these components are shown and described in Figures 4A-4C, it should be understood that the example components in Figures 4A-4C are merely examples. As such, the example components may include more, fewer, or different types of components as needed for any particular application.

[0026] Referring to FIG. 4A, shown is an example of a modular charging system 100A. Here, modular charging system 100A includes a base charging module 200A. If additional functionality is desired, base charging module 200A can be selectively connected to an AC backup module 300A and / or a DC grid integration module 400A. Also shown with these modules are utility grid 30, main panel 22 for residential electrical system 20, and a charging port 102 that can be connected to a vehicle to charge the vehicle's battery, such as vehicle 12 and battery 14 of FIG. 1.

[0027] The charging port 102 may be located at the end of a cable, such as cable 101 in FIG. 1 , extending from the base charging module 200A and capable of selectively connecting to another port installed on the vehicle 12. The charging port 102 may take any one of a variety of forms and conform to any one of a variety of standards. In this example, the charging port 102 is shown as a North American Charging Standard ("NACS")-style port, but it should be understood that the charging port 102 may conform to any one of a variety of standards.

[0028] Here, charge port 102 uses five different pins: DC+ / L1 pin 104, which provides the positive side of the DC voltage link and either Line 1 for a split-phase connection in AC use or a solo line for a single-phase connection; DC- / L2 pin 103, which provides the negative side of the DC voltage link and can function as either Line 2 for a split-phase connection in AC use or a neutral for a single-phase connection; ground pin 116, which provides connection to earth and the vehicle chassis; control pilot pin 119, which is used as a digital communication path between modular charging system 100A and the vehicle; and proximity pilot pin 118, which carries a low-voltage signal and is used to determine the status of the vehicle connector. In this example, charge port 102 is connected to base charging module 200A via terminal block 205A.

[0029] The base charging module 200A may also include a configuration controller 210A that allows the driver to select the mode in which they want the modular charging system 100A to operate. In some cases, this mode may depend on the types of modules that make up the modular charging system 100A. For example, if the modular charging system 100A includes only the base charging module 200A, the configuration controller 210A may be capable of operating only in AC charging mode. However, if the modular charging system 100A also includes an AC backup module 300A and / or a DC grid integration module 400A, the configuration controller 210A may also enable AC bidirectional charging / discharging and / or DC bidirectional charging / discharging, respectively. The configuration controller 210A may be connected to a dark-start battery 211A and / or a DC / DC charger to power itself. The configuration controller 210A may be connected to a communication system 230A that enables communication between itself and the communication system 330A of the AC backup module 300A and / or the communication system 430A of the DC grid integration module 400A, thereby effectively allowing various components of the AC backup module 300A and / or the DC grid integration module to be controlled by the configuration controller 210A.

[0030] Base charging module 200A may also include a charge / discharge relay 240A and / or a charge circuit interruption device 220A. Charge / discharge relay 240A is connected to pins 103 and 104 of charge port 102 and controlled by control pilot pin 119. Charge / discharge relay 240A may enable charging or discharging (either AC or DC) of a vehicle battery connected to charge port 102 in response to a signal sent to pilot pin switch 242A via control pilot pin 119. Charge circuit interruption device 220A acts as a safety device that allows charging of the vehicle battery when device 220A is connected to charge port 102. Furthermore, if proximity pilot pin 118 indicates that charge port 102 is not connected to a chargeable device, such as a vehicle, charge circuit interruption device 220A disables power supply to pins 103 and 104 of charge port 102. The charging circuit interruption device 220A may be connected to a circuit breaker 24 on the main panel 22 of the residential electrical system 20 that distributes power from the dwelling units.

[0031] When modular charging system 100 includes only base charging module 200A, charging circuit interrupter 220A receives electricity from main panel 22 via a 240V AC connection. This electricity is routed to charge port 102 via charging circuit interrupter 220A and charge / discharge relay 240A. In this configuration, modular charging system 100A then operates as a Level 2 charger.

[0032] However, as described above, the modular charging system 100A can be upgraded to include AC discharge functionality by connecting the AC backup module 300A to the base charging module 200A. A proprietary or standard connector may be used to provide connection between the AC backup module 300A and the base charging module 200A. In one example, the AC backup module 300A includes a neutral transformer 310A, which may be connected to the charge / discharge relay 240A. In one example, the neutral transformer 310A is an electrical transformer with only one winding. In the neutral transformer 310A, several sections with identical windings serve as both the primary and secondary windings of the transformer. Unlike a conventional transformer with separate primary and secondary windings, the neutral transformer 310A lacks electrical isolation between these circuits. The neutral transformer 310A is particularly advantageous in this application because it is small, economical, provides a high volt-ampere rating, has low losses, low leakage resistance, and low excitation current.

