Integrated vehicle and structural charger system and method

Abstract

The systems, methods, and other embodiments described herein relate to charging vehicles and supplying emergency power to structures while reducing system complexity (such as installation). In one embodiment, the system has a charger comprising a charging circuit and a discharge circuit connected to a charging connector for electric vehicles (EVs), the charging connector being bidirectional. The system also includes a charging circuit that supplies input power from the main electrical panel of the structure to the charging connector. The system also includes a discharge circuit that receives output power via the charging connector and divides the output power into voltage levels using a transformer. The system also includes a manual changeover switch within the discharge circuit that, in the event of a power outage, supplies emergency power to a sub-panel for the electrical circuit of the structure using the voltage levels, the sub-panel being located outside the charger.

Description

Technical Field

[0001] The subject matter described herein generally relates to chargers for vehicles and structures (e.g., residences), and more particularly to a charger integration unit that reduces the complexity of a system for charging a vehicle and supplying emergency power to a structure.

Background Art

[0002] Structures use generators to supply power during outages caused by storms, power failures, component failures, etc. Such generators rely on fossil fuels (e.g., propane, natural gas, etc.) batteries or similar energy sources to backup structures (e.g., residences, buildings, etc.) for a limited period. However, alternative energy sources are sometimes sought due to reasons such as accessibility and environmental regulations. With the spread of electric vehicles (EVs) and the increasing battery capacity, electric vehicles are considered as an alternative energy source.

[0003] In various implementations, power supply from an EV to a structure involves non-standard connectors or line voltages. For example, an EV charger is unidirectional for recharging a vehicle and lacks the ability to backfeed power. Further, an EV may output a voltage (e.g., 240 volts alternating current (VAC), etc.) that is incompatible with a fixed circuit (e.g., direct current). Thus, an adapter (e.g., power input) or additional electrical auxiliary system for transmitting power from an EV can be attached to the structure, thereby increasing the complexity (e.g., installation) of the system. In one approach, an EV uses an electrical cord and outputs AC power connected to the power input of the structure. However, this system involves multiple (e.g., two) electrical facilities for EV charging and emergency power, thereby increasing costs and reducing customer satisfaction.

Summary of the Invention

Problems to be Solved by the Invention

[0004] In one embodiment, examples of systems and methods relate to improving vehicle charging and emergency power supply to structures while reducing system complexity (such as installation). In various implementations, chargers that power electric vehicles (EVs) and emergency power to structures (e.g., houses, buildings) involve complex installations with expensive adapters and subsystems. For example, installation may involve adding a changeover switch to the structure and expensive wiring (high-voltage cables, multi-line cables, etc.) from the changeover switch to the discharge circuit, connecting to the vehicle charger. Furthermore, the system may involve extra cables and adapters to connect from the EV to the structure's inlet, thereby relying on additional hardware for emergency power supply.

[0005] Therefore, in one embodiment, the system has a charger that integrates a charging circuit and a discharging circuit, each having a switch to change to individual units, and supplies auxiliary power to the structure. The system may utilize a bidirectional charging connector so that the charging circuit supplies input power to the EV from the structure's main electrical panel. Furthermore, the discharging circuit receives output power via the charging connector and supplies emergency power to the structure in the event of a power outage (e.g., power interruption). In one method, the discharging circuit has an integrated transformer that phase-splits the output power from the EV (e.g., 240 volts (V), 240V alternating current (AC)) to a voltage level compatible with the structure (e.g., 120VAC). The switch may, in the event of a power outage, supply emergency power from the transformer to a sub-panel outside the charger for the electrical circuit of the structure. In other words, the switch may be a circuit breaker that draws energy from the EV, rather than from the power company, for the main electrical panel. The charger may also have a load monitor that measures the output current from the EV, and the system can optimally adjust the output power according to the output current. This allows the system to function as a charger where EVs supply emergency power to structures without using electrical circuit power inputs or toggle switches, thereby reducing costs and improving customer satisfaction.

[0006] In one embodiment, a system is disclosed for charging a vehicle and supplying emergency power to a structure while reducing system complexity (such as installation). In one embodiment, the system has a charger that includes a charging circuit and a discharge circuit connected to a charging connector for an electric vehicle (EV), the charging connector being bidirectional. The system also has a charging circuit that supplies input power from the main electrical panel of the structure to the charging connector. The system also has a discharge circuit that receives output power via the charging connector and divides the output power into voltage levels using a transformer. The system also has a manual changeover switch in the discharge circuit that supplies emergency power to a sub-panel for the electrical circuit of the structure using voltage levels in the event of a power outage, the sub-panel being located outside the charger.

[0007] In one embodiment, a system is disclosed for charging a vehicle and supplying emergency power to a structure while reducing system complexity (such as installation). In one embodiment, the system has a charger that includes a charging circuit and a discharge circuit connected to a charging connector for an electric vehicle (EV), the charging connector being bidirectional. The system also has a charging circuit that supplies input power from the main electrical panel of the structure to the charging connector. The system also has a discharge circuit that receives output power via the charging connector and divides the output power into voltage levels using a transformer. The system also has a manual switch on the charger for remotely operating a changeover switch associated with a sub-panel, the discharge circuit supplying emergency power to the sub-panel for the electrical circuit of the structure using the voltage levels during a power outage, and the changeover switch associated with the sub-panel is located outside the charger.

