Electric vehicle range extender integration

Abstract

To provide a method, a computer-readable medium, and a computer device for managing a plurality of battery packs of an electric vehicle.SOLUTION: The method includes initiating a charging process of a primary battery pack and an auxiliary battery pack, determining that an open circuit voltage (OCV) of the primary battery pack matches an OCV of the auxiliary battery pack, and based on determining that the OCV of the primary battery pack matches the OCV of the auxiliary battery pack, connecting the primary battery pack and the auxiliary battery pack in parallel and initiating parallel charging of the primary battery pack and the auxiliary battery pack.SELECTED DRAWING: Figure 7

Description

[Background technology]

[0001] Electric vehicles (EVs) are becoming increasingly popular as sustainable alternatives to internal combustion engine (ICE) vehicles, primarily due to their lower emissions and reduced reliance on fossil fuels. The core components that define the functionality of an EV include the electric motor, the battery pack, and the power electronics that manage the flow of energy within the vehicle.

[0002] An EV's electric motor converts electrical energy into mechanical energy to propel the vehicle. Unlike ICE vehicles, which rely on burning fuel to generate power, electric motors provide instantaneous torque, resulting in quick acceleration and a smooth driving experience. Electric motors are also more energy efficient than their ICE counterparts because they convert a high percentage of electrical energy into mechanical work with little energy loss.

[0003] The battery pack is the energy storage system of an EV, providing the necessary electrical energy to the motor. Modern EV battery packs are primarily composed of lithium-ion cells, offering a good energy-to-weight ratio, high energy efficiency, and good high-temperature performance. Battery pack capacity is a major factor in determining the vehicle's range, which is the distance an EV can travel on a single charge. Battery technology continues to evolve, and research is focused on improving energy density, reducing charging times, improving safety, and extending cell life.

[0004] Power electronics in an EV includes various components such as inverters, converters, and charging systems. Inverters convert DC power from the battery pack into AC power to drive the electric motor. Conversely, converters, specifically DC / DC converters, step down the high-voltage DC from the battery to a lower voltage to power the vehicle's auxiliary systems, such as lighting, infotainment, and climate control.

[0005] Charging infrastructure is another aspect of the EV ecosystem. EVs can be charged using AC power from the power grid at home or public charging stations, or at DC fast charging stations, which offer rapid charging capabilities. AC charging typically involves an on-board charger converting AC power to DC to charge the battery pack. DC fast charging stations perform this conversion externally and supply DC power directly to the vehicle's battery system, allowing for extremely short charging times.

[0006] The charging process is managed by the vehicle's on-board charging system, which communicates with the charging station to control the charging rate based on the battery's current state of charge, temperature, and other parameters. This system ensures that the battery is charged safely and efficiently, optimizing battery health and lifespan.

[0007] The architecture of an EV powertrain, including the voltage level at which the vehicle operates, influences the design of the vehicle's power electronics and charging system. Higher voltage systems can offer advantages such as reduced current for the same power output, which can lead to smaller, lighter wiring harnesses, improved efficiency, and potentially faster charging capabilities.

[0008] As demand for EVs continues to increase, the industry is focusing on addressing challenges such as improving battery energy density, expanding charging infrastructure, reducing charging times, and increasing vehicle range. [Brief explanation of the drawings]

[0009] To easily identify the description of any particular element or operation, the most significant digit(s) of a reference number refers to the figure number in which that element is first introduced.

[0010] [Figure 1] 1 is a schematic diagram illustrating the overall architecture of an electric vehicle power system, according to some examples.

[0011] [Figure 2] FIG. 1 is a system diagram illustrating the integration of a range extender with the main vehicle coolant loop, according to some examples. [Figure 2-1] Figure 2 continued

[0012] [Figure 3] 1 is a flow diagram illustrating a method for managing power distribution in an electric vehicle with a range extender, according to some examples.

[0013] [Figure 4] 1 is a flow diagram illustrating a method for managing power delivery in an electric vehicle having an auxiliary battery pack, according to some examples.

[0014] [Figure 5] 1 is a flow diagram illustrating a method for optimizing power delivery from a range extender in an electric vehicle, according to some examples.

[0015] [Figure 6] 1 is a flow diagram illustrating a method for changing a control strategy in a charging system for an electric vehicle, according to some examples.

[0016] [Figure 7] 1 is a flow diagram illustrating a method for managing dual battery charging in an electric vehicle, according to some examples.

[0017] [Figure 8] FIG. 1 is a perspective view of a vehicle, shown as a truck, including an auxiliary battery pack, according to some examples.

[0018] [Figure 9] 1 is a side view of a vehicle towing a trailer with an auxiliary battery pack installed in the trailer, according to some examples.

[0019] [Figure 10] FIG. 1 illustrates a high voltage controller integrated with a set of power converters and sensors that manages power supply and monitoring in an electric vehicle, according to some examples.

[0020] [Figure 11] FIG. 1 is a system diagram illustrating an architecture of an electric vehicle (EV), according to some examples.

[0021] [Figure 12] FIG. 1 is a schematic diagram of a machine in the form of a computer system that may execute a set of instructions to cause the machine to perform any one or more of the methods described herein, according to some examples. DETAILED DESCRIPTION OF THE INVENTION

[0022] overview In the field of electric vehicles (EVs), a common obstacle faced by consumers is range anxiety, which is the concern that the vehicle may run out of power before reaching a charging station or destination. To address this and other issues, according to some examples, disclosed herein are electric vehicles having multiple batteries (e.g., a primary battery located within the electric vehicle itself and a secondary battery located in an electrically coupled EV range extender) and associated charging and discharging methods. Range extenders provide auxiliary or secondary battery systems that may be incorporated into or coupled to various types of electric vehicles and provide additional energy to extend driving range.

[0023] For example, in the case of electric pickup trucks that may be used in high-demand situations such as towing, range extenders are often beneficial when integrated into the bed of the pickup, thereby increasing the range of the vehicle while still allowing full use of the cargo area for carrying loads.

[0024] The range extender works in conjunction with the vehicle's primary high-voltage battery system. It can be connected to the vehicle's DC inlet, which can be designed to accommodate wireless charging capabilities. This design can enable users to extend their driving range as needed, addressing range anxiety and facilitating long journeys without the need for frequent charging breaks.

[0025] An exemplary auxiliary battery system such as may be included within a range extender includes several components, including a low-voltage (e.g., 400V) secondary battery pack, which is a compact but high-capacity battery unit that stores the auxiliary energy needed to extend the vehicle's range. The range extender may be designed to fit within the vehicle's design constraints, ensuring that the space remains functional for other uses. An exemplary auxiliary battery system may also be housed within a trailer or other accessory device electrically coupled to the vehicle's primary high-voltage battery system.

[0026] An exemplary auxiliary battery system may include one or more power conversion systems operating in parallel to manage the flow of electricity between the auxiliary battery pack and the vehicle's main battery pack. These power conversion systems may, for example, convert the range extender's low-voltage output (e.g., 400V output) to match the main or primary battery's high-voltage system (e.g., 800V) to facilitate energy transfer and use. In some examples, multiple power conversion systems are used in parallel to increase DC-DC power output, which can improve performance in high-demand scenarios such as towing and hill climbing.

[0027] In some examples, the integration of MC4 connectors allows for direct connection of solar panels, which utilize renewable energy to charge the range extender battery, further reducing the environmental impact of electric vehicles.

[0028] The described example further addresses the challenges of managing multiple battery systems for electric vehicles, for example, when preparing for fast charging. The example includes a control system that switches between at least two strategies: State Of Energy (SOE) balancing and Open Circuit Voltage (OCV) matching.

[0029] During normal operation, the control system utilizes an SOE balancing strategy. This approach attempts to maintain equal energy conditions between the primary and auxiliary battery packs, or between any two or more battery packs, such as the first and second battery packs. The system adjusts the power output from the auxiliary battery pack to match the vehicle's total power demand. This adjustment is scaled by the ratio of the remaining energy in the auxiliary battery pack to the total remaining energy in both battery packs. This method attempts to result in balanced energy usage across the multiple battery systems during a particular driving scenario.

[0030] The control system switches to the OCV matching strategy when the vehicle's navigation system detects that the destination is a fast charger. This change is triggered, for example, when a user enters a destination into the vehicle's navigation system through a user interface and the destination is identified as a fast charging station.

[0031] The OCV matching strategy actively manages the discharge of both battery packs to equalize their respective open-circuit voltages. This provision allows for a quick initiation of parallel charging upon arrival at a fast charger, potentially shortening charging times and improving the overall charging experience.

[0032] Several components may work together to implement these policies, e.g. The primary high voltage controller acts as the orchestrator for communication between the charger, the primary pack, and the auxiliary pack. The auxiliary high voltage controller measures the OCV of the auxiliary battery pack and relays this information to the high voltage controller to inform decision making. The power electronics are adjusted to regulate the voltage output of the primary and auxiliary battery packs based on feedback from the voltage sensors. Voltage sensors provide feedback to the control system regarding the current voltage levels of both battery packs. The navigation system detects when the vehicle's destination is set to a fast charger and triggers a control strategy switch.

[0033] An exemplary process for switching between strategies and preparing for fast charging may include several operations. The exemplary process may begin when a user inputs a destination into the vehicle's navigation system through a user interface. Upon receiving this input, the navigation system analyzes the destination to determine whether it corresponds to a fast charger location.

[0034] When the navigation system identifies a fast charger as the destination, it communicates this information to the high-voltage controller. Upon receiving this data, the high-voltage controller initiates a switch from a state-of-energy (SOE) balancing strategy to an open-circuit voltage (OCV) matching strategy. This change signals a shift in the vehicle's power management approach in preparation for upcoming fast-charging sessions.

[0035] Following this policy shift, the control system begins actively managing the discharge of both the primary and auxiliary battery packs. The goal of this management is equalization of the open circuit voltages (OCVs) of both battery packs. This equalization process allows for efficient parallel charging upon arrival at the fast charger.

[0036] Throughout this process, the auxiliary high-voltage controller continuously measures the OCV of the auxiliary battery pack and relays this information to the primary high-voltage controller. This constant communication ensures that the high-voltage controller has up-to-date information on the status of both battery packs.

[0037] The high voltage controller uses this real-time information to be able to make informed decisions about power distribution and charging readiness that seek to optimize the vehicle's energy usage and ensure it arrives at the charging station in a condition for fast charging.

[0038] Based on feedback from the voltage sensors, the power electronics may continually adjust. These adjustments fine-tune the voltage output of both the primary and auxiliary battery packs. This ongoing process ensures that the battery packs maintain a predetermined voltage level as the vehicle approaches its charging destination.

[0039] The exemplary process continues until the vehicle arrives at a fast charger, by which time the OCVs of both battery packs may be equalized. This equalization prepares the vehicle for rapid parallel charging, potentially reducing overall charging time and improving the charging experience.

[0040] OCV matching strategies utilize various methods of voltage matching and rapid switching. An exemplary system may include contactors designed to charge the vehicle at significantly higher rates than would normally be possible, further improving the efficiency of the charging process. As the vehicle approaches a charging station, sensors and control units within the vehicle may communicate with the charging station to verify the voltage and current characteristics of the power source. If there is a mismatch between the power source and the vehicle's battery voltage, the system may adjust the voltage through a converter before closing the contactors. This voltage pre-matching is intended to provide a smooth and safe start to the charging process.

[0041] The described examples include various methods for detecting that a destination is a fast charger. For example, a vehicle's navigation system may detect that a destination is set to a fast charger when a user inputs the destination through a navigation software user interface. The system may have a database of known fast charging locations and match the input destination with this database.

[0042] In some examples, the vehicle may receive real-time data from a charging network provider regarding the location and type of available chargers. When a destination is set, the system cross-references this data to determine whether the destination includes a fast charger.

[0043] In some examples, as a vehicle approaches a destination, it may communicate with nearby charging infrastructure using vehicle-to-infrastructure (V2I) technology. This communication provides information about the types of chargers available and enables the vehicle to discover fast chargers. Some example systems may use machine learning algorithms to predict whether a destination is likely to have fast chargers based on historical data, location type, and other contextual information.

[0044] The described example also incorporates advanced autonomous driving features to assist in fast charger detection and guidance. The system may utilize machine learning algorithms to predict optimal charging locations based on the vehicle's current state of charge, driving conditions, and user preferences.

[0045] The described example represents an approach to managing multiple battery systems in or available for electric vehicles that accommodates various driving and charging scenarios. By switching between an SOE balancing strategy and an OCV matching strategy, the exemplary system aims to optimize both normal driving efficiency and fast charging readiness.

[0046] Additionally, the exemplary auxiliary battery system seeks to address some of the challenges of EV technology, including extending the driving range of electric vehicles, including electric pickups, making them suitable for long-distance travel and rigorous tasks such as towing. The example also provides users with the flexibility to install a range extender when additional range is anticipated, which may avoid the constant burden of a large, heavy battery.

[0047] Additionally, range extenders can help address limitations in charging infrastructure: in areas where charging options are sparse, the additional range can allow drivers to comfortably reach their destination or locate a charging station without worrying about running out of battery. Power System 100

[0048] 1 is a system diagram illustrating a detailed view of an electrical power system 100 for a vehicle or structure, according to some examples. The diagram illustrates the integration and operating dynamics of a primary battery 102 and an auxiliary battery 104 (e.g., a range extender), which are interconnected through various components and connections to enhance the vehicle's power management and efficiency.

[0049] The primary battery 102 includes a primary high-voltage controller 110 that serves as a central unit for managing the high-voltage charging operation. The primary high-voltage controller 110 is connected to a primary battery pack 112, a DPDT switch 114, and a primary power converter 116. The primary high-voltage controller 110 coordinates the communication and decision-making process between a high-voltage DC charger 118, the primary battery 102, and the auxiliary battery 104.

[0050] Charging of the primary battery 102 is facilitated via the vehicle's 1102 fast-charge connector 120 and charge port 122, which couple it to a high-voltage DC charger 118. The fast-charge connector 120 and charge port 122 enable the vehicle 1102 to use various levels of charging infrastructure. The fast-charge connector 120 is designed to accommodate high-power charging compatible with Level 3 DC fast-charging stations, which can provide power outputs ranging from 50 kW to 500 kW. Additionally, the charge port 122 provides flexibility for Level 2 charging, suitable for home or public charging stations with 240 volt supplies.

[0051] Additionally, the vehicle's charging system may support even higher voltage levels, such as those provided by Tesla's proprietary charging stations, which can deliver voltages of 400V or more. Such chargers can deliver rapid charging rates. For example, Tesla's V3 Supercharger can operate at up to 250kW, and its V4 Supercharger can deliver up to 500kW or more.

[0052] The primary vehicle fast charge contactor 124 is controlled by the primary high voltage controller 110 to selectively connect or disconnect the primary battery pack 112 and the auxiliary battery pack 128 from the charging line and the high voltage DC charger 118. The primary vehicle fast charge contactor 124 allows for controlled high voltage charging or isolation of the primary battery pack 112 and the auxiliary battery pack 128 depending on operational requirements.

[0053] The primary pack contactor 144 also allows for selective coupling or decoupling of the primary battery pack 112 from the charge port 122 while allowing high voltage charging of the auxiliary battery 104 (e.g., when the main vehicle fast charge contactor 124 is closed but the primary pack contactor 144 is open and the auxiliary bypass contactor 134 is closed).

[0054] A double pole double throw (DPDT) switch 114 manages the configuration of the primary battery pack 112 between series and parallel modes. This switching allows the vehicle to adapt its battery configuration to various charging and driving conditions by changing the connection of the battery cells within the primary battery pack 112. In series mode, the battery pack voltage is increased, which is beneficial for improving the vehicle's range and performance. Conversely, in parallel mode, the voltage is reduced, which is beneficial for compatibility with certain charging infrastructure that requires a lower voltage.