[0033] When the configuration controller 210A is set to the AC bidirectional configuration, the neutral transformer 310A can receive electricity from the vehicle battery via the charge port 102 through the charge / discharge relay 240A. The charge / discharge relay 240A then converts the electricity from 240V AC to 120V AC. This electricity can then be provided to the utility grid 30 and / or the main panel 22 via the microgrid interconnection device 320A. The microgrid interconnection device 320A essentially acts as an isolation switch, allowing for alternating connections between the utility grid 30 and the main panel 22. The microgrid interconnection device 320A can be connected to the residential electrical system 20 and the utility grid 30 through a 120V split-phase connection. This essentially enables bidirectional functionality, allowing electricity stored in the battery of a vehicle connected to the charge port 102 to be transmitted to the residential electrical system 20, enabling the vehicle battery to function as an emergency power source for the home.

[0034] If additional functionality is desired, the modular charging system 100A can be further upgraded to include a DC grid integration module 400A. The DC grid integration module 400A adds Level 3 charging functionality, but also bidirectional functionality, allowing the battery 14 of the vehicle 12 to be connected to the utility grid 30. The DC grid integration module 400A further includes a bidirectional grid-integrated DC / AC inverter 410A, which functions to convert DC to AC. The bidirectional grid-integrated DC / AC inverter 410A is connected to a DC / DC converter 416A. The DC / DC converter 416A is connected to the charge / discharge relay 240A of the base charging module 200A via a DC electrical connection. This connection between the charge / discharge relay 240A and the DC / DC converter 416A may be achieved using a standard or proprietary connection, allowing the base charging module 200A to be easily connected to the DC grid integration module 400A.

[0035] The DC grid-integrated module 400A can also be connected to other external power sources 40, such as a solar array 42 and / or a stationary battery 44. In this example, the solar array 42 is connected to a bidirectional grid-integrated DC / AC inverter 410A via a DC / DC converter 412A, which may include maximum power point tracking ("MPPT") functionality. In this manner, the solar array 42 can be used to charge the vehicle's battery 14 via the charge port 102, but can also be used to supply electricity to the utility grid 30 via the AC backup module 300A.

[0036] Additionally, as previously mentioned, the DC grid integration module 400A can be connected to the stationary battery 44. In this example, the stationary battery 44 is connected to the bidirectional grid-integrated DC / AC inverter 410A via a DC / DC converter 414A. The stationary battery can then be used to charge the vehicle's battery 14 via the charge port 102, but the stationary battery can also be used to supply electricity to the utility grid 30 via the AC backup module 300A.

[0037] In this example, the bidirectional grid-integrated DC / AC inverter 410A is connected to the AC backup module 300A via a 240V electrical connection. The connection between the bidirectional grid-integrated DC / AC inverter 410A and the bidirectional grid-integrated DC / AC inverter 410A may be achieved via a proprietary or standard connection, similar to those previously described, which allows for easy connection between the DC grid-integrated module 400A and the AC backup module 300A.

[0038] When connected as shown, DC grid integration module 400A may receive AC from AC backup module 300A. This AC can then be converted to DC by bidirectional grid-integrated DC / AC inverter 410A. After conversion by bidirectional grid-integrated DC / AC inverter 410A, this DC is provided to DC / DC converter 416A and then provided to charge port 102 via charge / discharge relay 240A. Thus, Level 3 charging is possible when configuration controller 210A is set to DC bidirectional.

[0039] In addition to the Level 3 charging function, the DC grid integration module 400A also enables the vehicle's battery 14 to be supplied to the utility grid 30 via the charge port 102. This is accomplished by supplying electricity received from the charge port 102, passing it through the charge / discharge relay 240A, and then to the bidirectional grid-integrated DC / AC inverter 410A. The DC received by the bidirectional grid-integrated DC / AC inverter 410A is converted to AC and supplied to the neutral transformer 310A of the AC backup module 300A. From there, the AC is supplied to the microgrid interconnection device 320A, which can then supply the electricity to the utility grid 30.