[0008] In one embodiment, a system is disclosed for charging a vehicle and supplying emergency power to a structure while reducing system complexity (such as installation). In one embodiment, the system has a charger that includes a charging circuit and a discharge circuit directly connected to a charging connector for an electric vehicle (EV), the charging connector being bidirectional. The system also has a charging circuit that supplies input power from the main electrical panel of the structure to the charging connector, the charging circuit being directly connected to the main electrical panel. The system also has a discharge circuit that receives output power via the charging connector, the discharge circuit being directly connected to the charging connector. The system also has a manual changeover switch in the discharge circuit that, in the event of a power outage, supplies emergency power using the output power to a sub-panel for the electrical circuit of the structure, the sub-panel being located outside the charger. [Brief explanation of the drawing]

[0009] The accompanying drawings incorporated herein and forming part thereof illustrate various systems, methods, and other embodiments of the present disclosure. It is understood that the boundaries of elements shown in the drawings (e.g., boxes, groups of boxes, or other shapes) represent one embodiment of the boundary. In some embodiments, one element may be designed as multiple elements, or multiple elements may be designed as one element. In some embodiments, an element shown as an internal component of another element may be implemented as an external component, and vice versa. Furthermore, elements may not be drawn to scale. [Figure 1] This shows one embodiment of a vehicle for supplying emergency power to a structure. [Figure 2] This document illustrates one embodiment of a charger that integrates charging and discharging circuits for charging and supplying power to an electric vehicle. [Figure 3] This document illustrates one embodiment of a system that integrates charging and discharging circuits for supplying power to a structure during a power outage. [Figure 4]Figure 3 shows one embodiment of a system that uses a load monitor and load manager to optimize the input and output power from the structure. [Figure 5] This document describes one embodiment of a system integrating charging and discharging circuits, which uses a remote switch to activate during a power outage. [Modes for carrying out the invention]

[0010] Disclosed herein are systems, methods, and other embodiments relating to improved vehicle charging and emergency power supply to structures while reducing system complexity (such as installation). In various implementations, chargers that power electric vehicles (EVs) and supply emergency power to structures (e.g., houses, buildings) involve obtaining expensive inlet adapters and installing subsystems to connect the EVs and structures. For example, transformers are installed to convert the output power from the EVs to compatible voltage levels and types (such as AC). The system may also have a changeover switch added to the structure and separate from the charger. This configuration involves expensive wiring from the changeover switch to the discharge circuit for connection to the EV charging system. Therefore, in one embodiment, the system has a charger that integrates charging and discharging circuits, having a changeover switch to separate units for EV charging and supplying auxiliary power, which simplifies installation and reduces costs. Here, a bidirectional charging connector draws in input power from the charging circuit and supplies output power from the vehicle to the structure. In one approach, a transformer integrated within the above transformer (e.g., a center tap) is connected to a charging connector to convert single-phase 240-volt AC voltage (VAC) into split-phase 240-volt power.

[0011] Furthermore, a changeover switch integrated within the discharge circuit is connected to the transformer or directly to a charging connector for a structure that supports the output power from the EV. Here, the charger becomes the primary point of power transmission by integrating the changeover switch with other components, thereby simplifying installation and reducing costs. Furthermore, the changeover switch may be connected to a sub-panel located outside the charger. When the changeover switch is activated during a power outage, the sub-panel may selectively supply power from the main panel to the home and to the circuit. In one approach, the system implements a load monitor and load manager to optimize the performance of the charger and the EV. The load monitor individually measures the output current from the EV to the electrical circuit, and the charging connector receives output power adjusted according to the output current reported by the load monitor. For example, when the remaining charge in the EV falls below a threshold (e.g., 5%), the load manager reduces the emergency power. This allows the system to implement a charger that supplies emergency power from the EV to the structure without using power inputs or the installation of a changeover switch on a sub-panel, thereby reducing costs and improving customer satisfaction.

[0012] Referring to Figure 1, an example of vehicle 100 is described. As used herein, “vehicle” means any form of powered transport. In one or more implementations, vehicle 100 is an automobile. While the configuration of an automobile is described here, it is understood that the embodiments are not limited to automobiles. In some implementations, the charging system 170 uses roadside units (RSUs), home appliances (CEs), portable devices, robots, drones, etc., which benefit from the functions described herein related to charging vehicles and supplying emergency power to structures, while reducing the complexity of the system.

[0013] Furthermore, the vehicle 100 includes various elements. It is understood that in various embodiments, the vehicle 100 may have fewer elements than those shown in Figure 1. The vehicle 100 can be any combination of the various elements shown in Figure 1. In addition, the vehicle 100 may have additional elements than those shown in Figure 1. In some arrangements, the vehicle 100 may be implemented without one or more of the elements shown in Figure 1. Although various elements are shown to be located inside the vehicle 100 in Figure 1, it is understood that one or more of these elements can be located outside the vehicle 100. Furthermore, the elements shown may be physically separated by a large distance.

[0014] Some of the possible elements of the above-described vehicle 100 are shown in Figure 1 and will be explained with subsequent drawings. However, for the sake of brevity in this description, the elements in Figure 1 will be explained after the explanation of Figures 2-5. In addition, to make the illustrations concise and clear, reference numbers are repeated between different figures where appropriate to indicate corresponding or similar elements. Furthermore, the above discussion outlines numerous specific details to provide a complete understanding of the embodiments described herein. However, those skilled in the art will understand that the embodiments described herein can be put into practice using various combinations of these elements.