[0055] During operation, as the vehicle approaches a charging station, the DPDT switch 114 assesses the required charging voltage and automatically adjusts the battery configuration to match the charger's specifications. For example, if the charger is a high-voltage variety, the switch configures the battery packs in series to efficiently accept the high voltage. If the charger operates at a lower voltage, the switch sets the battery packs in parallel mode to ensure safe and effective charging.

[0056] Modifications to the auxiliary battery 104 include an auxiliary high voltage controller 126 communicatively coupled to the primary power converter 116 and mirroring the functionality of the primary power converter 116. This auxiliary high voltage controller 126 is also responsible for monitoring the voltage level of the auxiliary battery pack 128 and communicating this data to the primary high voltage controller 110 to inform the decision-making process.

[0057] The high-voltage connector (HVC) 108 of the auxiliary battery 104 is linked to a power conversion system (PCS), specifically a dual setup of auxiliary power converters 130 and 132. These converters are arranged in parallel to increase the power transfer capability of the power system 100. This parallel connection of power conversion systems (PCS) is designed to manage and optimize power output or input in scenarios requiring high power, such as heavy towing, rapid acceleration, or regenerative braking.

[0058] Each of auxiliary power converters 130 and 132 is capable of both stepping up and stepping down voltage levels, thereby ensuring that the auxiliary battery can effectively supplement the primary battery during high demand scenarios.

[0059] In some examples, the auxiliary power converters 130 and 132 are used during discharge to boost the voltage of the auxiliary battery pack 128 from a nominal 400 V to match the 800 V voltage of the primary auxiliary battery pack 128 during drive mode. This allows for efficient energy transfer and utilization of the auxiliary battery's capacity, even when the vehicle is heavily loaded. The parallel arrangement of the auxiliary power converters 130 and 132 not only doubles the available power output of the auxiliary battery pack 128, but also provides redundancy and increases the reliability of the power system. Control algorithms within the auxiliary high-voltage controller 126 dynamically adjust the operation of these converters 130 and 132 based on real-time performance data to provide efficiency and prevent overheating or other potential problems.

[0060] Paralleling auxiliary power converter 130 and auxiliary power converter 132 may include synchronizing the output or input currents to achieve equalized load sharing across the converters. Control algorithms within auxiliary high-voltage controller 126 dynamically adjust the operation of each auxiliary power converter 130 and 132 based on their performance metrics.

[0061] Auxiliary power converters 130 and 132 are capable of handling both DC-DC and AC-DC conversion. This dual functionality allows them to adapt to various power conditions and requirements.

[0062] In DC-DC conversion mode, auxiliary power converters 130 and 132 regulate voltage levels between battery systems within the vehicle. For example, if auxiliary battery pack 128 operates at a low voltage, such as 400V, and needs to interface with a higher-voltage main battery system at 800V, these converters step up the voltage to match the system requirements. The converters include power electronic components such as IGBTs or MOSFETs that switch the DC input at high frequency across a transformer or inductor to achieve voltage conversion. The output is then rectified and smoothed to ensure a stable, reliable DC supply.

[0063] Changing between these two operating modes (DC-DC and AC-DC) is managed by control circuits within each converter that use real-time data from voltage and current sensors to regulate the converter's operation.

[0064] Additionally, the auxiliary battery 104 incorporates one or more auxiliary bypass contactors 134 located on the charging line between the high voltage connector (HVC) 108 and the auxiliary battery pack 128. The auxiliary bypass contactors 134 allow for direct charging of the auxiliary battery pack 128 from the high voltage DC charger 118, providing flexibility in how the battery packs 112 and 128 are charged in parallel or individually depending on conditions and charging requirements.

[0065] The auxiliary bypass contactor 134 (which bypasses the auxiliary power converter 130 and the auxiliary power converter 132) provides an alternate path for charging that bypasses the primary battery pack 112. This can be useful in scenarios where the auxiliary battery pack 128 needs to be charged independently of the primary battery pack 112, such as when the primary battery is nearly fully charged or to optimize charging time based on the auxiliary battery's state of charge and temperature conditions. The auxiliary bypass contactor 134 operates under the control of the auxiliary high voltage controller 126, which dynamically manages its engagement based on real-time data from both battery systems.

[0066] During operation, when the vehicle is connected to the high-voltage DC charger 118 at a charging station, the auxiliary high-voltage controller 126 evaluates the voltage levels and state of charge of both the primary battery pack 112 and the auxiliary battery pack 128. If it determines that direct charging of the auxiliary battery 104 is efficient or necessary, it activates the auxiliary bypass contactor 134. This direct connection allows the auxiliary battery 104 to receive full charging current directly from the high-voltage DC charger 118, effectively isolating it from the primary battery pack 112 and allowing for a rapid charging rate.

[0067] The auxiliary battery 104 also includes a low voltage controller 136 and a thermal system 138 to further support robust operation of the vehicle's power system by managing low voltage operation and thermal conditions, respectively.

[0068] Low voltage controller 136 may be responsible for managing the vehicle's auxiliary systems. Such auxiliary systems operate at lower voltages, such as vehicle lighting, infotainment systems, and other electronic components that do not require the high voltages supplied by the main and auxiliary battery packs. Low voltage controller 136 allows the systems to receive stable, regulated power, preventing fluctuations that can occur with high voltage operation.

[0069] The thermal system 138 operatively manages the heat generated by the auxiliary battery 104 during operation and charging. It includes components such as a coolant fluid, a pump, and a radiator that work together to dissipate heat.

[0070] During operation, the thermal system 138 circulates coolant through the battery cells to absorb heat. The heated coolant is then pumped through a radiator to cool before being recirculated. This continuous flow ensures that battery temperatures remain within safe operating limits, improving the overall efficiency and lifespan of the battery system. Additionally, the system can adjust based on external temperature conditions and the battery's thermal load, providing dynamic thermal management that adapts to various environmental and operating demands.

[0071] During the charging process, in some examples, switches and contactors within the power system 100 facilitate the flow of electrical energy from an external charger (e.g., high-voltage DC charger 118) to the vehicle's batteries (e.g., primary battery 102 and auxiliary battery 104) in at least three ways:

[0072] DC-DC conversion method In this manner, the bidirectional DC-DC converters in primary power converter 116, auxiliary power converter 130, and auxiliary power converter 132 manage voltage levels during the charging process. When the vehicle is connected to a charging station, auxiliary power converter 130 adjusts the input voltage to match the requirements of auxiliary battery pack 128 (e.g., 400V). Auxiliary power converter 130 and auxiliary power converter 132, which form part of a larger power conversion system, operate in a "step-up" mode to increase the voltage from the charging station to the level required by the main vehicle battery (e.g., 800V) as needed, or "step-down" the voltage to charge a secondary battery pack (400V). During charging, the auxiliary power converters 130 and 132 ensure that the secondary battery is charged at the appropriate rate by modulating the voltage and current depending on the battery's state of charge and temperature.

[0073] Direct connection to the charging inlet For direct charging, an auxiliary battery pack 128 (e.g., a 400V pack) may be connected to fast charge connector 120 using an auxiliary bypass contactor 134 that bypasses auxiliary power converter 130 and auxiliary power converter 132. Each of these contactors or switches may be a mechanical relay or solid-state device that closes to establish a direct connection. When the auxiliary bypass contactor 134 is closed, charging current flows directly from the fast charge connector 120 to the secondary auxiliary battery pack 128, allowing charging of the primary battery pack 112 at the same or an increased rate. This method attempts to eliminate the need for voltage conversion and can be particularly efficient when the output voltage of the charging station closely matches the output voltage of the secondary battery pack (e.g., 400V).

[0074] How to connect battery packs in parallel The parallel connection method uses switches or contactors (e.g., DPDT switch 114, main vehicle fast charging contactor 124, and auxiliary bypass contactor 134) to configure the primary and secondary battery packs in parallel. This involves closing contactors that connect the two halves of the primary battery pack 112 (which can operate in both series and parallel modes) and the auxiliary battery pack 128 in parallel to the charging circuit. When the vehicle is connected to the high-voltage DC charger 118, the switches ensure that all battery packs are matched in terms of voltage level, allowing them to be charged simultaneously. This is achieved by matching the open-circuit voltages (OCVs) of the batteries before connecting them in parallel. The open-circuit voltage (OCV) of a battery pack refers to the voltage measured across the terminals of the battery pack when not connected to any load or charging source. It represents the potential difference between the positive and negative terminals of the battery pack in its rest state. The OCV provides information about the state of charge of the batteries and can be used in control strategies for managing multiple battery systems in electric vehicles. The parallel charging setup is managed by a control system that monitors the voltage and temperature of each battery pack and includes a primary high voltage controller 110 and an auxiliary high voltage controller 126.

[0075] Power System 200 2 is a schematic diagram illustrating a power system 200 for an electric vehicle (EV) according to some examples. Power system 200 may include a specific example of power system 100 described with reference to FIG. 1. Power system 200 includes a primary battery system 202 (e.g., having an 800V primary battery pack 204) and an auxiliary battery system 206 (e.g., having a 400V auxiliary battery pack 208).

[0076] The primary battery pack 204 of the primary battery system 202 serves as the vehicle's main energy storage unit and supplies high-voltage DC power to the propulsion system 1104 (see FIG. 11 ) of the vehicle 1102. It interfaces with connectors in the form of rear drive unit header 210 and front drive unit header 212 that are responsible for distributing power to the vehicle's electric motors. An auxiliary drive unit header 214 may provide additional connection points for power distribution or for integrating additional powertrain components.

[0077] The primary battery pack 204 is comprised of multiple battery modules configured to provide the voltage and current required for vehicle operation. Rear drive unit header 210 and front drive unit header 212 provide high current handling capabilities for transmitting power to the electric motors.

[0078] The auxiliary drive unit header 214 serves as an additional point for power distribution while allowing for the integration of auxiliary powertrain components, such as additional motors or dedicated energy storage systems that may be used to improve vehicle performance or for specific functions such as regenerative braking systems.

[0079] Each of these headers connects to the primary battery pack 204 through a system of conductive bus bars and fixed connectors.

[0080] In primary battery system 202, charge port 216 is electrically coupled to fast charge connector 218, which serves as an intermediate connection point for primary battery system 202. Charge port 216 serves as an interface for the vehicle to receive external power, which is routed through fast charge connector 218. Fast charge connector 218 is designed to handle a high-power connection and may be used for fast charging scenarios where a large amount of power is transferred in a short period of time.

[0081] The fast charge connector 218 provides compatibility with various charging standards and may include features such as communication pins for handshaking protocols with a charging station. This connector enables the transfer of electrical energy from the charge port 216 to the power conversion system 220 and primary battery pack 204.

[0082] In some examples, power conversion system 220 may include multiple power electronic components, such as an on-board charger, a DC / DC converter, and associated control hardware, that are responsible for converting alternating current (AC) received from charge port 216 to DC, stepping down or stepping up the voltage to match the requirements of primary battery pack 204, and managing the charging process to optimize battery health and lifespan.

[0083] Additionally, when the received power is already in a suitable DC form, such as from a DC fast charging station, power can be delivered directly to primary battery pack 204 from fast charge connector 218. This direct path enables fast charging by minimizing conversion losses and reducing the time required to charge primary battery pack 204.

[0084] As mentioned above, primary battery pack 204 is also connected to rear drive unit header 210, front drive unit header 212, and auxiliary drive unit header 214. These headers are electrical interfaces that distribute power from primary battery pack 204 to the vehicle's drive units. In some examples, rear drive unit header 210 and front drive unit header 212 may be connected to electric motors that drive the rear and front wheels, respectively, while auxiliary drive unit header 214 may provide a connection point for additional motors or other powertrain components.

[0085] Rear drive unit header 210, front drive unit header 212, and auxiliary drive unit header 214 may include high current connectors and cabling designed to handle the flow of electrical power required for vehicle propulsion.

[0086] In some examples, the headers may also incorporate safety features such as isolation switches or fuses to protect against electrical faults. The design of these headers takes into account the dynamic conditions of vehicle operation, including vibration, temperature fluctuations, and the need for reliable long-term performance.

[0087] Primary battery system 202 further includes a primary high voltage controller 222 and a low voltage connector 224. Low voltage connector 224 is directly coupled to fast charge connector 218 and provides a path for the low voltage electrical system within the vehicle.

[0088] The primary high voltage controller 222 serves as an interface for high voltage signals related to the operation of the vehicle's high voltage components, such as the electric motor and power electronics, while the low voltage connector 224 serves to distribute low voltage power, for example in the range of 12V to 48V, to support auxiliary systems such as lighting, sensors, and the vehicle's infotainment system.

[0089] The auxiliary battery pack 208 of the auxiliary battery system 206 functions as a range extender, providing additional energy storage capacity to increase the driving range of the vehicle. It is connected to the vehicle's power system through an extender drive unit header 226 and a rear drive unit header 228. These headers facilitate the transfer of electrical energy between the auxiliary battery pack 208 and the vehicle's powertrain.

[0090] The auxiliary battery system 206 includes a pair of power conversion systems (PCS), specifically a first power conversion system 230 and a second power conversion system 232 (PCS), which are connected in parallel with each other and with the auxiliary battery pack 208, which acts as an auxiliary energy storage unit to supplement the primary battery system 202.

[0091] The first power conversion system 230 and the second power conversion system 232 function as an electrical interface to facilitate the conversion of electrical energy to the appropriate form and voltage for use by the vehicle's powertrain or for charging the auxiliary battery pack 208. Parallel connection with the auxiliary battery pack 208 allows for redundancy and increased power handling capability.

[0092] First power conversion system 230 and second power conversion system 232 may each include components such as bidirectional DC / DC converters that allow both charging of auxiliary battery pack 208 and discharging to support the vehicle's electrical loads. A parallel configuration may distribute the load equally between the two converters, thereby improving efficiency and providing backup in case one system fails. These converters are capable of both stepping up and stepping down voltage levels, depending on the direction of power flow. When charging auxiliary battery pack 208, the converters may step down the voltage from a high-voltage charging source. Conversely, when powering the vehicle's drive unit, they may step up the voltage to match the requirements of the high-voltage primary battery system.

[0093] The first power conversion system 230 and the second power conversion system 232 may use the same power conversion system (PCS) technology as the on-board charger (e.g., power conversion system 220). These PCS units may be utilized in an AC / DC stage configuration repurposed to function as a DC / DC converter. Within the auxiliary battery system 206, the first power conversion system 230 and the second power conversion system 232 manage the voltage changes of the auxiliary battery pack 208, allowing it to interface with the main pack DC link voltage (800V) during vehicle operation.

[0094] As mentioned above, the first power conversion system 230 and the second power conversion system 232 may be used in a parallel configuration. This arrangement increases the discharge power to effectively use the energy stored in the auxiliary battery pack 208 during scenarios requiring high power, such as towing and road travel with altitude changes. The parallel connection of the PCSs 230 and 232 allows for a greater power output than would be possible with a single unit alone. This helps the auxiliary battery pack 208 supply its stored energy to the vehicle's powertrain system when additional power is needed without overloading any single PCS unit.

[0095] PCS units 230 and 232 can each convert the DC voltage from auxiliary battery pack 208 to the higher voltage levels required by primary battery system 202. By operating in parallel, these units can share the power conversion load, thereby providing a higher total power output to support the vehicle's energy needs during high load conditions.

[0096] First power conversion system 230 and second power conversion system 232 may include semiconductor devices such as insulated gate bipolar transistors (IGBTs) or metal oxide semiconductor field effect transistors (MOSFETs) that switch at high frequencies to efficiently convert voltages. These systems may also include passive components such as inductors and capacitors to smooth voltage and current, as well as control algorithms to control the flow of power based on various operating conditions.

[0097] The auxiliary high voltage controller 234 uses algorithms to coordinate and manage the operation of the PCS units 230 and 232, balancing the load between them and dynamically responding to changes in power requirements, including monitoring the state of charge and temperature of the auxiliary battery pack 208 to optimize the discharge rate and protect the battery cells from overstress.