[0040] In this manner, the modular charging system 100A can be upgraded over time, adding functionality as needed. As previously discussed, the base charging module 200A initially provides Level 1 and Level 2 charging capabilities. The addition of the AC backup module 300A enhances the functionality of the modular charging system 100A, allowing the battery connected to the charge port 102 to deliver electricity to the residential electrical system 20, essentially acting as a backup power source. The addition of the DC grid integration module 400A enhances the functionality of the modular charging system 100A to provide Level 3 charging and the ability to deliver electricity to the utility grid 30.

[0041] FIG. 4B illustrates another example modular charging system 100B. Here, like reference numerals are used to refer to like elements, except that the elements are followed by the letter "C." For example, all descriptions relating to base charging module 200A of modular charging system 100A are equally applicable to base charging module 200B of modular charging system 100B. Therefore, unless otherwise noted, the descriptions of these elements in previous sections are equally applicable and will not be described again.

[0042] The modular charging system 100B differs from the modular charging system 100A in that it includes a DC pass-through circuit 250B, which acts as a conduit for transmitting and receiving DC from the DC grid integration module 400B. In other words, in this example modular charging system 100B, instead of transmitting DC to the charge port 102 via the charge / discharge relay 240A, the DC is transmitted to the charge port 102 via the DC pass-through circuit 250B. Furthermore, in the base charging module 200B, the charge / discharge relay 240A is replaced with an AC charge / discharge relay 240B. Finally, the terminal block 205A of the base charging module 200A is replaced with an AC / DC switch 205B, which can control the flow of either AC or DC. This allows the AC / DC switch 205B to be configured appropriately depending on the type of charging or discharging. For example, the AC / DC switch 205B may be switched to connect to the AC components of the modular charging system 100B for AC charging or discharging. Alternatively, for DC charging and discharging, AC / DC switch 205B may be switched to connect to the DC components of modular charging system 100B.

[0043] 4C illustrates another example modular charging system 100C, where like reference numerals are used to refer to like elements except that the elements are followed by the letter "C." Therefore, unless otherwise stated, the description of the elements previously described is equally applicable and will not be described again.

[0044] One notable aspect of modular charging system 100C is that a DC grid integration module 400C can be added to base charging module 200C, in this example, without the need for AC backup module 300C. Furthermore, as described below, DC grid integration module 400C can be directly connected to utility grid 30 and / or residential electrical system 20 without the need for AC backup module 300C. This therefore allows modular charging system 100C to be directly upgraded from AC charging functionality to DC charging and discharging functionality. This differs from modular charging systems 100A and 100B, which require the addition of AC backup modules 300A and 300B, respectively, before adding DC grid integration modules 400A and 400B.

[0045] Thus, in this example, modular charging system 100C differs from modular charging system 100B in that AC backup module 300C is not connected to DC grid integration module 400C. Additionally, DC grid integration module 400C includes microgrid interconnection device 450C, which allows DC grid integration module 400C to be directly connected to residential electrical system 20 and / or utility grid 30. Additionally, in some cases, DC received from DC pass-through circuit 250C may be converted to 120V AC by bidirectional grid-integrated DC / AC inverter 410C. This DC is then provided to microgrid interconnection device 450C and then to utility grid 30 and / or residential electrical system 20.

[0046] Modular charging systems 100A, 100B, and 100C allow for the addition of additional functionality without completely replacing an already installed charger. Additionally, modular charging systems 100A, 100B, and 100C pave the way for upgradeability from a basic Level 2 AC charging system to a more advanced AC charging / discharging system and / or a DC charging / discharging system. This functionality allows for the addition of additional configurations, such as V2H and V2G capabilities, to modular charging systems 100A, 100B, and 100C.

[0047] Detailed embodiments are disclosed herein. However, it should be understood that the disclosed embodiments are intended only as examples. Therefore, the specific structural and functional details disclosed herein should not be construed as limitations, but merely as a basis for the claims and as a representative basis for teaching those skilled in the art how to variously use the aspects of the present specification in fairly specific configurations, as appropriate. Furthermore, the terms and phrases used herein are intended to provide an easy-to-understand description of possible implementations, rather than limitations.

[0048] The following includes definitions of selected terms used herein. The definitions include various examples and / or forms of components that fall within the scope of the terms and that may be used in various implementations. The examples are not intended to be limiting. The definitions may include both the singular and plural forms of the terms.