[0015] Next, Figure 2 shows one embodiment of a charger integrating a charging circuit and a discharging circuit for charging and supplying output power to an EV. In particular, the charger 202 integrates the charging circuit 204 with the discharging circuit 206 rather than having a separate or independent unit for the circuit. For further convenience and compatibility, in one embodiment, the discharging circuit 206 has a transformer 208 for a specific geographical area (e.g., an automatic transformer, a variable transformer, etc.) and a changeover switch 210. Here, the charging circuit 204 supplies input power from a power source to the charging connector via a direct connection to the power source, etc. The output of the charging circuit 204 can be connected to, or directly connected to, the charging connector of the vehicle 100. In either the case of charging or emergency power supply, the vehicle 100 may be an EV or a plug-in hybrid EV (PHEV) equipped with a charging system 170. In various implementations, the charging system 170 includes a transformer, a rectifier, a switch, etc., and supplies AC and DC power to components within the vehicle 100.

[0016] Furthermore, the input power may utilize a two-wire 240V (e.g., hot, neutral, ground) supplied to the charging connector. In one approach, the charging connector is bidirectional, thereby allowing connection to both the charging circuit 204 and the discharging circuit 206. In this way, the charger 202 can charge the vehicle 100 while also functioning as an auxiliary power source for an external load, with fewer wires and components.

[0017] Furthermore, the discharge circuit 206 receives output power via the charging connector. The vehicle 100 may also communicate control signals to set the discharge circuit 206 to a stable state, ready to backfeed power. For example, the output power utilizes a single-phase, two-wire 240V / 240VAC (e.g., hot, neutral, ground, etc.) supply on an emergency power charging connector within a specific region (e.g., European countries) without conversion by a transformer. Here, the vehicle 100 may output AC rather than DC using the rectifier circuit of the vehicle 100's charging system 170, thereby avoiding extra components of the charger 202. Thus, the output power is generated as AC power independent of the rectifier and structure of the charger 202.

[0018] For structures wired to low voltage, the charger 202 utilizes a transformer 208 to convert the single-phase voltage to a two-phase voltage for a specific region (e.g., the United States, Japan, etc.). For example, the transformer is a center-tapped transformer that splits the 240V output from the vehicle 100 into a three-wire 240V output (e.g., hot, hot, neutral, ground, etc.) so that each heating element is approximately 120V. Furthermore, a changeover switch 210 switches the power to the vehicle 100 in the event of a power outage related to the primary power supply. As described here, the changeover switch 210 installed within the charger 202 provides a single, centralized point for power switching, avoiding expensive adapters and additional installation work in the structure. Otherwise, the charger 202 might require an external controller to connect the vehicle 100's power management system and the changeover switch 210, thereby increasing cost and complexity. The structure also receives emergency power from a discharge circuit 206 independent of the power input, thereby simplifying installation in vehicles and homes.

[0019] In various implementations, Figure 3 shows one embodiment of a system 300 that integrates charging and discharging circuits for supplying power to a structure during a power outage. Here, connector 302 is a bidirectional connector such as the Society of Automotive Engineers (SAE) j-plug 1772 (J1772), which draws input power (e.g., 240V) from the charging circuit 204 (e.g., the J1772 circuit) to the vehicle 100. Thus, connector 302 single-handedly charges the vehicle 100 and supplies emergency power to a circuit 306 for a structure (e.g., a house) during a power outage or emergency, avoiding additional wiring. In either the charging or emergency power supply case, the vehicle 100 may be an EV or a plug-in hybrid EV (PHEV). As described below, connector 302 may also supply output power to the discharge circuit 206. The charging circuit 204 may be connected to or directly connected to the main power panel 308 for drawing in input power from the power grid (e.g., commercial power) (e.g., without intermediate switches, converters, etc.). Furthermore, the changeover switch 210 is integrated into the discharge circuit 206 and supplies emergency power from the vehicle 100 using single-phase or split-phase power. The changeover switch 210 may be connected to or directly connected to the sub-panel 304 that connects the circuits between the main electrical panel 308 and the electrical circuits in circuit 306 during a power outage (e.g., without intermediate switches, converters, etc.). In other words, the changeover switch 210 may be a circuit breaker that draws energy from the vehicle 100, rather than from the power company, via the main electrical panel 308.

[0020] With respect to the sub-panel 304, the system 300 has this unit outside the charger 202 for universal and flexible installation. For example, the system 300 has substantially the same circuitry as that of the main electrical panel 308, either as a subset or implemented within the sub-panel 304. In this way, the system 300 having the sub-panel 304 outside the charger 202 allows for placement that matches the layout of the circuits and wiring within the main electrical panel 308.