[0098] An extender drive unit header 226 and a rear drive unit header 228 also connect to both a first power conversion system 230 and a second power conversion system 232. These connectors provide the physical and electrical links necessary for the transfer of power between the auxiliary battery pack 208 and the vehicle's drive units.

[0099] In some examples, the power system may be supplemented with components such as bypass contactors, particularly bypass contactors identified as positive bypass contactor 236 and negative bypass contactor 238. These contactors provide an alternative electrical path by which auxiliary battery pack 208 may interface directly with an external charging station through fast charge connector 218 and power conversion system 220, independent of primary battery pack 204. This configuration may be selected to enhance the charging process or to optimize battery system management.

[0100] Bypass contactors 236 and 238 function as switchable components within power system 200. They operate to make or break an electrical circuit, allowing current flow to be rerouted as needed within the vehicle's electrical structure. Positive bypass contactor 236 and negative bypass contactor 238 may each be an electromechanical device that can be engaged or disengaged under the control of auxiliary high voltage controller 234 and the vehicle's battery management system. When engaged, these contactors 236 and 238 establish a direct connection between auxiliary battery pack 208 and the charging infrastructure, allowing charging current to bypass primary battery pack 204.

[0101] The inclusion of bypass contactors 236 and 238 in power system 200 may provide flexibility in how auxiliary battery pack 208 is charged. For example, during scenarios where primary battery pack 204 is fully charged or nearly fully charged, or when it is efficient to charge auxiliary battery pack 208 directly due to its state of charge or temperature, the bypass contactors may be engaged to facilitate this process. Conversely, when it is beneficial to charge only primary battery pack 204, the bypass contactors may be disengaged, allowing primary battery pack 204 to be included in the charging circuit.

[0102] The control logic of the auxiliary high voltage controller 234, which controls the operation of the bypass contactors 236 and 238, may be programmed to take into account various parameters such as the voltage levels of both battery packs, the current capacity of the charging infrastructure, and the desired charging profile.

[0103] Auxiliary battery system 206 also includes a low voltage connector 224 electrically coupled to primary high voltage controller 222, an extender drive unit header 226, and a rear drive unit header 228. Further, low voltage connector 224 is interconnected with low voltage connector 224 of primary battery system 202.

[0104] A primary high voltage controller 222 and a low voltage connector 224 act as conduits for electrical signals within the auxiliary battery system 206. These connectors facilitate the transfer of power and data between the various components of the electric vehicle's powertrain and battery system.

[0105] The primary high voltage controller 222 is designed to handle high voltage inputs and outputs, providing a safe and reliable connection to high voltage circuits, while the low voltage connector 224 operates at a lower voltage and is mated to circuits that power auxiliary systems and facilitate communication between control modules.

[0106] The auxiliary battery system 206 also includes an MC4 solar connector 256, which allows for the integration of solar panels to harness renewable energy and charge the auxiliary battery pack 208. The MC4 solar connector 256 includes a male connector and a female connector, each with a locking mechanism to prevent accidental disconnection.

[0107] The MC4 solar connector 256 may be connected to the auxiliary battery pack 208 through a dedicated solar charging circuit. This circuit includes a Maximum Power Point Tracking (MPPT) controller, which optimizes the power output from the solar panel by continuously adjusting the operating point to achieve efficiency. The MPPT controller allows the auxiliary battery pack 208 to receive power from the solar panel despite changes in sunlight intensity and temperature.

[0108] The solar charging circuit may also include safety features such as overcurrent protection, reverse polarity protection, and surge protection to protect the auxiliary battery pack 208 and the vehicle's electrical system from potential damage.

[0109] Thermal Systems 2 also illustrates, according to some examples, a cooling system for an electric vehicle range extender in the form of an auxiliary battery system 206. The diagram illustrates components and their interconnections that facilitate thermal management of the auxiliary battery system 206.

[0110] A coolant heat exchanger 240 serves as an interface for thermal energy transfer between the auxiliary battery system 206 and the vehicle's main coolant loop. Coolant ports 242 provide inlet and outlet ports for coolant fluid, allowing it to circulate through the auxiliary battery system 206. These ports connect to vehicle coolant loop hoses 244, which integrate the auxiliary battery system's 206 cooling system with the vehicle's existing thermal management infrastructure.

[0111] A reservoir 246 acts as a storage tank for the coolant fluid, maintaining a supply that meets the thermal load demands of the system. It is connected to a pump 248 that propels the coolant through the auxiliary battery system 206. The operation of the pump may be calibrated to match the cooling requirements of the auxiliary battery system 206.

[0112] In some examples, the coolant heater 250 may be utilized to increase the temperature of the coolant fluid, particularly in conditions where the auxiliary battery system 206 requires preheating, such as to achieve efficiency or during cold starts.

[0113] In some examples, the coolant heater 250 may be utilized to increase the temperature of the coolant fluid, particularly in conditions where the auxiliary battery system 206 requires preheating, such as for efficiency or during cold start-up. Additionally, the system can utilize the power transfer between two auxiliary power conversion systems (PCSs) as an additional heating source. By intentionally inducing losses during power transfer between the PCSs, the resulting heat can be used to warm up the auxiliary battery pack 128. This innovative approach provides an efficient method for heating the auxiliary battery 104, particularly under cold conditions.

[0114] In some examples, the extender coolant loop 252 arranges the first power conversion system 230 and the second power conversion system 232 in a parallel thermal configuration. This arrangement allows for even distribution of coolant flow between the two power conversion systems. Thermally paralleling the PCSs reduces scenarios where one PCS may experience a higher inlet temperature than the other, which can lead to thermal imbalance and reduced efficiency. A parallel configuration, in which both PCSs can maintain similar temperature profiles, increases the overall reliability and performance of the power conversion process.

[0115] The parallel thermal configuration of PCSs 230 and 232 within extender coolant loop 252 also simplifies the thermal management design by allowing for a single unified coolant flow path to simultaneously feed both PCSs. This design choice may reduce the complexity of the coolant path and may potentially lead to a compact, cost-effective cooling system architecture.

[0116] In some examples, the coolant system may include sensors and control units (not shown in FIG. 2) that monitor the temperature of the coolant fluid and range extender components. These sensors provide feedback to a thermal management controller that adjusts the flow rate and operation of the coolant heater to maintain desired thermal conditions.

[0117] method 300 3 illustrates a method 300 of power delivery in an electric vehicle (e.g., vehicle 802) having both a primary battery pack and an auxiliary battery pack. While the exemplary routine illustrates a particular sequence of operations, the sequence may be varied without departing from the scope of this disclosure. For example, some of the illustrated operations may be performed in parallel or in various orders without substantially affecting the functionality of the routine. In other examples, different components of an exemplary device or system implementing the routine may perform functions substantially simultaneously or in a particular order.

[0118] The method 300 begins at block 302 with setting initial conditions for the vehicle's 1102 power management system. At decision block 304, the system evaluates whether the vehicle is operating in a non-navigated situation. A non-navigated situation may include a scenario in which the vehicle's 802 navigation or map system is not active, or a driver assistance system with navigation assistance is not active or utilized. This evaluation may include determining whether the vehicle is engaged in navigation or trip planning and operating under normal usage patterns. Examples of non-navigated situations include the daily commute, short trips around town, or any driving scenario in which the vehicle is not following a predetermined route to a specific destination, as can be determined by the vehicle's 802 systems. This evaluation determines a default policy for managing the vehicle's power.

[0119] If regular operation is confirmed, the process proceeds to block 306, where the state of energy (SOE) across the vehicle's battery system is equalized. This involves adjusting the energy distribution between the primary battery pack 112 and the auxiliary battery pack 128 to provide a balanced discharge rate, which may help maintain battery health. Further details regarding an example implementation of these operations are described with reference to FIG. 4. From block 306, the method 300 loops back to decision block 304.

[0120] If normal driving (e.g., involving navigation) is not confirmed at decision block 304, method 300 checks at decision block 308 whether a navigation tool or trip planning application is active. The involvement of such a tool may provide advance information regarding the vehicle's energy requirements and charging options based on anticipated changes in driving conditions or the planned route. This detection triggers adjustment of power management settings to accommodate the anticipated driving demands. Following a negative determination at decision block 308, method 300 loops back to decision block 304. A positive determination at decision block 308 causes method 300 to proceed to decision block 310.

[0121] A positive determination at decision block 308 advances method 300 to decision block 310, where the system determines whether the vehicle's route includes a stop at a fast charger. Fast chargers, also known as rapid chargers, deliver high power levels to the vehicle's battery system, significantly reducing charging time. Examples of fast chargers include Level 3 DC fast chargers, which can deliver power outputs ranging from 50 kW to 500 kW, as well as Tesla's proprietary Superchargers, such as the V3 Supercharger, which operates at up to 250 kW, and the V4 Supercharger, which can deliver up to 500 kW or more. These chargers provide rapid energy transfer directly to the vehicle's battery system, bypassing the onboard charger and enabling efficient and rapid replenishment of the battery's state of charge. This may require preconditioning of the battery system for fast charging. This action increases thermal management activity and aligns the battery's state of charge to optimize the charging process.

[0122] Following a negative determination at decision block 310, the method 300 proceeds to block 312, where the power output from the auxiliary battery pack is optimized. This involves adjusting the power supply from the range extender to minimize losses in the DC / DC conversion process and to effectively use the stored energy in the range extender's cell array. Further details regarding these operations are described with reference to FIG. 5.

[0123] Following a positive determination at decision block 310, the method 300 manages the difference in open circuit voltage (OCV) between the primary battery pack 112 and the auxiliary battery pack 128 at block 314. Matching the OCV can be useful when preparing for a charging session where both battery systems require synchronized voltage levels for efficient and safe charging. Further details are provided with respect to FIG. 6.

[0124] method 400 4 is a flow diagram illustrating a method 400 for managing power supply in an electric vehicle having an auxiliary battery pack (e.g., a range extender) that optimizes energy usage during normal (e.g., non-navigated) driving, according to some examples. In some examples, method 400 may correspond to the operations performed in block 306 of FIG.

[0125] 4 depicts a particular sequence of operations, the sequence may be varied without departing from the scope of the present disclosure. For example, some of the illustrated operations may be performed in parallel or in various orders without substantially affecting the functionality of the method. In some examples, various components of an exemplary device or system implementing a method may perform functions substantially simultaneously or in a particular order.

[0126] In block 402, the control system attempts to equalize the state of energy (SOE) between the primary battery pack 112 and the auxiliary battery pack 128. This action involves the vehicle's control system adjusting the power output from the auxiliary battery pack 128 (e.g., range extender) to match the total power demand of the vehicle scaled by the ratio of the remaining energy of the auxiliary battery pack 128 to the total remaining energy of both the primary battery pack 112 and the auxiliary battery pack 128. This attempts to result in balanced energy usage.

[0127] In a particular example, the vehicle's high voltage electrical control system, which may include a primary high voltage controller 110 for the primary battery pack 112 and an auxiliary high voltage controller 126 for the auxiliary battery pack 128, dynamically adjusts the output from the auxiliary battery pack 128. This adjustment is calculated to proportionally match the energy output to the vehicle's current energy requirements based on the remaining energy in the auxiliary battery pack 128 compared to the combined energy remaining in both the primary and auxiliary battery packs. This method maintains a balanced state of energy (SOE) across both battery packs, helping to optimize the vehicle's overall performance and energy efficiency.

[0128] Balancing the state of energy (SOE) between the primary battery pack 112 and the auxiliary battery pack 128 can involve various control mechanisms. The primary high-voltage controller 110 and the auxiliary high-voltage controller 126 communicate to regulate power transfer via a Controller Area Network (CAN) bus. This communication protocol allows the controllers to exchange signals and commands regarding vehicle status, requirements, and other relevant information. The CAN bus provides a robust and reliable method for real-time communication between the primary and auxiliary battery packs and the control system, enabling efficient coordination of power transfer and management of the vehicle's electrical system.

[0129] For example, if the auxiliary battery pack 128 has a high relative SOE, the controller may reduce its output to match the depletion rate of the primary battery pack 112, thereby synchronizing their discharge rates. This synchronization may be used when a consistent power supply is desirable, such as during extended driving or high demand conditions.

[0130] At decision block 404, the control system determines whether power demand exceeds the capabilities of auxiliary power converter 130. This determination evaluates whether the power required during high-demand scenarios, such as hard acceleration or heavy towing, exceeds what auxiliary power converter 130 and auxiliary power converter 132 can supply. If demand is within the limits of these converters, the control loop continuously equalizes the SOE; if not, the process proceeds to maximize the DC-DC output from auxiliary power converter 130 and auxiliary power converter 132.

[0131] In some examples, the vehicle's control system, including components such as auxiliary high-voltage controller 126, checks whether the combined capacity of auxiliary power converters 130 and 132 is sufficient to meet the vehicle's current power requirements. These requirements can spike during conditions such as rapid acceleration or when the vehicle is towing a heavy load. If power demand is within the capacity of these converters, the system maintains standard procedures for equalizing the state of energy (SOE) across the battery pack. However, if demand exceeds what the converters can handle, the system shifts its strategy to maximize DC-DC output, ensuring the vehicle continues to operate effectively under high-load conditions.

[0132] Following a determination in decision block 404 that power demand exceeds the capabilities of auxiliary battery pack 128, in block 406 the control system attempts to maximize the output of auxiliary power converters 130 and 132 during periods of high power demand. When power demand exceeds the capacity of the converters, the control system outputs maximum or near-maximum power from auxiliary power converters 130 and 132. However, it will be appreciated that in instances where primary battery pack 112 has a larger capacity than auxiliary battery pack 128, more power will be output from primary battery pack 112, leading to a temporary difference in the SOE of the two battery packs.

[0133] In some examples, maximizing the output of the auxiliary power converters 130 and 132 involves control algorithms within the auxiliary high-voltage controller 126. These algorithms calculate the required power output based on real-time vehicle performance data and adjust the converters' operation accordingly. When demand on the vehicle's power system surges beyond what the auxiliary converters can normally handle, the control system overrides standard limits and commands the converters to produce near or at their maximum output capacity. This action, while necessary to maintain vehicle performance, causes a temporary difference in SOE between the primary and auxiliary battery packs. The control system monitors this difference to ensure it remains within safe parameters, preventing potential damage to the battery system and ensuring continued vehicle reliability.

[0134] However, following a determination in decision block 404 that power demand does not exceed the capabilities of the auxiliary battery pack 128, the control system in block 408 monitors the SOE difference between the primary battery pack 112 and the auxiliary battery pack 128. This operation includes continuously monitoring the energy levels in the packs 112 and 128 to determine the variance, particularly after the DC-DC output from the auxiliary battery pack 128 has been maximized due to high power demand.

[0135] In block 410, the control system compensates for the SOE discrepancy when power demand allows. For example, during periods when power demand is less than the maximum DC / DC capability of the auxiliary power converters 130 and 132, the control system increases the power output from the auxiliary battery pack 128 above the normal rate. This “catch-up” mechanism helps re-match SOE levels between the primary battery pack 112 and the auxiliary battery pack 128 to achieve long-term balancing and efficiency.

[0136] In some examples, management of the SOE discrepancy includes control strategies implemented by the auxiliary high voltage controller 126. These strategies operate when the vehicle's power demand is low enough not to fully engage the capacity of the auxiliary power converters 130 and 132. Under these conditions, the control system can safely increase the energy output from the auxiliary battery pack 128 without risking overloading the vehicle's power system. This increase is calculated based on the degree of SOE discrepancy and the current capacity of the primary battery pack 112. By increasing the output from the auxiliary battery pack 128, the control system compensates for earlier periods of high demand that may have disproportionately drained the primary battery.

[0137] method 500 5 is a flow diagram illustrating a method 500 for powering from an auxiliary battery pack in an electric vehicle, according to some examples. In some examples, the method 500 corresponds at least in part to the operations of block 312 of FIG. 3 and is performed at least in part under the control of the auxiliary high voltage controller 126, which controls the auxiliary power converter 130 and the auxiliary power converter 132 of the auxiliary battery 104.

