WO2015106336A1

WO2015106336A1 - Electric vehicle generator opportunity charging control system

Info

Publication number: WO2015106336A1
Application number: PCT/CA2014/051162
Authority: WO
Inventors: David OLDRIDGE
Original assignee: Thomson Power Inc.
Priority date: 2014-01-20
Filing date: 2014-12-03
Publication date: 2015-07-23
Also published as: CA2839758A1

Abstract

The system comprises an onboard controller that receives data from at least one vehicle motion sensor and signals an electrical charger to charge an onboard battery pack when a vehicle motion parameter in the data indicates the vehicle is in a condition for efficient electrical charging. The controller receives data from a vehicle speed sensor, and signals an electrical charger to charge an onboard battery pack when a vehicle speed parameter in the data indicates the vehicle is moving below a threshold speed for efficient electrical charging, for example when there is no electrical drain load on the battery pack from the drivetrain, and preferably not from electrically powered accessories on the vehicle as well. The charging would be deactivated when the state-of-charge of the battery pack was already such that commencement of or continuation of charging would be superfluous or detrimental to the battery pack.

Description

ELECTRIC VEHICLE GENERATOR OPPORTUNITY CHARGING CONTROL SYSTEM

SPECIFICATION

FIELD OF INVENTION

[Para J ] The present invention relates to an auxiliary generator charging control system & optimized controlling method for opportunity charging of range-extended electric vehicles such as buses, cargo trucks, and equivalent platforms.

BACKGROUND OF THE INVENTION

[Para 2] Electric vehicles are propelled by an electric drivetrain powered by an electrochemical battery as an energy storage device. Range extended electric vehicles (serial hybrid) are propelled by an electric drivetrain powered by an electrochemical battery which is recharged by a small internal combustion engine (ICE) such as a generator or a fuel cell to extend vehicle range when the energy in the storage device becomes sufficiently depleted. Parallel hybrid electric vehicles incorporate an ICE to assist the drivetrain.

[Para 3 hi prior art series or parallel recharging systems, an auxiliary generator "follows" a predetermined level of the vehicle battery's state of charge (SOC). When SOC is below that level, the generator is switched on and when SOC is at maximum, the generator is switched off. This simplistic system does not account for variability in vehicle mass or road grade along a route, nor aerodynamic and rolling losses at higher speeds. The problem with the following method of charging control is that when you take into account these aggregate losses, you have an inefficient charging system because the vehicle power losses reduce total generator output, extend needed charging times, reduce system efficiency, and reduce a vehicle's operational range.

[Para 4 ] Generator control systems found in the prior art are primarily focused on addressing parallel hybrid electric/ICE vehicle designs. These systems do not sufficiently optimize the recharging of electric vehicle batteries when supplemented by generators (serial electric), nor do they adapt to aerodynamic or rolling resistance losses encountered at normal vehicle speeds. An Electric Vehicle Generator & Opportunity Charging Control System is needed to efficiently manage generator use and optimize charging opportunities, thereby maximizing vehicle driving range across a broad spectrum of vehicle speeds and driving conditions typically found in transit bus and freight delivery operations. The proposed generator & opportunity-charging controller should also be capable of integrating with an adaptive power management control system for optimal efficiency.

BRIEF SUMMARY OF THE INVENTION

[Para 5] The Electric Vehicle Generator & Opportunity Charging Control System relates to an auxiliary electrical generator and fuel cell control system and recharge controlling method for optimized opportunity charging of electric and range-extended electric vehicles such as buses, cargo trucks, and equivalent platforms.

[Para 6] The charging control system adapts to various loads on the vehicle as it travels its route, and automatically selects the most efficient times to turn on the charger, hence the term "opportunity" charging. The charging control system is configured to select the most productive opportunities to recharge the vehicle batteries, meaning during the times when the generator or fuel cell can be used to maximum efficiency as well as with the complimentary aim to reduce GHG emissions. By this means, a smaller and lighter generator or fuel cell may be carried because it is used to optimal effect, and because the added weight of a larger generator or fuel cell and its fuel would unnecessarily add to the load on the system batteries.

[Para 7] The electrical vehicle generator and opportunity charging control system presently disclosed for optimized opportunity charging of electric vehicles comprises an onboard controller that receives data from at least one vehicle motion sensor and signals an electrical charger to charge an onboard battery pack when a vehicle motion parameter in the data indicates the vehicle is in a condition for efficient electrical charging. The controller receives data from a vehicle speed sensor, and signals an electrical charger to charge an onboard battery pack when a vehicle speed parameter in the data indicates the vehicle is moving below a threshold speed for efficient electrical charging. The most efficient charging occurs when the vehicle is stationary and there is no electrical drain load on the battery pack from the drivetrain, and preferably not from electrically powered accessories on the vehicle as well. Thus, the controller would signal an electrical charger to charge an onboard battery pack when the vehicle speed parameter is zero that is when the vehicle is stationary. The charging would be deactivated of course if the state-of- charge of the battery pack was already such that commencement of or continuation of charging would be superfluous or detrimental to the battery pack.