[0021] Referring again to the discharge circuit 206 and the backfeed through the system 300, the transformer 208 (e.g., autotransformer, variable transformer, etc.) may receive 240V power from the vehicle 100 using the connector 302. The vehicle 100 may also communicate a control signal for setting the discharge circuit 206 to a stable state ready to backfeed power via a network interface. Such an interface may be a Controller Area Network (CAN), Local Area Network (LAN), wired network (e.g., Ethernet), wireless network (e.g., 802.11x), etc. Further, the 240V power may be single-phase 240VAC power that the transformer 208 converts to split-phase 240VAC power. Here, the vehicle 100 may output AC rather than DC using the rectifier circuit of the charging system 170 of the vehicle 100, thereby avoiding extra components in the charger 202. In one approach, the switch 210 is a manual switch that receives the output from the transformer 208 to supply 120V and 240V power to the sub-panel 304. For example, the manual switch uses break-before-make logic to open (i.e., disconnect) the circuit of the main electrical panel 308 before engaging (i.e., closing) the sub-panel 304. In this way, the manual switch prevents a simultaneous connection between the old and new current paths that could cause a sudden change due to excessive line charging. The manual switch also maintains the balance between the 120VAC phases when connected or directly connected to the transformer 208 (e.g., without an intermediate switch, converter, etc.). Thus, the circuit 306 draws power from the sub-panel 304 instead of the power grid via the main electrical panel 308 during a power outage or an emergency.

[0022] Next, Figure 4 shows an embodiment of the system in Figure 3 that uses a load monitor and load manager to optimize input and output power from a structure. In system 400, vehicle-to-load (V2L) charging may involve a structure (e.g., a house, building) experiencing a power outage (supply interruption, emergency, etc.). Here, the charger 202 has a load monitor 402 built in as software, which communicates various parameters (e.g., battery charge, runtime, etc.) when the vehicle 100 supplies power to an external load. For example, the load monitor 402 measures the output current of branch circuits individually, the sum of downstream loads, etc. These measurements are transmitted to the vehicle 100 as feedback. The charging system 170 of the vehicle 100 can utilize this feedback to adjust the output power. For example, the charging system 170 transmits instructions to the load manager 404 to reduce the power of the sub-panel 304. These instructions may be influenced by the remaining runtime, remaining charge, upcoming travel, proximity to a charging station, etc., related to the vehicle 100. As a result, the charging connector 302 receives output power adjusted according to the output current reported by the load monitor 402.

[0023] In another embodiment, the load monitor 402 individually measures the output current of each branch circuit, the sum of downstream loads, etc., and transmits this information to the vehicle 100 or mobile terminal 406 via a network interface. Such a network interface may be CAN, LAN, a wired network (e.g., Ethernet), a wireless network (e.g., 802.11x), etc. The output system 135 (e.g., a screen) may display the information to a human-machine interface (HMI) or remote application after calculations by the processor 110. For example, the processor 110 calculates the consumption rate, remaining running time, state of charge (SOC), and mileage related to the vehicle 100's electrical mode from the above information. Thus, the driver of the vehicle 100 can monitor the charger 202 and adjust the output / input power by issuing commands to the charging system 170.

[0024] Next, FIG. 5 shows an embodiment of a system 500 that integrates a charging circuit and a discharging circuit using remote activation of a switching switch during a power outage. Here, the charging connector 502 has a bi-directional (Bi-Dir) electric vehicle supply equipment (EVSE) connected to the charging system 170. The Bi-Dir EVSE may use battery or vehicle power when it can establish communication and power transfer with the vehicle 100 and the charging system 170 during a power outage. Further, the charging connector 502 also has a remote switch 504 with a network interface for communicating commands with the sub-panel 506. Such an interface may be a controller area network (CAN), a local area network (LAN), a wired network (such as Ethernet), a wireless network (such as 802.11x), etc. that is powered by the battery or the vehicle 100. In one approach, the charging connector 502 can be connected or directly connected to the sub-panel 506, thereby simplifying installation.

[0025] Furthermore, in various implementations, the sub-panel 506 has a switching switch 508 that receives commands from the remote switch 504. The commands can start an islanding function that safely starts discharging from the vehicle 100 to the sub-panel 506. In this way, the switching switch 508 is remotely controlled by a switch on the charging connector 502 rather than having a switch within the charging unit. In one approach, the switching switch 508 automatically functions to default the Bi-Dir EVSE supply circuit when not energized by the power grid. Here, the load is ready to receive electricity from the EVSE as soon as it is connected. When the power of the power grid is restored, the load returns to the default of the power of the power grid, improving convenience.

[0026] In various implementations, the configuration of the system 500 avoids additional wiring for individual circuits supplied by the changeover switch 508 via the charging unit. The system 500 saves component costs, especially when the charger unit is installed at a considerable distance from the main circuit 510, which is close to the sub-panel 506. Furthermore, this configuration avoids the need for complex and expensive cables (e.g., 4-wire cables, thick cables, etc.) in the system 500. Thus, the system 500 can reduce complexity and improve system efficiency by using fewer cables and communications via the remote switch 504.

[0027] Figure 1 illustrates in detail an example of an environment in which the systems and methods disclosed herein may operate. Depending on the configuration of one or more modules / systems of the vehicle 100, the vehicle 100 may selectively switch between different modes of operation / control. In one configuration, the modes include 0, no automation; 1, driver assistance; 2, partial automation; 3, conditional automation; 4, high automation; and 5, full automation. In one or more configurations, the vehicle 100 may operate in a subset of the possible modes.