[0138] 5 depicts a particular sequence of operations, the sequence may be varied without departing from the scope of the present disclosure. For example, some of the illustrated operations may be performed in parallel or in various orders without substantially affecting the functionality of the method. In some examples, various components of an exemplary device or system implementing a method may perform functions substantially simultaneously or in a particular order.

[0139] Method 500 begins when a user inputs a destination into the vehicle's navigation system through a user interface (UI) at block 502. This action triggers the trip planner to calculate a route and assess current energy requirements based on the vehicle's location and intended destination.

[0140] In block 504, the control system evaluates the main pack bus voltage to determine its current level. This voltage level evaluation is performed because it affects the efficiency of the auxiliary power converters (e.g., parallel auxiliary power converter 130 and auxiliary power converter 132, each of which includes a DC / DC converter) that determine the power drawn from auxiliary battery pack 128.

[0141] In block 506, based on the voltage evaluation from block 504, the control unit of the system optimizes the power supply from the range extender. This optimization process may include several technical operations to provide efficient energy transfer and reduce losses in the DC / DC conversion process.

[0142] First, the control unit evaluates the bus voltages of both the primary battery pack 112 and the auxiliary battery pack 128, a parameter that affects the efficiency of the DC / DC converter. DC / DC conversion efficiency depends on the voltage levels on both sides of the conversion process. The bus voltage of the primary battery pack 112 is the voltage level of the DC link of the primary battery pack, which can vary depending on the state of charge (SOC) and the current load of the vehicle. A high bus voltage generally results in efficient DC / DC conversion because the converters can operate closer to their optimal efficiency point.

[0143] When the bus voltage of the primary battery pack 112 is high, the system tends to draw more power from the auxiliary high-voltage controller 126. This strategy is utilized to reduce losses in the DC / DC conversion process and to effectively use the stored energy in the auxiliary high-voltage controller 126. The auxiliary battery 104, including the auxiliary battery pack and associated power conversion system (PCS), supplements the primary battery pack by providing additional energy during high-demand scenarios.

[0144] A control unit (e.g., auxiliary high-voltage controller 126 and / or primary power converter 116) dynamically adjusts the operation of the DC / DC converter in the auxiliary battery 104 based on real-time voltage assessment. DC / DC converters, including components such as insulated gate bipolar transistors (IGBTs) or metal-oxide semiconductor field-effect transistors (MOSFETs), can both step up and step down voltage levels, allowing the auxiliary battery 104 to effectively interface with the main pack bus voltage regardless of its current level.

[0145] When the bus voltage of the primary battery pack 112 is high, the control unit increases the power output from the auxiliary battery 104 (e.g., range extender) by adjusting the pulse-width modulation (PWM) signals to the DC / DC converters in the auxiliary power converter 130 and auxiliary power converter 132. This adjustment helps the converters operate at an increased efficiency point, reducing conversion losses and maximizing energy transfer from the range extender to the primary battery pack.

[0146] Additionally, the control unit monitors the state of energy (SOE) of both the primary and auxiliary battery packs. SOE is a measure of the remaining energy in the battery packs and is used to balance power delivery between the two systems. By dynamically adjusting the power output from the auxiliary battery 104 based on the main pack bus voltage and SOE, the control unit attempts to increase the efficiency of the energy stored in the auxiliary battery pack 128, potentially extending the vehicle's range and improving overall efficiency.

[0147] In summary, in block 506, the system control unit may attempt to optimize the power supply from the auxiliary battery pack 128 by: Evaluate main pack bus voltage to determine current levels. When the bus voltage of the primary battery pack 112 is high, more power is preferentially drawn from the auxiliary battery pack 128. Dynamically adjusts the operation of the DC / DC converters (eg, primary power converter 116 and auxiliary power converter 130) to minimize conversion losses and maximize energy transfer. · Monitor the State of Energy (SOE) of both the primary and auxiliary battery packs to balance the power supply.

[0148] At block 508, adjustments are made to the DC / DC converter settings of auxiliary power converter 130 and auxiliary power converter 132 to be consistent with the identified optimal discharge strategy. These adjustments are important to ensure that converters 130 and 132 operate at high efficiency, given the current bus voltage of the main pack.

[0149] The discharge strategy may be determined based on several factors, including the bus voltage of the primary battery pack 112, the state of charge (SOC) of both the primary and auxiliary battery packs, and the real-time power demands of the vehicle 802. The goal is to reduce or minimize energy losses in the DC / DC conversion process and maximize effective utilization of the stored energy in the auxiliary battery pack.

[0150] To achieve this, as described above, the control unit dynamically adjusts the pulse-width modulation (PWM) signals sent to the DC / DC converters of auxiliary power converter 130 and auxiliary power converter 132. PWM is a technique used to regulate the converter's output voltage and current by varying the duty cycle of switching transistors, such as insulated-gate bipolar transistors (IGBTs) or metal-oxide-semiconductor field-effect transistors (MOSFETs). By fine-tuning the PWM signals, the control unit can optimize the converter's operating point to achieve high efficiency.

[0151] In some examples, adjustments to the DC / DC converter may include the following actions. For voltage matching, the control unit ensures that the output voltages of the auxiliary power converters 130 and 132 match the main pack bus voltage. This is achieved by adjusting the PWM signals to regulate the voltage levels, allowing energy transfer between the auxiliary battery pack and the primary battery pack. For current regulation, the control unit monitors the current flow through the DC / DC converter and adjusts the PWM signal to maintain the desired current level. This helps prevent overloading the converter and ensures that the power supply is within safe operating limits. Regarding thermal management, the control unit takes into account the thermal requirements of the DC / DC converter and the auxiliary battery pack. By adjusting the PWM signal, the control unit can manage the heat generation in the converter, prevent overheating, and ensure reliable operation. For efficiency optimization, the control unit continuously monitors the efficiency of the DC / DC converter and adjusts the PWM signal in real time to operate the converter at or near its optimum efficiency point. This involves fine-tuning the duty cycle of the switching transistors to minimize energy losses and maximize power output.

[0152] These adjustments can be made in real time based on feedback from various sensors integrated within power system 100. Voltage sensors provide data regarding the main pack bus voltage and the output voltage of the DC / DC converter, while current sensors monitor the current flow through the converter. Additionally, temperature sensors provide information regarding the thermal status of the converter and auxiliary battery pack.

[0153] A control unit (e.g., primary power converter 116 and / or auxiliary power converter 130 and auxiliary power converter 132) can use this real-time data to dynamically adjust the settings of the DC / DC converters to ensure they operate at high efficiency and are consistent with the discharge strategy. This can not only improve the overall energy efficiency of the vehicle, but also extend the life of the battery pack by preventing stress and thermal degradation.

[0154] At block 510, power from the auxiliary battery 104 is provided to the vehicle's systems. This power supports the vehicle's operational needs while traveling to a destination set in the trip planner, for example, and ensures that energy usage is efficient and effective throughout the entire journey.

[0155] method 600 6 is a flow diagram illustrating a method 600 for changing a control strategy in a charging system of an electric vehicle that manages battery voltage during navigation to a charging station, according to some examples. In some examples, method 600 may correspond at least in part to the operations at decision blocks 310 and 314 of FIG. 3.

[0156] 6 depicts a particular sequence of operations, the sequence may be varied without departing from the scope of the present disclosure. For example, some of the illustrated operations may be performed in parallel or in various orders without substantially affecting the functionality of the method. In some examples, various components of an exemplary device or system implementing a method may perform functions substantially simultaneously or in a particular order.

[0157] In block 602, the vehicle's navigation system detects that the destination is set to a fast charger (e.g., a 400V Supercharger). This detection triggers a change in battery management strategy to prepare for optimal charging conditions upon arrival.

[0158] In some examples, the vehicle's navigation system detects that the destination is set to a fast charger when the user inputs the destination through the navigation software user interface. The system may have a database of known fast charging locations and match the input destination with this database, thereby enabling identification of the fast charging destination based on the user input.

[0159] In some examples, a vehicle may receive real-time data from a charging network provider about the location and type of available chargers. When a destination is set, the system cross-references this data to determine whether the destination includes fast chargers. This approach seeks to provide the vehicle with up-to-date information about the charging infrastructure.

[0160] In some examples, as a vehicle approaches its destination, it may communicate with nearby charging infrastructure using vehicle-to-infrastructure (V2I) technology. This communication provides information about the types of chargers available and allows the vehicle to discover fast chargers. V2I technology allows for real-time confirmation of charging capabilities as the vehicle approaches its destination.

[0161] In some examples, the navigation system may use machine learning algorithms to predict whether a destination is likely to have a fast charger based on historical data, location type, and other contextual information. This prediction can trigger a change in battery management policy, allowing the vehicle to prepare for a potential fast charge even before confirmation.

[0162] In some examples, the navigation system may analyze the charging history and preferences stored in the user's profile. If the user frequently uses fast chargers at a particular location or type of destination, the navigation system may predict that similar destinations are likely to have fast chargers. This personalized approach leverages user behavior to predict charging needs.

[0163] In some examples, a vehicle's navigation system may integrate with popular third-party navigation applications that have a database of charging stations. When a destination is set through these apps, information about the types of chargers available can be provided. This integration extends the vehicle's access to charging information beyond its built-in database.

[0164] In some examples, the vehicle may maintain an on-board database of charging stations that is periodically updated wirelessly. When a destination is set, the system checks this database to determine whether a fast charger is available at or near the destination. This approach ensures that the vehicle has access to charging information even without a network connection.

[0165] In some examples, the navigation system may continually analyze the route to the destination and identify fast charging options along the way. If a fast charger is detected within a certain range of the final destination, the system may trigger a change in battery management strategy. This approach allows for optimization of the charging strategy based on the entire journey, not just the final destination.

[0166] Vehicle navigation systems may incorporate advanced autonomous driving features to assist in fast charger detection and navigation. The system may utilize machine learning algorithms to predict optimal charging locations based on the vehicle's current state of charge, driving conditions, and user preferences. This predictive capability allows the vehicle to proactively suggest fast charging stops along the route, even before the user explicitly sets a charging destination.

[0167] In block 604, the battery management system (BMS) switches its control strategy from state-of-energy (SOE) balancing (see FIG. 4) to open-circuit voltage (OCV) matching to match the voltage levels of the primary battery pack 112 and the auxiliary battery pack 128 in anticipation of parallel charging of these battery packs.

[0168] This shift involves reconfiguring the control algorithms within the high-voltage control systems (e.g., primary high-voltage controller 110 and auxiliary high-voltage controller 126) to prioritize voltage level matching over energy distribution. The primary high-voltage controller 110 and auxiliary high-voltage controller 126, in some examples, adjust their operational focus to monitor and manage the voltage difference between the primary battery pack 204 and the auxiliary battery pack 208. This adjustment is to prepare both battery systems to share a common charging connection without causing voltage conflicts that could potentially damage the battery cells.

[0169] In block 606, the primary high-voltage controller 110 and the auxiliary high-voltage controller 126 actively manage the charging and discharging of the primary battery pack 112 and the auxiliary battery pack 128 to equalize their respective OCVs. This may include controlling the power electronics to adjust voltage levels in preparation for parallel connection. Power conversion systems (e.g., primary power converter 116, auxiliary power converter 130, and auxiliary power converter 132), including components such as DC / DC converters and other voltage regulation modules, are used to regulate the voltage output of each of the primary battery pack 112 and the auxiliary battery pack 128. These adjustments are made based on feedback from voltage sensors integrated within each battery system to ensure that voltage levels are within safe thresholds for parallel connection.

[0170] In block 608, once the OCVs of the primary battery pack 112 and the auxiliary battery pack 128 are matched, a high-voltage (HV) switch or contactor (e.g., auxiliary bypass contactor 134) is engaged to connect the primary battery pack 112 and the auxiliary battery pack 128 in parallel. This connection allows both battery packs to be charged simultaneously by the high-voltage DC charger 118, optimizing the charging process and reducing the time required to reach full charge. The engagement of these contactors is managed by the auxiliary high-voltage controller 126, which ensures that the connection occurs at the appropriate time when the voltage levels are well synchronized to prevent electrical arcing or excessive stress on the battery cells.

[0171] In block 610, upon arrival at fast, high-voltage DC charger 118, the vehicle connects to the charging station via fast-charge connector 120 and charge port 122, with both battery pack 112 and battery pack 126 receiving power through a parallel configuration. The charging process is monitored by the BMS to ensure safety and efficiency, adjusting parameters as needed based on real-time data from the vehicle's sensors and the output of the Supercharger. This includes monitoring the current draw, voltage levels, and temperature of each battery pack. Adjustments to the charge rate or power distribution may be made in real time to optimize the charging process, prevent overheating, and ensure both battery packs are charged evenly and safely.

[0172] This sequence ensures that the vehicle arrives at the fast charger with the battery pack voltage properly matched, maximizing the efficiency of the charging session and reducing wear on the battery cells. In some examples, alternative configurations or additional steps may be included to accommodate different types of Superchargers or vehicle models. method 700

[0173] FIG. 7 is a flow diagram illustrating a method 700 for managing charging of dual batteries (eg, primary battery pack 112 and auxiliary battery pack 128), according to some examples.

[0174] 7 depicts a particular sequence of operations, the sequence may be varied without departing from the scope of the present disclosure. For example, some of the illustrated operations may be performed in parallel or in various orders without materially affecting the functionality of the method. In some examples, various components of an example device or system implementing a method may perform functions substantially simultaneously or in a particular order.

[0175] At block 702, the method 700 begins with the initiation of the charging process, where the vehicle's battery management system (BMS), including the primary high voltage controller 110 and the auxiliary high voltage controller 126, begins evaluating charging requirements based on user input or automatic detection of charging needs.

[0176] In decision block 704, the primary high voltage controller 110 and the auxiliary high voltage controller 126 check whether the open circuit voltages (OCVs) of the primary battery pack 112 and the auxiliary battery pack 128 match. This is done by measuring the voltage levels of each battery pack and comparing them to determine whether they are close enough to allow parallel charging. Specifically, the primary high voltage controller 110 measures the OCV of the primary battery pack 112, and the auxiliary high voltage controller 126 measures the OCV of the auxiliary battery pack 128 and reports this to the primary high voltage control device 110. The primary high voltage controller 110 then performs the matching determination.

[0177] In addition to OCV matching, in some examples, several other criteria may be considered or taken into account before parallel charging may begin. For inrush current safety, the voltage difference between the two battery packs may need to be small enough to ensure that when the auxiliary battery 104 contactor is closed, the resulting inrush current is low enough to prevent damage to any components, especially the switch itself. Thermal conditioning: To ensure efficient parallel charging, both battery packs may need to be properly thermally preconditioned. If there is a significant temperature difference between the packs (e.g., the primary battery pack 112 is hot and the auxiliary battery pack 128 is cold), parallel charging will not begin even if the OCVs are equal. This is because a cold auxiliary battery pack 128 can significantly slow the charging process of the primary battery pack 112, making it more efficient to charge the main pack alone. Relative Impedance: The system may evaluate the relative impedance of both battery packs to ensure they are efficiently charged in parallel. If the impedances are not well matched, it may be efficient to charge the packs separately. Regarding component health, the system may also check the health and status of various components involved in the charging process, such as contactors, cooling systems, and power conversion systems, to ensure safe and efficient parallel charging. Regarding charging infrastructure compatibility, charging station capabilities and compatibility with parallel charging can also be evaluated to ensure the process can be carried out safely and efficiently.

[0178] In some examples, the system proceeds with parallel charging of the primary and auxiliary battery packs based on a subset or all of these criteria being met, such as, for example, OCV matching, proper thermal regulation, proper relative impedance, component health, and charging infrastructure compatibility.

[0179] If the OCVs do not match ("No" decision at block 704), method 700 proceeds to block 706, where the BMS instructs the charging system to prioritize the battery pack with the lower voltage.