[0049] References to "one embodiment," "embodiment," "one example," "example," etc. indicate that the described embodiment or example may include a particular feature, structure, characteristic, performance, element, or limitation, but not all embodiments or examples necessarily include that particular feature, structure, characteristic, performance, element, or limitation. Furthermore, repeated use of the phrase "in one embodiment" does not always refer to the same embodiment (although it may).

[0050] As used herein, the terms "a" and "an" are defined as one or more than one. As used herein, the term "plurality" is defined as two or more than two. As used herein, the term "another" is defined as at least a second or more. As used herein, the terms "including" and / or "having" are defined as comprising (i.e., open-ended). As used herein, the phrase "at least one of ... and ..." refers to and includes any and all possible combinations of one or more of the associated listed items. By way of example, the phrase "at least one of A, B, and C" includes A only, B only, C only, or any combination thereof (e.g., AB, AC, BC, or ABC).

Claims

1. 1. A system including a base charging module configured to provide AC (alternating current) charging capability for charging a battery via a charging port, The base charging module is configured to selectively connect to at least one of the following systems: an AC backup module that enables an additional AC discharge function to deliver electricity from the battery to a residential electrical system; and A DC (direct current) grid integration module that allows for additional DC discharge functionality to send electricity from the battery to the public power grid, and additional DC charging functionality to charge the battery.

2. The system of claim 1 , wherein the battery is located in a vehicle.

3. The system of claim 1 , wherein the AC backup module includes: a neutral transformer selectively connected to the base charging module; and A microgrid interconnection device connected to the neutral transformer and to at least one of the residential electrical system and the public power grid.

4. The system of claim 3 , wherein the microgrid interconnection device connects the AC backup module to the residential electrical system when the AC discharge function is enabled.

5. The system of claim 3 , wherein the microgrid interconnection device connects the AC backup module to the utility grid when the DC discharge function is enabled.

6. 10. The system of claim 1, wherein the DC grid integration module comprises a bidirectional DC / AC inverter selectively electrically connected to the base charging module, the bidirectional DC / AC inverter configured to supply DC to the base charging module when DC charging capability is enabled.

7. 7. The system of claim 6, wherein the DC grid integration module further comprises a microgrid interconnection device connected to the bidirectional DC / AC inverter and to at least one of the residential electrical system and the public power grid.

8. The system of claim 6 , wherein the bidirectional DC / AC inverter is connected to the AC backup module.

9. The system of claim 8 , wherein the bidirectional DC / AC inverter is connected to a neutral transformer of the AC backup module.

10. 10. The system of claim 8, wherein the DC grid integration module is configured to connect to an external power source and selectively route electricity from the external power source to at least one of the residential electrical system and the public power grid.

11. The system of claim 10 , wherein the external power source is at least one of a solar array and a stationary battery.

12. 10. The system of claim 1, wherein the base charging module, the AC backup module, and the DC grid integration module are located in separate housings.

13. An AC (alternating current) backup module configured to be selectively connected to a base charging module, the AC backup module transmitting electricity from a battery connected to the base charging module via a charging port to a residential electrical system, enabling AC discharge functionality to the base charging module.

14. 14. The AC backup module of claim 13, comprising: a neutral transformer selectively connected to the base charging module; and a microgrid interconnection device connected to the neutral transformer and to at least one of the residential electrical system and a public power grid;

15. 15. The AC backup module of claim 14, wherein the microgrid interconnection device connects the AC backup module to the residential electrical system when the AC discharge function is enabled.

16. The AC backup module of claim 13 , wherein the battery is located in a vehicle.

17. A DC (direct current) grid integration module configured to be selectively connected to a base charging module, enabling a DC discharge function to send electricity from a battery connected to the base charging module to a public power grid via a charge port, and a DC charge function to charge the battery.

18. 18. The DC grid integration module of claim 17, wherein the DC grid integration module is selectively connected to the base charging module through an AC (alternating current) backup module to enable AC discharge capability to deliver electricity from the battery connected to the base charging module through the charge port to a residential electrical system.

19. 18. The DC grid integration module of claim 17, wherein the DC grid integration module includes a bidirectional DC / AC inverter selectively electrically connected to the base charging module, the bidirectional DC / AC inverter configured to supply DC to the base charging module when DC charging functionality is enabled.

20. 20. The DC grid integration module of claim 19, wherein the DC grid integration module further comprises the bidirectional DC / AC inverter and a microgrid interconnection device connected to at least one of a residential electrical system and the public power grid.

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