[0028] In one or more implementations, the vehicle 100 is an automated or autonomous vehicle. Here, “autonomous vehicle” means a vehicle capable of operating in an autonomous mode (e.g., Category 5, fully automated). “Automated mode” or “autonomous mode” means navigating and / or operating the vehicle 100 along a route using one or more computing systems for controlling the vehicle 100 with minimal or no input from a human driver. In one or more embodiments, the vehicle 100 is highly automated or fully automated. In one embodiment, the vehicle 100 consists of one or more semi-autonomous driving modes in which one or more computing systems perform part of the navigating and / or operating of the vehicle along a route, and the vehicle operator (i.e., driver) provides input to the vehicle for performing part of the navigating and / or operating of the vehicle 100 along the route.

[0029] The vehicle 100 may have one or more processors 110. In one or more configurations, the processor 110 may be the main processor of the vehicle 100. For example, the processor 110 may be an electronic control unit (ECU), an application-specific integrated circuit (ASIC), a microprocessor, etc. The vehicle 100 may have one or more data stores 115 for storing one or more types of data. The data stores 115 may have volatile memory and / or non-volatile memory. Examples of suitable data stores 115 include RAM, flash memory, ROM, programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), registers, magnetic disks, optical disks, hard drives, etc. The data stores 115 may be components of the processor 110, or the data stores 115 may be operably connected to the processor 110 for use. As used throughout this specification, the term “operably connected” includes direct or indirect connections, including connections that do not involve direct physical contact.

[0030] In one or more arrays, one or more data stores 115 may have map data 116. The map data 116 may have maps of one or more geographical areas. In some cases, the map data 116 may have information or data about roads, traffic control devices, road signs, structures, features, and / or landmarks within one or more geographical areas. The map data 116 may be in any suitable format. In some cases, the map data 116 may have aerial photographs of the area. In some cases, the map data 116 may have ground views of the area, including 360-degree ground views. The map data 116 may have measurements, dimensions, distances, and / or information relating to one or more items included in the map data 116 and / or other items included in the map data 116. The map data 116 may have digital maps that include information about road shapes.

[0031] In one or more arrangements, the map data 116 may have one or more topographic maps 117. The topographic maps 117 may have information about the topography, roads, surfaces, and / or other features of one or more geographic areas. The topographic maps 117 may have elevation data for one or more geographic areas. The topographic maps 117 may show one or more surface contours, including paved roads, unpaved roads, land, and other contours of the ground surface.

[0032] In one or more arrangements, the map data 116 may have one or more fixed obstacle maps 118. The fixed obstacle map 118 may have information about one or more fixed obstacles located within one or more geographical areas. A “fixed obstacle” means a physical object whose position does not change, or whose substantially unchanging position over a period of time, and / or whose dimensions do not change, or whose substantially unchanging position over a period of time. Examples of fixed obstacles may include trees, buildings, curbs, fences, railings, median strips, utility poles, statues, monuments, signs, benches, furniture, mailboxes, large rocks, or hills. The fixed obstacles may also be objects that extend above ground level. One or more fixed obstacles included in the fixed obstacle map 118 may have position data, size data, dimension data, material data, and / or other data associated with them. The fixed obstacle map 118 may have measurements, dimensions, distances, and / or information about one or more fixed obstacles. The fixed obstacle map 118 may be of high quality and / or very detailed. The above fixed obstacle map 118 can be updated to reflect changes within the mapped area.

[0033] One or more data stores 115 may have sensor data 119. “Sensor data” here means any information relating to sensors mounted on the vehicle 100, including functions and other information relating to such sensors. The vehicle 100 may have a sensor system 120, as described below. The sensor data 119 may relate to one or more sensors of the sensor system 120. For example, in one or more configurations, the sensor data 119 may have information relating to one or more LIDAR sensors 124 of the sensor system 120.

[0034] In some cases, at least a portion of the map data 116 and / or sensor data 119 may be stored in one or more data stores 115 installed in the vehicle 100. Alternatively, at least a portion of the map data 116 and / or sensor data 119 may also be stored in one or more data stores 115 located away from the vehicle 100.

[0035] As described above, the vehicle 100 may have a sensor system 120. The sensor system 120 may have one or more sensors. "Sensor" means a device that can detect or sense something. In at least one embodiment, one or more of the sensors may be detecting and / or sensing in real time. As used herein, "real time" means a level of processing responsiveness that the user or system perceives as sufficiently immediate for a particular process or decision to be made, or a level of processing responsiveness that allows the processor not to lag behind any external process.

[0036] If the sensor system 120 includes multiple sensors, the sensors may function independently or two or more sensors may function in combination. The sensor system 120 and / or one or more sensors may be operably connected to the vehicle 100's processor 110, data store 115, and / or other elements. The sensor system 120 may produce observational records of a portion of the vehicle 100's environment (e.g., nearby vehicles).

[0037] The sensor system 120 described above may have any suitable type of sensor. Various examples of different types of sensors are described here. However, it will be understood that the embodiments are not limited to the specific sensors described. The sensor system 120 may have one or more vehicle sensors 121. The vehicle sensors 121 can detect information about the vehicle 100 itself. In one or more configurations, the vehicle sensors 121 can detect changes in the position and orientation of the vehicle 100, for example, based on inertial acceleration. In one or more configurations, the vehicle sensors 121 may have one or more accelerometers, one or more gyroscopes, an inertial measuring unit (IMU), a dead reckoning system, a global navigation and positioning system (GNSS), a global positioning system (GPS), a navigation system 147, and / or other suitable sensors. The vehicle sensors 121 may detect one or more characteristics of the vehicle 100 and / or how the vehicle 100 is operating. In one or more configurations, the vehicle sensors 121 may have a speedometer for measuring the current speed of the vehicle 100.