[0180] Specifically, if the auxiliary battery pack 128 has a lower OCV than the primary battery pack 112, the primary high voltage controller 110 and the auxiliary high voltage controller 126 cooperate to close the main vehicle fast charge contactor 124, open the primary pack contactor 144 to isolate the primary battery pack 112, and close the auxiliary bypass contactor 134 to charge only the auxiliary battery pack 128 directly from the high voltage DC charger 118.

[0181] On the other hand, if the primary battery pack 112 has a lower OCV than the auxiliary battery pack 128, the primary high voltage controller 110 and the auxiliary high voltage controller 126 cooperate to close the main vehicle fast charge contactor 124 and open the auxiliary bypass contactor 134, thereby charging only the primary battery pack 112.

[0182] If the OCVs of the primary battery pack 112 and the auxiliary battery pack 128 match ("Yes" decision at block 704), the method 700 proceeds to block 708, where the primary high voltage controller 110 and the auxiliary high voltage controller 126 participate in the control to connect the battery packs in parallel. This connection allows the charging current to be shared between both packs, optimizing charging speed and efficiency.

[0183] Specifically, auxiliary high voltage controller 126 monitors the OCV of auxiliary battery pack 128, and primary high voltage controller 110 monitors the OCV of primary battery pack 112, and these voltages are communicated between each controller 110, 126. When auxiliary battery pack 128 is charging and the OCV of auxiliary battery pack 128 matches the OCV of primary battery pack 112, primary high voltage controller 110 closes main vehicle fast charge contactor 124. On the other hand, when primary battery pack 112 is charging and the OCV of auxiliary battery pack 128 matches the OCV of auxiliary battery pack 128, auxiliary high voltage controller 126 closes auxiliary bypass contactor 134. Therefore, at this time, primary battery pack 112 and auxiliary battery pack 128 are connected, enabling parallel charging.

[0184] In the process of managing the charging of the primary battery pack 112 and the auxiliary battery pack 128, a process known as constant voltage (CV) hold may be implemented. In some examples, this process involves maintaining a target voltage that matches the higher voltage of the two battery packs 112 and 128. The CV hold target may be set equal to the open circuit voltage (OCV) of the battery pack that is currently at the lower voltage. This approach attempts to ensure that the voltage levels between the two battery packs are closely matched before a connection is made.

[0185] During the CV hold phase, the charging current is carefully tapered to stay below the current carrying capacity of the contactors (e.g., the primary vehicle fast charge contactor 124 and the auxiliary bypass contactor 134). This current can be kept conservatively below 50 amps, between 150 and 300 amps.

[0186] Once the current reaches a level deemed safe, for example, within the contactor's inrush capability, a contactor (e.g., auxiliary bypass contactor 134) is engaged. This action allows charging of the two battery packs connected in parallel to begin. Engagement of the contactor, either the primary vehicle fast charge contactor 124 or the auxiliary bypass contactor 134, depends on which battery pack is actively charging to achieve voltage parity with the other.

[0187] This process may be monitored and controlled by a battery management system (BMS) that operates to ensure that charging does not exceed capacity and safety parameters set for the battery pack.

[0188] Some examples can handle a voltage mismatch of approximately 1 to 3 volts between the two battery packs. This capability allows the contactors to close without risking welding due to excessive current flow.

[0189] At decision block 710, the primary high voltage controller 110 and the auxiliary high voltage controller 126 operate to continuously monitor the state of charge of their respective battery packs to determine whether both battery packs have reached full charge capacity.

[0190] If the charging process is complete ("Yes" decision at block 710), the method 700 ends at block 712, the charging system disengages, and the vehicle is ready to use with both battery packs fully charged.

[0191] If charging is not complete ("No" decision at block 710), method 700 proceeds to decision block 714 where the BMS evaluates whether the charge rate of one pack is significantly lower than expected, which may indicate a problem such as cell degradation or an imbalance affecting overall charging efficiency.

[0192] If a mismatch is detected ("Yes" decision at block 714), method 700 proceeds to block 716, where the BMS temporarily isolates the slow charge pack and continues to charge the fast charge pack independently to maximize the charge rate and reduce the time spent at the charging station.

[0193] In some examples, a battery management system (BMS) evaluates the charging performance of both the primary battery pack 112 and the auxiliary battery pack 128. If one pack is charging significantly slower than expected, which may be due to factors such as high internal resistance or temperature anomalies, the BMS takes corrective action. This may include opening a contactor, such as the main vehicle fast-charge contactor 124 or auxiliary bypass contactor 134, associated with the slow-charging pack. This isolation prevents the slow pack from limiting the overall charging rate.

[0194] At the same time, the BMS may adjust the charging protocol of the fast charge pack by potentially increasing current supply within safe operating limits to expedite the charging process.

[0195] The BMS continuously monitors the isolated packs to determine when they can be reintegrated into the charging process without compromising charging efficiency. This dynamic management of the charging process ensures that both battery packs reach the desired charge level in the most efficient manner possible, readiness for continued vehicle operation with minimal delay.

[0196] Vehicle 802 8 illustrates a perspective view of a vehicle 802, shown as a truck, including an auxiliary battery pack 804, according to some examples. The auxiliary battery pack 804 is mounted in the bed of the truck to optimize space utilization and accessibility. The auxiliary battery pack 804 may be connected to the vehicle's high-voltage battery (HVB) DC inlet through an electrical interface that may include various types of connectors to ensure safe and efficient power transfer.

[0197] The auxiliary battery pack 804 in Figure 8 is integrated into the truck design with an emphasis on maintaining the functionality of the truck bed. The electrical interface connecting the auxiliary battery pack 804 to the truck's power system connects high-voltage connectors (HVC) 106 and 108, which are designed to handle the high power requirements of the auxiliary battery pack 804. In addition, low-voltage connectors are also part of this interface to ensure that lower power needs, such as those for vehicle control and auxiliary systems, are supported. These connectors are housed within a designed area in the truck bed that is accessible for maintenance or inspection.

[0198] Trailer 904 9 shows a side view of a vehicle 902 towing a trailer 904 with an auxiliary battery pack 906 installed within the trailer 904, according to some examples. The auxiliary battery pack 906 is positioned low within the trailer 904 to lower the center of gravity, improving the stability and handling of the vehicle.

[0199] An electrical connection and interface 908 connects the primary battery pack in the vehicle 902 with the auxiliary battery pack 906, thereby allowing power transfer between the vehicle and the trailer.

[0200] The electrical connection and interface 908 may incorporate features such as automatic connection recognition that facilitates establishing an electrical link when a trailer is attached. It also includes safety mechanisms that prevent electrical arcing and automatically disconnect power in the event of a trailer separation or accident.

[0201] High Voltage Controller 1002 10 illustrates a high voltage controller 1002 integrated with a power converter 1012 and a set of sensors 1020 for managing power delivery and monitoring in an electric vehicle, according to some examples. The high voltage controller 1002 is an example of any of the controllers described herein, such as the primary high voltage controller 110 or the auxiliary high voltage controller 126. The power converter 1012 is an example of any of the power converters described herein, including the primary power converter 116, the auxiliary power converter 130, or the auxiliary power converter 132.

[0202] The high-voltage controller 1002 includes a processor 1004, a memory 1030, and a communication interface 1028. The processor 1004 executes control algorithms 1030 and a state machine 1032 stored in the memory 1030. These control algorithms 1030 and state machine 1032 are responsible for managing the power flow and operating state of the power system 100. The communication interface 1028 facilitates data exchange between the high-voltage controller 1002 and other components of the system to ensure coordinated operation.

[0203] The power converter 1012 comprises power electronics 1008, including an inverter 1010, a converter 1014, a rectifier 1016, and power transistors 1018. The power electronics 1008 manages the conversion of electrical energy between various forms and voltage levels. The inverter 1010 converts DC power to AC power, the converter 1014 adjusts the voltage level, and the rectifier 1016 converts AC power to DC power. The power transistors 1018 are used to switch and control the flow of electrical energy within the power converter 1012.

[0204] Expanding on the technical details, the inverter 1010 typically utilizes pulse width modulation (PWM) techniques to efficiently convert DC power from the battery into AC power suitable for the electric motor. This involves the use of an H-bridge circuit configuration that can apply voltage in either direction across the motor, allowing precise control of motor speed and torque.

[0205] The converter 1014, an example of a DC-DC converter, may operate as both a buck converter and a boost converter depending on the voltage regulation required, and uses inductors, capacitors, and power transistors 1018 to step down or step up the voltage. For example, a buck converter reduces a voltage from a high level to a low level by turning a power transistor on and off at a high frequency, storing energy in an inductor during the "on" phase and transferring this energy to the output during the "off" phase.

[0206] Rectifier 1016, for example a diode bridge rectifier, converts input AC power from the power grid or generator into DC power that can be stored in the vehicle's battery system. This process involves converting alternating current, which flows in two directions, into direct current, which flows in only one direction.

[0207] Power transistors 1018, such as insulated gate bipolar transistors (IGBTs) or metal oxide semiconductor field effect transistors (MOSFETs), are used to manage the rapid switching required in these converters and inverters. These components are chosen for their efficiency and ability to handle high currents and rapid switching speeds. In inverters, for example, the switching speed of the IGBTs affects the frequency and quality of the output AC power, which is essential for the smooth operation of electric motors.

[0208] Sensors 1020, including a current sensor 1022, a voltage sensor 1024, and a temperature sensor 1026, monitor the operating status of the auxiliary battery 104 in the electric vehicle power system 100. These sensors can provide essentially real-time data regarding electrical and thermal conditions.

[0209] Current sensors 1022 may be positioned along the conductive path of the auxiliary battery 104, including connections to the power conversion system and any interconnecting bus bars. They measure the current flow to and from the auxiliary battery 104. This measurement is useful for managing load distribution and detecting anomalies such as short circuits or unexpected current spikes.

[0210] Voltage sensors 1024 are connected across the terminals of the auxiliary battery 104 and at various points within the battery management system. They monitor the voltage level of the auxiliary battery 104 to ensure that the auxiliary battery pack 128 operates within its specified voltage range. The monitored voltage can be used to maintain battery health, optimize charging cycles, and prevent conditions that could lead to over-voltage or under-voltage scenarios.

[0211] Temperature sensors 1026 are positioned in contact with components of the auxiliary battery 104, such as the battery cells, modules, and any associated power electronics that tend to heat up, such as DC / DC converters. These sensors provide data regarding the temperature of the battery cells and other components, which can be used to prevent overheating that can reduce battery performance and life. Data from temperature sensors 1026 can also be used to trigger thermal management actions, such as activating a cooling system or adjusting the charge and discharge rates of the battery to maintain a safe operating temperature.

[0212] Data collected by these sensors 1020 is communicated to the high-voltage controller 1002 via a communications interface 1028. This allows the sensor data to be integrated into the vehicle's central management system, where it can be analyzed and used to make informed decisions. The high-voltage controller 1002 (e.g., control algorithms 1030 and state machine 1032) uses information from the sensors to dynamically adjust the operation of the auxiliary battery 104. These adjustments seek to optimize the battery's performance, extend its life, and ensure its operation within safe parameters.

[0213] Vehicle 1102 Architecture 11 is a systems diagram illustrating the architecture of an electric vehicle (EV) 1102, according to some examples. The diagram illustrates the systems and subsystems that collectively enable the functionality and operational efficiency of the electric vehicle 1102.

[0214] The vehicle 1102 includes several interconnected higher-level systems, including a battery system 1106, a propulsion system 1104, a structural and mechanical system 1108, a charging system 1110, power electronics 1112, a control system 1114, a driver interface and infotainment 1116, a safety system 1118, and an auxiliary system 1120.

[0215] The propulsion system 1104 includes one or more electric motors 1124, which may include traction motors for propulsion and motors for a regenerative braking system that convert electrical energy into mechanical energy. A power inverter 1122 facilitates the conversion of DC power from the battery to the AC power required by the electric motors 1124. The propulsion system also includes a transmission 1126, which may consist of a single-speed transmission or gearbox, that directs mechanical power to the vehicle's wheels.

[0216] The battery system 1106 is composed of several battery modules 1128, each housing multiple battery cells 1130. These battery cells 1130 can be based on a variety of chemistries, including lithium ion, lithium polymer, or solid-state materials, each offering distinct advantages in terms of energy density, recharge cycles, and safety profile.

[0217] The battery management system (BMS) 1132 continuously monitors various parameters, such as voltage, current, and temperature, of each of the battery cells 1130 and battery modules 1128 to prevent conditions that may lead to overcharge, deep discharge, or thermal runaway. The battery management system (BMS) 1132 also manages the battery's State of Charge (SoC) and State of Health (SoH), ensuring that energy is distributed during discharge and that the charging process is optimized for longevity and safety. Each battery management system (BMS) 1132 utilizes algorithms to balance charge across cells and modules, correcting imbalances that may reduce the battery's overall capacity and longevity.

[0218] The battery system 1106 incorporates a thermal management system 1134 that maintains the battery cells 1130 operationally within a specified temperature range. The thermal management system 1134 utilizes temperature sensors to monitor the heat generated by the battery cells 1130 during operation. Based on the collected data, it activates cooling and heating mechanisms to regulate the temperature of the battery. Cooling methods can include air cooling, in which ambient air is circulated around the battery modules, or liquid cooling, in which a coolant is circulated through channels in or around the battery modules to absorb and dissipate heat. In cold environments, the thermal management system 1134 may utilize heating elements or use waste heat from the vehicle's systems to warm the battery cells, ensuring efficient operation even at low temperatures.

[0219] The charging system 1110 operatively replenishes stored energy within the battery system 1106 of the electric vehicle 1102. To ensure flexibility and convenience of energy recovery, the charging system 1110 supports a variety of charging methods. The charging system 1110 can include both standard (Level 1 and Level 2) and fast charging (DC fast charging) systems to facilitate a range of charging speeds to suit various user needs and infrastructure capabilities.

[0220] For standard charging, the charging system 1110 includes an on-board charger for AC / DC conversion, which converts alternating current (AC) from the power grid or a home outlet into direct current (DC) that can be stored in the vehicle's battery system 1106. The on-board charger may support Level 1 and Level 2 charging, e.g., Level 1 charging, which uses a standard home outlet (1108-120V), and Level 2 charging, which requires a higher voltage source (208-240V), such as found at dedicated charging stations or installed in a home garage.

[0221] For fast charging, the charging system 1110 may incorporate a DC fast charging system designed to bypass the onboard charger and quickly transfer energy directly to the vehicle's battery system 1106. The system supports the North American Charging Standard (NACS) charging interface and can charge at up to 500 kW at 800V. In a 400V auxiliary battery 104 configuration, the system may support a charge rate of 325-350 kW. While some examples may use the NACS interface, in some examples the charge port 122 may use other fast charging standards, such as the Combined Charging System (CCS) or CHAdeMO.6.

[0222] Additionally, the electric vehicle 1102 may include an auxiliary battery, such as a 12V lead-acid or lithium-ion battery, tasked with powering the vehicle's low-voltage systems, including lighting, infotainment, electronic control units, and other auxiliary components, ensuring their operation even when the main battery system is off or during the early stages of charging when the main system voltage may be too low for these tasks. This separation of power sources increases the reliability of the vehicle's electrical systems and attempts to provide availability of essential functions.

[0223] The structural and mechanical systems 1108, including the chassis and body 1136 and the suspension system 1138, provide the physical framework and support for the vehicle 1102. The chassis and body 1136 constitutes the primary structure of the vehicle, while the suspension system 1138 may include springs, shock absorbers (or dampers), and control arms to provide a smooth and stable ride by absorbing road shocks and vibrations.

[0224] Power electronics 1112, including a power distribution unit (PDU) 1140 and a voltage conversion system 1142, are responsible for managing and converting electrical power within the vehicle. The power distribution unit (PDU) 1140, equipped with fuses and relays, distributes power to the various vehicle systems, while voltage conversion devices in the voltage conversion system 1142, such as DC / DC and AC / DC converters, adjust voltage levels to meet the specific requirements of the various components.

[0225] Control system 1114 facilitates the driver's command of the vehicle, using, by way of example, steering system 1144 and braking system 1146. Steering system 1144, which includes a power steering motor, allows for precise directional control, while braking system 1146, which may feature disc brakes and an anti-lock braking system (ABS), allows for slowing and stopping.

[0226] The control system 1114 further includes a navigation system 1150 that is responsible for route planning, processing user-input destinations, and identifying charging stations along the route. It interfaces with a driver interface and infotainment 1116 for user interaction, and a battery management system (BMS) 1132 for optimizing the route based on the vehicle's energy state and charging requirements.

[0227] The driver interface and infotainment 1116 supports the driving experience by providing vehicle information and entertainment options through digital displays and multimedia systems. Connectivity features such as Bluetooth and USB further complement the functionality.

[0228] Safety systems 1118 designed to protect the vehicle's occupants may include, for example, an airbag system and an Advanced Driver-Assistance System (ADAS) 1152 (ADAS), which may use an array of sensors, cameras, radar, LiDAR, and / or ultrasonic devices to monitor the vehicle's surroundings, detect potential hazards, and take or suggest corrective action to prevent or mitigate the effects of an accident.

[0229] Advanced driver assistance systems (ADAS) 1152 can be categorized into various levels of automated driving functionality, ranging from Level 0, where a human driver performs all driving tasks, to Level 5, which represents full automation with no human intervention required under any circumstances. Levels 1 and 2 focus on driver assistance and partial automation, respectively, where systems such as adaptive cruise control, lane-keeping assist, and automatic emergency braking support but do not replace the driver. Level 3, conditional automation, allows the vehicle to handle all aspects of driving in certain conditions but requires the driver to be ready to take control when necessary. Level 4, high automation, allows the vehicle to operate independently in most scenarios, but still allows for human override.

[0230] Examples of Advanced Driver Assistance Systems (ADAS) 1152 subsystems that contribute to these levels of automation include, but are not limited to, adaptive cruise control that adjusts the vehicle's speed to maintain a safe distance from a vehicle ahead, lane departure warning systems that alert the driver when the vehicle begins to deviate from its lane, and automated parking systems that assist or take over control of the vehicle during parking maneuvers. Advanced systems that contribute to high levels of automation include complex algorithms and machine learning capabilities to interpret sensor data, predict the behavior of other road users, and make real-time driving decisions.

[0231] Auxiliary systems 1120 support vehicle functionality and occupant comfort, using, for example, environmental control and lighting systems. Auxiliary systems 1120 may also include windshield wipers, etc.

[0232] As described above, the systems of the vehicle 1102 are communicatively connected. Communication between the interconnected systems within the vehicle 1102 is facilitated through a vehicle network architecture, utilizing both hardware and software components to ensure seamless data exchange and coordination. This network architecture may include one or more vehicle communication buses, such as, for example, a Controller Area Network (CAN), a Local Interconnect Network (LIN), FlexRay, and Ethernet, which serve as a backbone for in-vehicle communications.

[0233] The Controller Area Network (CAN) bus is a vehicle bus standard designed to allow microcontrollers and devices to communicate with each other within the vehicle 1102 without a host computer. Due to its high reliability and resistance to interference, such a network can support control communications between systems such as the battery system 1106, the propulsion system 1104, and the control system 1114. The CAN bus can support messages that ensure real-time control and monitoring of these systems.

[0234] For other communications, such as those involving driver interface and infotainment 1116 or auxiliary systems 1120, a local interconnect network (LIN) bus may be utilized. LIN may provide a cost-effective, low-speed serial communication system for connecting intelligent sensors and actuators. It may act as a sub-network to the CAN bus and handle signals such as switch inputs and actuator outputs.

[0235] FlexRay technology offers higher data rates compared to CAN and LIN, providing the bandwidth necessary for advanced control systems, including those required for autonomous driving functions within safety systems 1118. Its deterministic nature and fault tolerance make it suitable for applications requiring precise timing and synchronization, such as coordinating the operation of multiple control units in real time.

[0236] Ethernet, with its high data transfer rate, may be employed, for example, for diagnostic and infotainment applications within the vehicle 1102. It supports the rapid transfer of large amounts of data and is well suited for advanced driver assistance systems (ADAS), software updates, and multimedia streaming in driver interface and infotainment 1116 systems.

[0237] Software protocols and application programming interfaces (APIs) built on top of these physical layers enable high-level communication and data exchange between systems. These protocols may define rules for data formatting, timing, and error handling that ensure messages are correctly interpreted and acted upon by the receiving system.

[0238] In some examples, the control system 1114 can incorporate advanced machine learning algorithms to enhance various aspects of its operation, for example, related to charging and energy management. These algorithms may be integrated into multiple subsystems that work in concert to optimize vehicle performance and efficiency. The navigation system 1148 may use machine learning to predict fast charging locations based on the vehicle's current state of charge, driving conditions, and user preferences. This predictive capability enables the vehicle 1102 to proactively suggest fast charging stops along a route even before the user explicitly sets a charging destination.

[0239] Within the charging system 1110 and the battery management system (BMS) 1132, machine learning algorithms analyze patterns of energy consumption and optimize switching between a state-of-energy (SOE) balancing strategy and an open-circuit voltage (OCV) matching strategy. These systems learn from the vehicle's performance data and refine their decision-making processes to better manage multiple battery systems, including, for example, the primary battery pack 112 and the auxiliary battery pack 128, and may extend the vehicle's range.

[0240] The advanced driver assistance system (ADAS) 1152 may utilize machine learning to optimize routes for charging efficiency. When the vehicle 1102 approaches a detected fast charger, these algorithms can automatically adjust the vehicle's speed and driving style to ensure that the battery packs 112 and 128 reach a specified temperature range for fast charging.

[0241] Additionally, a dedicated charging prediction system within the control system 1114 may use machine learning to assess whether a destination is likely to have a fast charger. This prediction can be based on historical data, location type, and other contextual information. By predicting the availability of fast chargers, the system can proactively trigger changes in battery management policies, allowing the vehicle 1102 to prepare for a potential fast charge even before it is confirmed. This proactive approach contributes to shorter charging times and improved overall energy management of the primary battery pack 112 and the auxiliary battery pack 128.

[0242] machine 1200 12 is a schematic diagram of a machine 1200 in which instructions 1210 (e.g., software, programs, applications, applets, apps, or other executable code) may be executed that may cause the machine 1200 to perform any one or more of the methods described herein. For example, the instructions 1210 may cause the machine 1200 to perform any one or more of the methods described herein. The instructions 1210 transform a general, unprogrammed machine 400 into a specific machine 1200 that is programmed to perform the described functions in the described manner and illustrated. The machine 1200 may operate as a standalone device or may be coupled (e.g., networked) to other machines. In a networked arrangement, the machine 1200 may operate in the capacity of a server machine or a client machine in a server-client network environment, or as a peer machine in a peer-to-peer (or distributed) network environment. Machine 1200 may comprise, without limitation, a server computer, a client computer, a personal computer (PC), a tablet computer, a laptop computer, a netbook, a set-top box (STB), an entertainment media system, a mobile phone, a smartphone, a mobile device, a wearable device (e.g., a smart watch), a smart home device (e.g., a smart appliance), other smart device, a web appliance, a network router, a network switch, a network bridge, or any machine capable of sequentially or otherwise executing instructions 1210 that specify operations to be performed by machine 1200. Furthermore, although a single machine 1200 is shown, the term "machine" may include a collection of machines that individually or together execute instructions 1210 to perform any one or more of the methods described herein.

[0243] Machine 1200 may include processor 1204, memory 1206, and I / O components 1202, which may be configured to communicate via bus 1240. In some examples, processor 1204 (e.g., a central processing unit (CPU), a reduced instruction set computing (RISC) processor, a complex instruction set computing (CISC) processor, a graphics processing unit (GPU), a digital signal processor (DSP), an application specific integrated circuit (ASIC), a radio frequency integrated circuit (RFIC), a tensor processing unit (TPU), a neural processing unit (NPU), a vision processing unit (VPU), a machine learning accelerator (MLA), a cryptographic accelerator processor, a field programmable gate array (FPGA), a quantum processor, another processor, or any suitable combination thereof) may include processor 1208 and processor 1212, for example, to execute instructions 1210.

[0244] 12 shows multiple processors 1204, machine 1200 may include a single processor with a single core, a single processor with multiple cores (e.g., a multi-core processor), multiple processors with a single core, multiple processors with multiple cores, or any combination thereof. Modern processor architectures include superscalar, very long instruction word (VLIW), vector processors, multi-core, many-core, neuromorphic, and quantum architectures.

[0245] Memory 1206 includes main memory 1214, static memory 1216, and storage unit 1218, all accessible to processor 1204 via bus 1240. Main memory 1206, static memory 1216, and storage unit 1218 store instructions 1210 that embody any one or more of the methods or functions described herein. Instructions 1210 may also reside, in whole or in part, within main memory 1214, within static memory 1216, within machine-readable medium 1220 in storage unit 1218, within processor 1204 (e.g., within a processor's cache memory), or any suitable combination thereof during their execution by machine 1200.

[0246] I / O components 1202 may include various components for receiving input, providing output, generating output, transmitting information, exchanging information, or obtaining measurements. The specific I / O components 1202 included in a particular machine depend on the type of machine. For example, a portable machine such as a mobile phone may include a touch input device or other such input mechanism, while a headless server machine likely does not include such a touch input device. I / O components 1202 may include many other components not shown in FIG. 12 . In various examples, I / O components 1202 may include output components 1226 and input components 1228. Output components 1226 may include visual components (e.g., a display such as a plasma display panel (PDP), a light-emitting diode (LED) display, a liquid crystal display (LCD), a projector, or a cathode ray tube (CRT)), audio components (e.g., a speaker), haptic components (e.g., a vibration motor, a resistance mechanism), or other signal generators. Input component 1228 may include an alphanumeric input component (e.g., a keyboard, a touchscreen configured to receive alphanumeric input, a photo-optical keyboard, or other alphanumeric input component), a point-based input component (e.g., a mouse, touchpad, trackball, joystick, motion sensor, or another pointing device), a tactile input component (e.g., a physical button, a touchscreen that provides the position and / or force of a touch or touch gesture, or other tactile input component), an audio input component (e.g., a microphone), etc.

[0247] In further examples, I / O component 1202 may include biometric component 1230, motion component 1232, environmental component 1234, or location component 1236, among a wide range of other components. For example, biometric component 1230 may include components that detect expressions (e.g., hand gestures, facial expressions, vocal expressions, body movements, or eye tracking) collectively or measure biometric signals (e.g., heart rate, blood pressure, body temperature, sweat, or brain waves) in an anonymous manner that does not identify individuals. Technologies such as facial recognition, fingerprint identification, voice identification, retinal scanning, or EEG-based identification are, of course, implemented only with explicit informed consent from the user. When biometric data is collected, it is minimized, encrypted, and accessed only for authorized purposes. The user can opt out of biometric collection by biometric component 1230 and have the data permanently deleted. With appropriate consent, security protections, data minimization, and respect for user privacy, certain biometric components can be implemented ethically.

[0248] The motion components 1232 include an acceleration sensor component (e.g., an accelerometer), a gravity sensor component, and a rotation sensor component (e.g., a gyroscope). The environment components 1234 include, for example, one or more cameras, an illuminance sensor component (e.g., a photometer), a temperature sensor component (e.g., one or more thermometers that detect ambient temperature), a humidity sensor component, a pressure sensor component (e.g., a barometer), an acoustic sensor component (e.g., one or more microphones that detect background noise), a proximity sensor component (e.g., an infrared sensor that detects nearby objects), a gas sensor (e.g., a gas detection sensor for detecting concentrations of harmful gases for safety purposes or for measuring pollutants in the air), or other components that may provide an indication, measurement, or signal corresponding to the surrounding physical environment. The position components 1236 include a position sensor component (e.g., a global positioning system (GPS) receiver component), an altitude sensor component (e.g., an altimeter or barometer that detects air pressure from which altitude can be derived), an orientation sensor component (e.g., a magnetometer), etc.

[0249] Communication may be implemented using a wide variety of technologies. I / O component 1202 further includes a communication component 1238 operable to couple machine 1200 to network 1222 or device 1224 via a respective coupling or connection. For example, communication component 1238 may include a network interface component or another suitable device for interfacing with network 1222. In further examples, communication component 1238 may include a wired communication component, a wireless communication component, a cellular communication component, a near field communication (NFC) component, a Bluetooth® component (e.g., Bluetooth® Low Energy), a Wi-Fi® component, and other communication components for providing communication via other modalities. Device 1224 may be another machine or any of a wide variety of peripheral devices (e.g., a peripheral device coupled via USB).

[0250] Additionally, communications component 1238 may detect an identifier or may include a component operable to detect an identifier. For example, communications component 1238 may include a radio frequency identification (RFID) tag reader component, an NFC smart tag detection component, an optical reader component (e.g., an optical sensor for detecting one-dimensional barcodes such as Universal Product Code (UPC) barcodes, multidimensional barcodes such as Quick Response (QR) Code, Aztec Code, Data Matrix, Data Glyph, Maxi Code, PDF417, Ultra Code, UCC RSS-2D barcodes, and other optical codes), or an acoustic detection component (e.g., a microphone for identifying tagged audio signals). Additionally, various information may be derived via communications component 1238, such as location via Internet Protocol (IP) geolocation, location via Wi-Fi signal triangulation, or location via detection of NFC beacon signals that may indicate a specific location.

[0251] Various memories (e.g., main memory 1214, static memory 1216, and / or memory of processor 1204) and / or storage unit 1218 may store one or more sets of instructions and data structures (e.g., software) that embody or use any one or more of the methods or functions described herein. These instructions (e.g., instructions 1210), when executed by processor 1204, cause various operations to be performed to implement the disclosed examples.

[0252] The instructions 1210 may be transmitted or received over the network 1222 via a network interface device (e.g., a network interface component included in the communications component 1238) using a transmission medium and using any of several well-known transfer protocols (e.g., Hypertext Transfer Protocol (HTTP)). Similarly, the instructions 1210 may be transmitted or received using a transmission medium via a coupling (e.g., a peer-to-peer coupling) to the device 1224. [Example]

[0253] Example 1 is a method for managing multiple battery packs in an electric vehicle, the method including: initiating a charging process for a primary battery pack and an auxiliary battery pack; determining that an open circuit voltage (OCV) of the primary battery pack matches an OCV of the auxiliary battery pack; and, based on determining that the OCV of the primary battery pack matches the OCV of the auxiliary battery pack, connecting the primary battery pack and the auxiliary battery pack in parallel and initiating parallel charging of the primary battery pack and the auxiliary battery pack.

[0254] In Example 2, the subject matter of Example 1 includes, wherein initiating the parallel charging includes engaging a high voltage (HV) switch to connect the primary battery pack and the auxiliary battery pack in parallel based on the OCVs matching within a predetermined threshold, and simultaneously supplying charging current to both the primary battery pack and the auxiliary battery pack through the engaged HV switch.

[0255] In Example 3, the subject matter of Examples 1 and 2 includes that initiating parallel charging includes performing constant voltage (CV) hold at a target voltage equal to the high voltage packs of the primary battery pack and the auxiliary battery pack, allowing the charging current to be gradually reduced to below the allowable current of a contactor used in the battery pack, and in response to the charging current being below the allowable current, closing the contactor to connect the primary battery pack and the auxiliary battery pack in parallel.