[0038] Alternatively, or in addition, the sensor system 120 may have one or more environmental sensors 122 that acquire data about the environment surrounding the vehicle 100 while the vehicle 100 is operating. "Environmental data" includes data about the external environment in which the vehicle is located or some or more parts thereof. For example, one or more environmental sensors 122 may detect obstacles and / or data about such obstacles in at least part of the external environment of the vehicle 100. Such obstacles may be stationary objects and / or moving objects. One or more environmental sensors 122 may also detect other things in the external environment of the vehicle 100, such as lane markings, signs, traffic lights, traffic signs, lane boundaries, pedestrian crossings, curbs near the vehicle 100, and off-road objects.

[0039] Various examples of sensors in the sensor system 120 are described here. Examples of sensors may be part of one or more environmental sensors 122 and / or one or more vehicle sensors 121. However, it will be understood that the embodiments are not limited to the specific sensors described.

[0040] As an example, in one or more configurations, the sensor system 120 may have one or more of the following: a radar sensor 123, a LiDAR sensor 124, a sonar sensor 125, a weather sensor, a tactile sensor, a position sensor, and / or one or more cameras 126. In one or more configurations, the one or more cameras 126 may be a high dynamic range (HDR) camera, a stereo camera, or an infrared (IR) camera.

[0041] Vehicle 100 may have an input system 130. The "input system" includes components or arrangements or groups thereof that enable various entities to input data into the machine. The input system 130 can receive input from the occupants of the vehicle. Vehicle 100 may have an output system 135. The "output system" includes one or more components that facilitate the presentation of data to the occupants of the vehicle.

[0042] Vehicle 100 may have one or more vehicle systems 140. Figure 1 shows various examples of the one or more vehicle systems 140. However, the vehicle 100 may have more, fewer, or different vehicle systems. While specific vehicle systems are defined individually, it should be understood that any system or part of it may be coupled or separated via hardware and / or software within the vehicle 100. Vehicle 100 may have a propulsion system 141, a braking system 142, a steering system 143, a throttle system 144, a transmission system 145, a signaling system 146, and / or a navigation system 147. Any of these systems may have one or more devices, components, and / or combinations thereof that are currently known or will be developed later.

[0043] The navigation system 147 may have one or more currently known or later developed devices, applications, and / or combinations thereof for determining the geographical location of the vehicle 100 and / or the travel route of the vehicle 100. The navigation system 147 may have one or more map applications for determining the travel route of the vehicle 100. The navigation system 147 may have a global positioning system, a local positioning system, or a geolocation information system.

[0044] The processor 110, the charging system 170, and / or the autonomous driving module 160 may be operably connected to communicate with various vehicle systems 140 and / or their individual components. For example, returning to Figure 1, the processor 110 and / or the autonomous driving module 160 can communicate with various vehicle systems 140 to send and receive information in order to control the movement of the vehicle 100.

[0045] The processor 110, the charging system 170, and / or the autonomous driving module 160 may be operably connected to communicate with various vehicle systems 140 and / or their individual components. For example, returning to Figure 1, the processor 110, the charging system 170, and / or the autonomous driving module 160 can communicate with various vehicle systems 140 to send and receive information in order to control the movement of the vehicle 100. The processor 110, the charging system 170, and / or the autonomous driving module 160 can control some or all of the vehicle systems 140.

[0046] The processor 110 and / or the autonomous driving module 160 can operate to control the steering and operation of the vehicle 100 by controlling one or more vehicle systems 140 and / or components thereof. For example, when operating in autonomous driving mode, the processor 110 and / or the autonomous driving module 160 can control the direction and / or speed of the vehicle 100. The processor 110 and / or the autonomous driving module 160 may cause the vehicle 100 to accelerate, decelerate, and / or change direction. As used herein, “cause” or “cause” means to bring about, compel, force, direct, command, guide, and / or generate an event or movement, or at least be able to put into a state where such an event or movement may occur, in a direct or indirect manner.

[0047] The vehicle 100 may have one or more actuators 150. The actuators 150 may be elements or combinations of elements that change one or more vehicle systems 140 or parts thereof in response to receiving signals or other inputs from the processor 110 and / or the autonomous driving module 160. For example, one or more actuators 150 may include, to name a few, a motor, a pneumatic actuator, a hydraulic piston, a relay, a solenoid, and / or a piezoelectric actuator.

[0048] Vehicle 100 may have one or more modules, at least a portion of which are described herein. These modules may be implemented as computer-readable program code and, when executed by processor 110, implement one or more of the various processes described herein. One or more modules may be components of processor 110, or one or more modules may run and / or be distributed on other processing systems to which processor 110 is operationally connected. These modules may have instructions (such as program logic) that are executable by one or more processors 110. Alternatively, one or more data stores 115 may include such instructions.

[0049] In one or more configurations, one or more modules described herein may include elements of artificial intelligence, such as neural networks, fuzzy logic, or other machine learning algorithms. Furthermore, in one or more configurations, one or more modules may be distributed among multiple modules described herein. In one or more configurations, two or more modules described herein may be combined into a single module.