[0256] In Example 4, the subject matter of Examples 1 to 3 includes detecting that the destination of the electric vehicle is a fast charger before starting the charging process, and in response to detecting that the destination is set to the fast charger, switching the battery control strategy from a state of energy (SOE) balancing strategy to an open circuit voltage (OCV) matching strategy, where the SOE balancing strategy operatively targets an equal energy state between the primary battery pack and the auxiliary battery pack, and the OCV matching strategy actively manages the discharge of the primary battery pack and the auxiliary battery pack to equalize the OCV of the primary battery pack and the OCV of the auxiliary battery pack, and actively managing the discharge of the primary battery pack and the auxiliary battery pack to equalize the OCV of the primary battery pack and the OCV of the auxiliary battery pack.

[0257] In Example 5, the subject matter of Examples 1 to 4 includes, based on determining that the OCV of the primary battery pack does not match the OCV of the auxiliary battery pack, charging the battery pack at a lower OCV until the OCV of the primary battery pack matches the OCV of the auxiliary battery pack.

[0258] In Example 6, the subject matter of Examples 1-5 includes, wherein the charging process includes adjusting the charging current to taper off below an allowable current of a contactor used in the battery pack.

[0259] In Example 7, the subject matter of Examples 1-6 includes that the primary battery pack and the auxiliary battery pack are connected using a high voltage contactor that is controlled based on a determined matching of the OCV of the primary battery pack and the OCV of the auxiliary battery pack.

[0260] Example 8 includes the subject matter of Examples 1-7, determining that a charge rate mismatch exists between the primary battery pack and the auxiliary battery pack, and based on the determination that a charge rate mismatch exists, disconnecting the battery packs from parallel charging and temporarily isolating the battery pack with the slower charge rate while the faster charge pack continues to charge independently.

[0261] In Example 9, the subject matter of Examples 1-8 includes monitoring at least one of current draw, voltage level, or temperature of each of the primary and auxiliary battery packs during the charging process, and adjusting charging parameters in real time based on data from sensors integrated within the vehicle.

[0262] In Example 10, the subject matter of Examples 4-9 includes, wherein switching the control strategy to the OCV matching strategy includes adjusting power electronics to regulate the voltage output of the primary battery pack and the auxiliary battery pack based on feedback from voltage sensors.

[0263] In Example 11, the subject matter of Examples 1 to 10 includes further including using a DC-DC converter to at least one of stepping up or stepping down the voltage of the auxiliary battery pack to match the voltage of the primary battery pack during the charging process.

[0264] In Example 12, the subject matter of Examples 10-11 includes dynamically adjusting the operation of the DC-DC converter based on real-time performance data from voltage and current sensors integrated within the primary and auxiliary battery packs, and adjusting the power supply from the auxiliary battery pack based on the main pack bus voltage to reduce losses in the DC-DC conversion process.

[0265] In Example 13, the subject matter of Examples 1-12 includes determining that both battery packs have reached a predetermined charge capacity, and completing the charging process based on determining that both battery packs have reached the predetermined charge capacity.

[0266] In Example 14, the subject matter of Examples 1-13 includes, wherein the method is performed under control of a battery management system (BMS) including a primary high voltage controller and an auxiliary high voltage controller.

[0267] In Example 15, the subject matter of Examples 1-14 includes further including optimizing power supply from the auxiliary battery pack to minimize losses in the DC-DC conversion process when the vehicle is navigating using the user interface and trip planner.

[0268] In Example 16, the subject matter of Examples 1-15 includes evaluating a bus voltage of the primary battery pack to determine a current level of the primary battery pack, and preferentially drawing more power from the auxiliary battery pack based on the bus voltage of the primary battery pack being at a predetermined level.

[0269] Example 17 is a computer-readable medium storing instructions that, when executed by at least one processor, cause the at least one processor to implement a method for managing multiple battery packs of an electric vehicle, the method including initiating a charging process for a primary battery pack and an auxiliary battery pack; determining that an open circuit voltage (OCV) of the primary battery pack matches an OCV of the auxiliary battery pack; and, based on determining that the OCV of the primary battery pack matches the OCV of the auxiliary battery pack, connecting the primary battery pack and the auxiliary battery pack in parallel and initiating parallel charging of the primary battery pack and the auxiliary battery pack.

[0270] Example 18 is a computer device comprising at least one processor and at least one memory storing instructions that, when executed by the processor, constitute an apparatus for implementing a method including initiating a charging process of a primary battery pack and an auxiliary battery pack; determining that an open circuit voltage (OCV) of the primary battery pack matches the OCV of the auxiliary battery pack; and, based on determining that the OCV of the primary battery pack matches the OCV of the auxiliary battery pack, connecting the primary battery pack and the auxiliary battery pack in parallel and initiating parallel charging of the primary battery pack and the auxiliary battery pack.

[0271] Example 19 is a method for managing battery charging in an electric vehicle, the method including: initiating a charging process for a first battery pack and a second battery pack; determining that the open circuit voltage (OCV) of the first battery pack matches the OCV of the second battery pack; and, based on determining that the OCV of the first battery pack matches the OCV of the second battery pack, connecting the first battery pack and the second battery pack in parallel and initiating parallel charging of the first battery pack and the second battery pack.

[0272] In Example 20, the subject matter of Example 19 includes, based on determining that the OCVs do not match, charging the battery packs at a lower OCV until the OCV of the first battery pack matches the OCV of the second battery pack.

[0273] In Example 21, the subject matter of Examples 19-20 includes, wherein determining that the OCV of the first battery pack matches the OCV of the second battery pack includes measuring a voltage level of each of the first battery pack and the second battery pack and comparing the voltage levels to determine that a voltage difference is within a threshold range compatibility for parallel charging.

[0274] In Example 22, the subject matter of Examples 19 to 21 includes further including performing a constant voltage (CV) hold at a target voltage equal to the high voltage pack before connecting the battery packs in parallel.

[0275] In Example 23, the subject matter of Examples 19-22 includes, wherein the charging process includes adjusting the charging current to taper off below an allowable current of a contactor used in the battery pack.

[0276] In Example 24, the subject matter of Examples 19-23 includes, wherein the parallel charging is managed by a control system that monitors the voltage and temperature of each battery pack during the charging process.

[0277] In Example 25, the subject matter of Examples 19-24 includes, wherein the first battery pack and the second battery pack are connected using a high voltage contactor that is controlled based on the determined matching of the OCVs.

[0278] In Example 26, the subject matter of Examples 19-25 includes further including determining that a charge rate mismatch exists and, based on the determination, disconnecting the battery packs from parallel charging.

[0279] In Example 27, the subject matter of Examples 19-26 includes the slow charge rate battery pack being temporarily isolated and the fast charge pack continuing to charge independently.

[0280] In Example 28, the subject matter of Examples 19-27 includes further including determining that both battery packs have reached a predetermined charge capacity and completing the charging process based on this determination.

[0281] In Example 29, the subject matter of Examples 19-28 includes, wherein the method is performed under control of a battery management system (BMS) including a first high voltage controller and a second high voltage controller.

[0282] Example 30 is a method for managing battery voltage while navigating to a fast charger in an electric vehicle having a first battery pack and a second battery pack, the method including: detecting that a destination is set to the fast charger; switching a control strategy from state of energy (SOE) balancing to open circuit voltage (OCV) matching in response to detecting that the destination is set to the fast charger; actively managing discharge of the first battery pack and the second battery pack to equalize the OCVs of the first battery pack and the second battery pack; and engaging a high voltage (HV) switch to connect the first battery pack and the second battery pack in parallel in response to the OCVs of the first battery pack and the second battery pack being equalized.

[0283] In Example 31, the subject matter of Example 30 includes monitoring at least one of current flow, voltage level, or temperature of each of the first battery pack and the second battery pack during the discharge process, and adjusting discharge parameters in real time based on data from sensors integrated within the vehicle.

[0284] In Example 32, the subject matter of Examples 30-31 includes that switching the control strategy to OCV matching includes adjusting the power electronics to regulate the voltage output of the first battery pack and the second battery pack based on feedback from the voltage sensors.

[0285] In Example 33, the subject matter of Examples 30 to 32 includes further including engaging an HV switch to connect the first battery pack and the second battery pack in parallel when the voltage levels are synchronized within a predetermined threshold.

[0286] In Example 34, the subject matter of Examples 30-33 includes further including engaging a thermal management system to regulate the temperature of the first battery pack and the second battery pack during the discharging process.

[0287] In Example 35, the subject matter of Examples 30-34 includes wherein a high voltage (HV) switch is engaged to connect the first battery pack and the second battery pack in parallel based on a voltage difference between the battery packs being within a predetermined threshold.

[0288] In Example 36, the subject matter of Examples 30 to 35 includes further including using a DC-DC converter to step up or step down the voltage of the second battery pack to match the voltage of the first battery pack during the discharging process.

[0289] In Example 37, the subject matter of Examples 30 to 36 includes further including dynamically adjusting operation of the DC-DC converter based on real-time performance data from voltage sensors and current sensors integrated within the first battery pack and the second battery pack.

[0290] In Example 38, the subject matter of Examples 30 to 37 includes further including adjusting the power supply from the second battery pack based on the first pack bus voltage to reduce losses in the DC-DC conversion process.

[0291] In Example 39, the subject matter of Examples 30-38 includes the further comprising adjusting a setting of the DC-DC converter to align with the discharge strategy based on the first pack bus voltage.

[0292] In Example 40, the subject matter of Examples 30-39 includes further including supplying optimized power to systems of the vehicle from the second battery pack while traveling to the destination.

[0293] Example 41 is a method of exchanging electrical energy between a range extender and a main battery pack of a vehicle, the method including: receiving a first voltage having a first voltage level from an auxiliary battery pack in the range extender; converting, using a first power converter, the first voltage to a second voltage having a second voltage level compatible with the main battery pack of the vehicle; and supplying the second voltage to the main battery pack to facilitate the energy transfer.

[0294] In Example 42, the subject matter of Example 41 includes further including paralleling the first power converter with the second power converter to increase power transfer between the main battery pack and the auxiliary battery pack.

[0295] In Example 43, the subject matter of Examples 41-42 includes, wherein the paralleling of the first power converter and the second power converter is based on a load condition.

[0296] In Example 44, the subject matter of Examples 41-43 includes, wherein the first power converter and the second power converter each operatively boost a first voltage from the auxiliary battery pack to a second voltage level compatible with the main battery pack.

[0297] In Example 45, the subject matter of Examples 41 to 44 includes that the first power converter and the second power converter each operate bidirectionally to enable both charging of the auxiliary battery pack from the main battery pack and discharging of the auxiliary battery pack to the main battery pack.

[0298] In Example 46, the subject matter of Examples 41 to 45 includes further including utilizing control logic within the range extender to manage the conversion of the first voltage to the second voltage based on at least one of the states of charge of each of the main battery pack and the auxiliary battery pack.

[0299] In Example 47, the subject matter of Examples 41-46 includes further including using a bypass contactor to enable charging of the auxiliary battery pack from a charger that bypasses the first power converter.

[0300] Example 48 is a range extender for a vehicle comprising an auxiliary battery pack, a first bidirectional power converter that enables charging of the auxiliary battery pack at a first voltage and enables discharging of the auxiliary battery pack by converting the first voltage from the auxiliary battery pack to a second voltage suitable for the vehicle's main battery pack, and a control system that manages operation of the power converter.

[0301] In Example 49, the subject matter of Example 48 includes, wherein the first bi-directional power converter comprises a DC-DC converter.

[0302] In Example 50, the subject matter of Examples 48-49 includes, wherein the first bidirectional power converter is capable of both DC / DC conversion and AC / DC conversion.

[0303] In Example 51, the subject matter of Examples 48-50 includes, wherein the AC port of the first bi-directional power converter is coupled to the auxiliary battery pack and the DC port is coupled to the main battery pack.

[0304] In Example 52, the subject matter of Examples 48 to 51 includes further comprising a first bidirectional power converter and a second bidirectional power converter coupled in parallel to improve power transfer capability from the auxiliary battery pack.

[0305] In Example 53, the subject matter of Examples 48-52 includes further comprising a bypass contactor to allow charging of the auxiliary battery pack from a charger that bypasses the first bidirectional power converter.

[0306] In Example 54, the subject matter of Examples 48-53 includes, where the control system dynamically adjusts the charge and discharge rates based on the state of charge of the auxiliary battery pack.

[0307] Example 55 is an auxiliary battery pack for an electric vehicle, the auxiliary battery pack comprising: an auxiliary battery; at least two DC-DC converters connected in parallel, each DC-DC converter managing the flow of electricity between the auxiliary battery and the primary battery pack of the electric vehicle; and a control system for dynamically adjusting the operation of the DC-DC converters based on real-time data from at least one of a voltage sensor, a current sensor, and a temperature sensor.

[0308] In Example 56, the subject matter of Example 55 includes wherein each DC-DC converter is part of a respective power converter system.

[0309] In Example 57, the subject matter of Examples 55-56 includes, wherein each power converter system operates in a bidirectional mode to enable bidirectional power transfer between the auxiliary battery and the primary battery pack.

[0310] In Example 58, the subject matter of Examples 55-57 includes, wherein each power converter system includes a thermal management system to regulate the temperature of the DC-DC converter.

[0311] In Example 59, the subject matter of Examples 55 to 58 includes further comprising a thermal management system to regulate the temperature of the auxiliary battery and the DC-DC converter.

[0312] In Example 60, the subject matter of Examples 55-59 includes, wherein the thermal management system includes a coolant heat exchanger to transfer heat between the auxiliary battery and the primary battery pack.

[0313] In Example 61, the subject matter of Examples 55-60 includes, where the control system optimizes power supply from the auxiliary battery based on the state of energy (SOE) and open circuit voltage (OCV) of the auxiliary battery and the primary battery pack.

[0314] In Example 62, the subject matter of Examples 55 to 61 includes further comprising a high voltage (HV) switch that connects the auxiliary battery and the primary battery pack in parallel based on their matching respective voltages, enabling simultaneous power supply from both battery packs.

[0315] In Example 63, the subject matter of Examples 55-62 includes, where the control system includes a state machine to manage the power supply and charging process based on real-time data from the voltage sensor, the current sensor, and the temperature sensor.

[0316] Example 64 is an apparatus for managing power supply in an electric vehicle, comprising: a first battery pack; a second battery pack configured as a range extender; and a control system that adjusts the power output from the second battery pack based on a ratio of remaining energy in the second battery pack to the total remaining energy in both the first battery pack and the second battery pack.

[0317] In Example 65, the subject matter of Example 64 includes the control system dynamically calculating power output adjustments based on real-time energy requirements of the vehicle.

[0318] In Example 66, the subject matter of Examples 64 to 65 includes further comprising a first high voltage controller and a second high voltage controller for communicating between the first battery pack and the second battery pack and regulating power transfer therebetween.

[0319] In Example 67, the subject matter of Examples 64-66 includes, wherein the first high voltage controller and the second high voltage controller modulate associated power converters to adjust voltage and current according to the calculated power demand.

[0320] In Example 68, the subject matter of Examples 64-67 includes the subject matter of Examples 64-67, further comprising a power converter for the second battery pack, wherein the control system determines that the power demand exceeds the output capability of the power converter.

[0321] In Example 69, the subject matter of Examples 64-68 includes where the control system maximizes power output from the second battery pack based on power demand exceeding the output capability of the power converter.

[0322] In Example 70, the subject matter of Examples 64-69 includes a control system equalizing the state of energy (SOE) between the first battery pack and the second battery pack based on the power demand being within the output capability of the power converter.

[0323] In Example 71, the subject matter of Examples 64-70 includes where the control system monitors an SOE difference between the first battery pack and the second battery pack.

[0324] In Example 72, the subject matter of Examples 64-71 includes where the control system compensates for the SOE difference by increasing the power output from the second battery pack during periods of low power demand.

[0325] In Example 73, the subject matter of Examples 64-72 includes, wherein an increase in power output from the second battery pack is calculated based on the amount of SOE difference and the current capacity of the first battery pack.

[0326] In Example 74, the subject matter of Examples 64-73 includes wherein the control system scales the power output adjustment proportionally based on the remaining energy in the second battery pack relative to the combined remaining energy in both battery packs.