[0050] The vehicle 100 may have one or more autonomous driving modules 160. The autonomous driving modules 160 receive data from a sensor system 120 and / or any other type of system that can capture information relating to the vehicle 100 and / or the external environment of the vehicle 100. In one or more configurations, the autonomous driving modules 160 can use such data to generate one or more driving scene models. The autonomous driving modules 160 can determine the position and speed of the vehicle 100. The autonomous driving modules 160 can identify the location of obstacles, obstacles, or other environmental features, including traffic signs, trees, shrubs, nearby vehicles, pedestrians, etc.

[0051] The autonomous driving module 160 may receive and / or identify the position and orientation of the vehicle 100, the position of the vehicle in global coordinates, the position of the vehicle in global coordinates, the position of obstacles in the external environment of the vehicle 100, and the position of the vehicle 100 in map data, based on signals from multiple satellites or any other data and / or signals that can be used to identify the current state of the vehicle 100 or to identify the position of the vehicle 100 in its environment, by the processor 110 and / or one or more of the modules described herein.

[0052] The autonomous driving module 160 may identify the driving path, the current autonomous driving operations of the vehicle 100, future autonomous driving operations, and / or modifications to the current autonomous driving operations, based on data acquired by the sensor system 120, driving scene models, and / or data from any other suitable source such as decisions from sensor data. “Driving operations” means one or more actions that affect the movement of the vehicle. Examples of driving operations include, but are not limited to, accelerating, decelerating, braking, turning, lateral movement of the vehicle 100, changing lanes, merging into lanes, and / or reversing. The autonomous driving module 160 may perform the determined driving operations. The autonomous driving module 160 may directly or indirectly cause the performance of such autonomous driving operations. As used herein, “cause” or “causing” means directly or indirectly causing, commanding, guiding, and / or generating an event or movement, or at least being able to put the vehicle into a state where such an event or movement could occur. The autonomous driving module 160 may perform various vehicle functions and / or send and receive data with, interact with, and / or control the vehicle 100 or one or more systems (such as one or more vehicle systems 140).

[0053] Specific embodiments are disclosed herein. However, it should be understood that the disclosed embodiments are intended as examples. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but rather as a basis for the claims and as a representative basis for various adaptations of the disclosed embodiments to substantially any suitable detailed structure, intended to instruct experts in the art. Furthermore, the terminology and expressions used herein are not limiting, but rather intended to provide an understandable description of possible implementations. Various embodiments are shown in Figures 1 to 5, but embodiments are not limited to the illustrated structures or applications.

[0054] The flowcharts and block diagrams in the figures illustrate the structure, function, and operation of possible implementations of systems, methods, and computer program products according to various embodiments. In this regard, blocks in flowcharts or block diagrams may represent modules, segments, or parts of code containing one or more executable instructions for implementing a particular logical function. It should also be noted that the functions mentioned within the above blocks may differ in order from those shown in the figures in some other implementations. For example, two blocks shown consecutively may actually be executed substantially simultaneously, or the blocks may be executed in reverse order depending on the functions they are associated with.

[0055] The systems, components, and / or processes described above can be implemented in hardware, or a combination of hardware and software, and can be implemented centrally in a single processing system or in a distributed manner where different elements are distributed across multiple interconnected processing systems. Any type of processing system or other device adapted to perform the methods described herein is suitable. A typical combination of hardware and software is a processing system with program code available on a computer, which, once loaded and executed, controls the processing system to perform the methods described herein.

[0056] The systems, components, and / or processes described herein may also be embedded in a computer-readable storage device, such as a machine-readable computer program product or other data program storage device, which explicitly embodies a program of machine-executable instructions for performing the methods and processes described herein. These elements may also be embedded in an application product that has the functionality to enable the implementation of the methods described herein and, when loaded into a processing system, can perform these methods.

[0057] Furthermore, the arrangements described herein may take the form of a computer program product embodied, for example, a computer program product embodied on one or more computer-readable media having computer-readable program code stored therein. Any combination of one or more computer-readable media may be used. Computer-readable media may be computer-readable signal media or computer-readable storage media. The phrase "computer-readable storage media" means storage media that are not temporary. Computer-readable storage media may be, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, semiconductor systems, devices, or any appropriate combination of the above. More specific (but not exhaustive) examples of computer-readable storage media include: portable computer diskettes, hard disk drives (HDDs), solid-state drives (SSDs), ROMs, EPROMs or flash memory, portable compact disc read-only memory (CD-ROMs), digital multipurpose discs (DVDs), optical storage devices, magnetic storage devices, or any appropriate combination of the above. In the context of this document, the storage medium readable by the computer mentioned above may be any tangible medium that has or can store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0058] Generally, modules used herein include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific data types. In a further embodiment, memory generally stores the modules mentioned. Memory associated with a module may be a buffer or cache embedded in a processor, RAM, ROM, flash memory, or other suitable electronic storage medium. In a further embodiment, modules envisioned in this disclosure are implemented as ASICs, hardware components of a system-on-a-chip (SoC), programmable logic arrays (PLAs), or other suitable hardware components embedded in an environment (e.g., instructions) defined to perform the disclosed functions.

[0059] Program code embedded in a computer-readable medium can communicate using any suitable medium, including, but not limited to, wireless, wired, fiber optic, cable, radio frequency (RF), or any appropriate combination thereof. Computer program code for operating this configuration may be Java. TM Smalltalk TMProgram code can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as C++, and traditional procedural programming languages ​​such as C or similar languages. The program code may run entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or a server. In the latter scenario, the remote computer may be connected to the user's computer via any type of network, including a LAN or wide area network (WAN), or it may be connected to an external computer (for example, via the Internet using an Internet Service Provider).

[0060] The terms "a" and "an" used herein are defined as one or more than one. The term "plural" used herein is defined as two or more than two. The term "other" used herein is defined as at least the second or more. The terms "include" and / or "have" used herein are defined as encompassing (i.e., an unrestricted style). The expression "at least one of... and..." used herein refers to and encompasses any and all combinations of one or more of the related, enumerated items. For example, the expression "at least one of A, B, and C" includes A, B, C, or any combination thereof (e.g., AB, AC, BC, or ABC).

[0061] The embodiments described herein can be implemented in other forms without departing from their spirit or essential characteristics. Therefore, the following claims, rather than the aforementioned specification, should be used to define the scope herein.

Claims

1. A system comprising a charger and a manual changeover switch, The charger includes a charging circuit and a discharging circuit connected to a charging connector for an electric vehicle (EV), and the charging connector is bidirectional; The charging circuit supplies input power from the main electrical panel of the structure to the charging connector; The discharge circuit receives output power via the charging connector and uses a transformer to split the output power at voltage levels; The manual changeover switch is located within the discharge circuit and, in the event of a power outage, supplies emergency power to a sub-panel for the electrical circuit of the structure using the voltage level, the sub-panel being located outside the charger, in a system.

2. The system according to claim 1, wherein the output power is a single-phase AC voltage (VAC) source from the EV, and the transformer is a center-tapped transformer that outputs a phase split of the output power.

3. The system according to claim 1, further comprising a load monitor for individually measuring the output current from the EV of the electrical circuit, wherein the charging connector receives output power adjusted according to the output current reported by the load monitor.

4. The system according to claim 3, further comprising a load manager for reducing the emergency power in relation to the remaining charge in the EV.

5. The load monitor further measures the output current of the electrical circuit individually, and the load monitor transmits information related to the output current; The system according to claim 1, further comprising a network interface of the EV for communicating the information for display on a remote application having a human-machine interface (HMI).

6. The system according to claim 5, wherein the EV's processor calculates from the information one of the consumption rate, remaining runtime, state of charge (SOC), and driving range related to the EV.

7. The system according to claim 1, wherein the output power is generated as alternating current (AC) power independent of the rectifier of the charger.

8. The system according to claim 1, wherein the charging connector and the charging circuit conform to j-plug 1772 (J1772) of the Society of Automotive Engineers (SAE).

9. The system according to claim 1, wherein the structure receives the emergency power from the discharge circuit independently of the power input of the structure.

10. A system comprising a charger and a manual switch for the charger, The charger includes a charging circuit and a discharging circuit connected to a charging connector for an electric vehicle (EV), and the charging connector is bidirectional; The charging circuit supplies input power from the main electrical panel of the structure to the charging connector; The discharge circuit receives output power via the charging connector and divides the output power at voltage levels using a transformer; The system wherein the manual switch of the charger remotely operates a toggle switch associated with a subpanel, the discharge circuit supplies emergency power to the subpanel for the electrical circuit of the structure using the voltage level during a power outage, and the toggle switch associated with the subpanel is located outside the charger.

11. The system according to claim 10, wherein the output power is a single-phase AC voltage (VAC) source from the EV, and the transformer is a center-tapped transformer that outputs a phase split of the output power.

12. The system according to claim 10, further comprising a charger having a controller that has instructions for generating a signal for remotely controlling the toggle switch when the manual switch is engaged.

13. The system according to claim 10, wherein the output power is generated as alternating current (AC) power independent of the rectifier circuit of the charger.

14. The system according to claim 10, wherein the structure receives the emergency power from the discharge circuit independently of the power input of the structure.

15. A system comprising a charger and a manual changeover switch, The charger includes a charging circuit and a discharging circuit directly connected to a charging connector for electric vehicles (EVs), and the charging connector is bidirectional. The charging circuit supplies input power from the main electrical panel of the structure to the charging connector, and the charging circuit is directly connected to the main electrical panel. The discharge circuit receives output power via the charging connector, and the discharge circuit is directly connected to the charging connector. The manual changeover switch is located within the discharge circuit and, in the event of a power outage, supplies emergency power to a sub-panel for the electrical circuit of the structure using the output power, the sub-panel being located outside the charger, in a system.

16. The system according to claim 15, further comprising a center-tapped transformer in the discharge circuit that converts the output power from single-phase to split-phase voltage level, wherein the center-tapped transformer is directly connected to the charging connector and the manual changeover switch.

17. The system according to claim 15, further comprising a load monitor for individually measuring the output current from the EV of the electrical circuit, wherein the charging connector receives output power adjusted according to the output current.

18. The system according to claim 17, further comprising a load manager for reducing the emergency power in relation to the remaining charge in the EV.

19. The system according to claim 15, wherein the output power is generated as alternating current (AC) power independent of the rectifier of the charger.

20. The system according to claim 15, wherein the structure receives the emergency power from the discharge circuit independently of the power input of the structure.

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