[0327] In Example 75, the subject matter of Examples 64-74 includes a control system that manages the first battery pack and the second battery pack to maintain balanced energy usage and optimize vehicle performance and energy efficiency.

[0328] In Example 76, the subject matter of Examples 64-75 includes the second high voltage controller calculating the required power output based on real-time vehicle performance data.

[0329] In Example 77, the subject matter of Examples 64-76 includes, wherein the first battery pack and the second battery pack synchronize their discharge rates under control of the high voltage controller.

[0330] Example 78 is a method for managing power supply and charging in an electric vehicle having a first battery pack and a second battery pack, the method including: implementing a control system that uses a state machine to manage the power supply and charging process based on data from at least one of a voltage sensor, a current sensor, or a temperature sensor; using the state machine to adjust the power output from the second battery pack based on a state of energy (SOE) and an open circuit voltage (OCV) of the battery pack; and using the state machine to manage the charging process by dynamically switching between SOE control and OCV control based on the operating state of the vehicle.

[0331] In Example 79, the subject matter of Example 78 includes, wherein the state machine includes states for non-navigated operation, fast charging, and preconditioning of the battery pack.

[0332] In Example 80, the subject matter of Examples 78 to 79 includes further including preconditioning the second battery pack by operating a DC-DC converter to at least one of heating or cooling the second battery pack to the determined temperature range for power transfer.

[0333] In Example 81, the subject matter of Examples 78-80 includes a state machine that dynamically adjusts the operation of the power conversion system based on real-time performance data from voltage and current sensors integrated within the battery pack.

[0334] In Example 82, the subject matter of Examples 78 to 81 includes further including connecting the first battery pack and the second battery pack in parallel based on matching of the voltages of the first battery pack and the second battery pack, and engaging a high voltage (HV) switch to enable simultaneous power supply from both battery packs.

[0335] In Example 83, the subject matter of Examples 78 to 82 includes further including using a thermal management system including a liquid-liquid heat exchanger to transfer heat between the first battery pack and the second battery pack.

[0336] In Example 84, the subject matter of Examples 78 to 83 includes further including charging the second battery pack using solar power via the MC4 connector.

[0337] In Example 85, the subject matter of Examples 78-84 includes, where the power conversion system is configured to step up or step down voltage during regenerative braking.

[0338] Example 86 is a computer device comprising at least one processor and at least one memory that stores instructions, the instructions, when executed by the processor, configuring the device to perform the method of example 78.

[0339] Example 87 is a computing device comprising at least one processor and at least one memory storing instructions that, when executed by the processor, configure the device to perform a method including: implementing a control system using a state machine to manage power supply and charging processes based on data from at least one of a voltage sensor, a current sensor, or a temperature sensor; using the state machine to adjust power output from a second battery pack based on a state of energy (SOE) and an open circuit voltage (OCV) of the battery pack; and using the state machine to manage the charging process by dynamically switching between SOE control and OCV control based on an operating state of the vehicle.

[0340] Example 88 is a non-transitory computer-readable medium having stored thereon computer-executable instructions for implementing a method, including implementing a control system using a state machine to manage the power supply and charging process based on data from at least one of a voltage sensor, a current sensor, or a temperature sensor; using the state machine to adjust the power output from the second battery pack based on a state of energy (SOE) and an open circuit voltage (OCV) of the battery pack; and using the state machine to manage the charging process by dynamically switching between SOE control and OCV control based on an operating state of the vehicle. term

[0341] A "component" may include a device, physical entity, or logic with boundaries defined by function or subroutine calls, branch points, APIs, or other techniques that result in the division or modularization of specific processing or control functions. A component may be combined with other components through their interfaces to perform machine processes. A component may also be a packaged functional hardware unit designed for use with other components and portions of a program that typically perform specific functions of the associated functionality. A component may constitute either a software component (e.g., code embodied on a machine-readable medium) or a hardware component. A "hardware component" is a tangible unit that can perform specific operations and may be configured or arranged in a specific physical manner. In some examples, one or more computer systems (e.g., standalone computer systems, client computer systems, or server computer systems), or one or more hardware components of a computer system (e.g., a processor or group of processors), may be configured by software (e.g., an application or application portion) as hardware components that operate to perform specific operations described herein. A hardware component may also be implemented mechanically, electronically, or any suitable combination thereof. For example, a hardware component may include dedicated circuitry or logic permanently configured to perform specific operations. A hardware component may be a dedicated processor, such as a field programmable gate array (FPGA) or an application specific integrated circuit (ASIC). A hardware component may also include programmable logic or circuitry temporarily configured by software to perform specific operations. For example, a hardware component may include software executed by a general-purpose processor or other programmable processor.Once configured by such software, a hardware component becomes a specific machine (or a specific component of a machine) uniquely tailored to perform the configured function, and is no longer a general-purpose processor. The decision to implement a hardware component mechanically, with dedicated, permanently configured circuitry, or with temporarily configured circuitry (e.g., configured by software) may be driven by cost and time considerations. Thus, the phrase “hardware component” (or “hardware-implemented component”) should be understood to encompass a tangible entity that is physically built, permanently configured (e.g., hardwired), or temporarily configured (e.g., programmed) to operate in a particular manner or perform particular operations described herein. Considering examples in which hardware components are temporarily configured (e.g., programmed), each of the hardware components need not be configured or instantiated at any one instance in time. For example, if a hardware component comprises a general-purpose processor configured by software to be a special-purpose processor, the general-purpose processor may be configured as different special-purpose processors (e.g., with different hardware components) at different times. Thus, software configures one or more specific processors, e.g., to configure a specific hardware component at one time and to configure different hardware components at different times. Hardware components can provide information to and receive information from other hardware components. Thus, the described hardware components may be considered to be communicatively coupled. When multiple hardware components are present simultaneously, communication may be achieved through signal transmission between two or more of the hardware components (e.g., via appropriate circuits and buses). In examples where multiple hardware components are configured or instantiated at different times, communication between such hardware components may be achieved, for example, through storage and retrieval of information in memory structures accessed by the multiple hardware components.For example, one hardware component may perform an operation and store the output of that operation in a memory device to which it is communicatively coupled. Subsequently, a further hardware component may access the memory device to retrieve and process the stored output. A hardware component may also initiate communication with an input or output device or operate on a resource (e.g., a collection of information). Various operations of the example methods described herein may be performed, at least in part, by one or more processors that are temporarily configured (e.g., by software) or permanently configured to perform the associated operations. Whether temporarily or permanently configured, such processors may constitute processor-implemented components that operate to perform one or more operations or functions described herein. As used herein, a "processor-implemented component" refers to a hardware component implemented using one or more processors. Similarly, the methods described herein may be at least partially processor-implemented, with a particular processor or processors being an example of hardware. For example, at least some of the operations of the methods described herein may be performed by one or more processors 1004 or processor-implemented components. Furthermore, one or more processors may also operate to support performance of associated operations in a "cloud computing" environment or as "software as a service" (SaaS). For example, at least some of the operations may be performed by a group of computers (examples of machines including processors), and these operations are accessible over a network (e.g., the Internet) and via one or more appropriate interfaces (e.g., APIs). Performance of particular operations may be distributed among processors deployed across multiple machines as well as within a single machine. In some examples, a processor or processor-implemented component may be located in a single geographic location (e.g., within a home environment, an office environment, or a server farm). In some examples, a processor or processor-implemented component may be distributed across several geographic locations.

[0342] A "fast charger" may include electric vehicle charging stations that supply direct current (DC) power at high voltage and amperage levels and typically provide charging power of 50 kW or more. These chargers are designed to quickly replenish electric vehicle batteries and can significantly reduce charging times compared to lower-power alternatives. Fast chargers may operate at voltage levels of, for example, 400-900 volts DC or higher.

[0343] "Open circuit voltage (OCV)" refers to the voltage measured across the terminals of a battery pack when not connected to a load or charging source. It represents the potential difference between the positive and negative terminals of the battery pack in its rest state.

[0344] A "processor," in some examples, may include one or more circuits or virtual circuits (e.g., physical circuits emulated by logic executing on an actual processor) that manipulate data values ​​in accordance with control signals (e.g., commands, opcodes, machine code, control words, macroinstructions, etc.) and generate corresponding output signals that are applied to operate a machine. A processor may include, for example, at least one of a central processing unit (CPU), a reduced instruction set computing (RISC) processor, a complex instruction set computing (CISC) processor, a graphics processing unit (GPU), a digital signal processor (DSP), a tensor processing unit (TPU), a neural processing unit (NPU), a visual processing unit (VPU), a machine learning accelerator, an artificial intelligence accelerator, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a radio frequency integrated circuit (RFIC), a neuromorphic processor, a quantum processor, or any combination thereof.

[0345] A processor may also be a multi-core processor having two or more independent processors (sometimes referred to as "cores") that can execute instructions simultaneously. A multi-core processor includes multiple computational cores on a single integrated circuit die, each capable of executing program instructions independently and in parallel. Parallel processing on a multi-core processor may be implemented through architectures such as superscalar, VLIW, vector processing, or SIMD, where each core can execute a separate instruction stream simultaneously.

[0346] A processor may be emulated in software running on a physical processor as a virtual processor or virtual circuit, which may behave like an independent processor and is implemented in software rather than hardware.

Claims

1. 1. A method for managing multiple battery packs in an electric vehicle, comprising: initiating a charging process for the primary battery pack and the auxiliary battery pack; determining that an open circuit voltage (OCV) of the primary battery pack matches an OCV of the auxiliary battery pack; based on determining that the OCV of the primary battery pack matches the OCV of the auxiliary battery pack, connecting the primary battery pack and the auxiliary battery pack in parallel and initiating parallel charging of the primary battery pack and the auxiliary battery pack; A method comprising:

2. The step of initiating parallel charging includes: engaging a high voltage (HV) switch to connect the primary battery pack and the auxiliary battery pack in parallel based on an OCV of the primary battery pack and an OCV of the auxiliary battery pack matching within a predetermined threshold range; and simultaneously providing charging current to both the primary battery pack and the auxiliary battery pack through the engaged HV switch.

3. The step of initiating parallel charging includes: performing a constant voltage (CV) hold at a target voltage equal to a high voltage pack of the primary battery pack and the auxiliary battery pack; allowing the charging current to taper off below the current capacity of a contactor used in the battery pack; 2. The method of claim 1, further comprising: in response to the charging current being less than the allowable current, closing the contactor to connect the primary battery pack and the auxiliary battery pack in parallel.

4. detecting that a destination of the electric vehicle is a fast charger before initiating the charging process; In response to detecting that the destination is set to the fast charger, switching a battery control strategy from a state of energy (SOE) balancing strategy to an open circuit voltage (OCV) matching strategy, wherein the SOE balancing strategy operatively targets equal energy states between the primary battery pack and the auxiliary battery pack, and the OCV matching strategy actively manages discharge of the primary battery pack and the auxiliary battery pack to equalize an OCV of the primary battery pack and an OCV of the auxiliary battery pack; actively managing discharge of the primary battery pack and the auxiliary battery pack to equalize an OCV of the primary battery pack and an OCV of the auxiliary battery pack; The method of claim 1 further comprising:

5. 2. The method of claim 1, further comprising, based on determining that an OCV of the primary battery pack does not match an OCV of the auxiliary battery pack, charging the battery pack at a lower OCV until the OCV of the primary battery pack matches an OCV of the auxiliary battery pack.

6. 10. The method of claim 1, wherein the charging process includes adjusting the charging current to taper off below the current tolerance of contactors used in the battery pack.

7. 2. The method of claim 1, wherein the primary battery pack and the auxiliary battery pack are connected using a high voltage contactor that is controlled based on the determined matching of an OCV of the primary battery pack and an OCV of the auxiliary battery pack.

8. determining that a charge rate mismatch exists between the primary battery pack and the auxiliary battery pack, and disconnecting the battery packs from parallel charging based on the determination that a charge rate mismatch exists; temporarily isolating the battery pack at a slow charge rate while the fast charge pack continues to charge independently; The method of claim 1 further comprising:

9. monitoring at least one of a current draw, a voltage level, or a temperature of each of the primary battery pack and the auxiliary battery pack during the charging process; adjusting charging parameters in real time based on data from sensors integrated within the vehicle; The method of claim 1 further comprising:

10. 5. The method of claim 4, wherein switching the control strategy to the OCV matching strategy comprises adjusting power electronics to regulate voltage outputs of the primary battery pack and the auxiliary battery pack based on feedback from voltage sensors.

11. 10. The method of claim 1, further comprising using a DC-DC converter to at least one of stepping up or stepping down the voltage of the auxiliary battery pack to match the voltage of the primary battery pack during the charging process.

12. dynamically adjusting operation of the DC-DC converter based on real-time performance data from voltage and current sensors integrated within the primary and auxiliary battery packs; adjusting the power supply from the auxiliary battery pack based on a main pack bus voltage to reduce losses in the DC-DC conversion process; The method of claim 10 further comprising:

13. determining that both battery packs have reached a predetermined charge capacity; completing the charging process based on determining that both battery packs have reached the predetermined charge capacity; The method of claim 1 further comprising:

14. 10. The method of claim 1, wherein the method is performed under the control of a battery management system (BMS) that includes a primary high voltage controller and an auxiliary high voltage controller.

15. 10. The method of claim 1, further comprising optimizing power delivery from the auxiliary battery pack to minimize losses in the DC-DC conversion process when the vehicle is navigating using a user interface and a trip planner.

16. evaluating a bus voltage of the primary battery pack to determine a current level of the primary battery pack; preferentially drawing more power from the auxiliary battery pack based on a bus voltage of the primary battery pack being at a predetermined level; The method of claim 1 further comprising:

17. 1. A computer-readable medium storing instructions that, when executed by at least one processor, cause the at least one processor to perform a method for managing a plurality of battery packs of an electric vehicle, the method comprising: initiating a charging process for the primary battery pack and the auxiliary battery pack; determining that an open circuit voltage (OCV) of the primary battery pack matches an OCV of the auxiliary battery pack; and based on determining that the OCV of the primary battery pack matches the OCV of the auxiliary battery, connecting the primary battery pack and the auxiliary battery pack in parallel and initiating parallel charging of the primary battery pack and the auxiliary battery pack.

18. The method comprises: engaging a high voltage (HV) switch to connect the primary battery pack and the auxiliary battery pack in parallel based on an OCV of the primary battery pack and an OCV of the auxiliary battery pack matching within a predetermined threshold range; simultaneously supplying charging current to both the primary battery pack and the auxiliary battery pack through the engaged HV switch; 20. A computer-readable medium storing instructions of claim 17, further comprising:

19. 1. A computer device comprising: at least one processor; at least one memory storing instructions that, when executed by the processor, initiating a charging process for the primary battery pack and the auxiliary battery pack; determining that an open circuit voltage (OCV) of the primary battery pack matches an OCV of the auxiliary battery pack; based on determining that the OCV of the primary battery pack matches the OCV of the auxiliary battery pack, connecting the primary battery pack and the auxiliary battery pack in parallel and initiating parallel charging of the primary battery pack and the auxiliary battery pack; at least one memory constituting the apparatus for carrying out the method, A computer device comprising:

20. The method comprises: detecting that a destination of the electric vehicle is a fast charger before initiating the charging process; In response to detecting that the destination is set to the fast charger, switching a battery control strategy from a state of energy (SOE) balancing strategy to an open circuit voltage (OCV) matching strategy, wherein the SOE balancing strategy operatively targets equal energy states between the primary battery pack and the auxiliary battery pack, and the OCV matching strategy actively manages discharge of the primary battery pack and the auxiliary battery pack to equalize an OCV of the primary battery pack and an OCV of the auxiliary battery pack; actively managing discharge of the primary battery pack and the auxiliary battery pack to equalize an OCV of the primary battery pack and an OCV of the auxiliary battery pack; 20. The computer device of claim 19, further comprising:

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