[Para 8] More specifically the controller can receive data from a vehicle speed sensor and a vehicle load sensor, and signal an electrical charger to charge an onboard battery pack when a vehicle speed parameter and a vehicle load sensor indicates the vehicle is moving below a speed and vehicle drivetrain load combination threshold for efficient electrical charging. The controller receives vehicle mass data from an electronic weight transmitter that converts mechanical pressure into electrical current to allow the vehicle load to be determined with the aid of the pneumatic suspension system or an electronic weight transducer that converts spring deflection into voltage and current signals to allow the vehicle load to be determined with mechanical spring suspension and road grade data from an inclinometer, calculates various loads on the vehicle from those data as the vehicle travels a route, and uses calculated load to determine whether to signal the charger to charge the onboard battery pack even if the vehicle is not in the optimal stationary condition. The controller is a digital controller and a vehicle speed sensor digitizes the vehicle speed data before being sent to the controller.

[Para 9] The charger can be one or more among an external plug-in station charger, an inductive, two-pole overhead current collector charger, an onboard auxiliary internal combustion engine (ICE) electrical generator or a fuel cell that converts the chemical energy from a fuel into electricity through a chemical reaction with oxygen or another oxidizing agent.

[Para J 0] The controller selects the charger source preferentially, • As an external plug-in station charger if the vehicle is plugged into the external plug-in station charger.

• As an inductive charger, if the vehicle is in charging proximity to the inductive charger and not plugged into the external plug-in station charger.

• A two-pole overhead current collector charger if not plugged into the external plug-in station charger.

• Alternatively, an onboard auxiliary internal combustion engine (ICE) electrical charger or fuel cell if not plugged into the external plug-in station charger.

[Para 5] The controller receives vehicle driver generated input data from a gearshift position switch, an accelerator position sensor, a brake sensor, a parking brake sensor in order to determine a layover status for the vehicle and in which the controller activates charging of the battery pack during a determined layover condition and deactivates charging of the battery pack upon a termination of a determined layover condition. A battery pack state-of-charge sensor provides data to the controller, and the controller activates charging of the battery pack notwithstanding a speed and load state for the vehicle if a battery pack state-of-charge falls below a pre-selected threshold.

[Para 6] A route selector switch and a GPS provide predictive route and vehicle location data to the controller. The controller can thereby calculate an imminent predicted layover period for the vehicle and can delay activation of the charger until a layover condition is reached, unless a battery pack state-of-charge falls below a pre-selected threshold.

[Para 7] The controller can be integrated with a battery management system and a scalable traction battery pack present in many electric vehicles. Either the system controller or the battery management system turns the charger off when a state-of-charge of the battery pack reaches 100%.

[Para 8] Optionally, an electrical current sensor sends data to the controller regarding an electrical current draw on the battery pack and the controller signals the charger to charge the battery pack at a rate calculated from an output rating for the battery pack adjusted by the vehicle drivetrain and accessory electrical current draw on the battery pack. The electrical current draw may be plus or minus, even apart from the charger's operation, in the event of a regenerative braking system also being present in the vehicle, and including another source of charging for the battery pack. A sensor of a regenerative braking electrical charging level sends data to the controller, and the controller signals the charger to charge the battery pack at a rate calculated from an output rating for the battery pack adjusted by the vehicle drivetrain and accessory electrical current draw and by the regenerative braking electrical charging level.

[Para As a further option, a battery pack state-of-charge sensor provides data to the controller and the controller turns off accessory electrical current loads to reduce current draw on the battery pack prior to and during activation of the charger by the controller.

[Para 10] A driver interface for the system would include a display screen showing information regarding battery pack state-of-charge, generator charging status, and system fault messages. The driver interface can provide configuration menus that allow route selections, and selections from a list of pre-programmed charging algorithms for specific vehicle routes.

[Para 1 1] When a GPS is included to provide vehicle location data to the controller, the controller should switch to a default charging cycle if the system has a GPS communication link breakdown. Charging (subject to battery pack state-of charge) in the default mode would occur only if the gearshift position switch and the vehicle speed sensor and the parking brake sensor provide data to the controller from which it determines that the vehicle is in a stationary, layover condition.

[Para 12] The electrical vehicle generator and opportunity charging control system can optimally be integrated with a comprehensive adaptive power management control system comprising input sensors mounted on a vehicle that measure a plurality of conditions for the vehicle from among vehicle mass, road grade, vehicle speed, vehicle acceleration, and door position and comprising an adaptive power management controller mounted on the vehicle that receives data from the input sensors, runs an algorithm using the data, and outputs resulting energy efficient power output commands to an electric motor in a drivetrain for the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

[Para 13] Fig. 1 diagrams the connections & interactions of the electric vehicle power management & driver control system with its related subsystem, the external charging control system.

[Para 14] Fig. 2 diagrams how the external charging control system interacts with elements of the EV power management & driver control system.

[Para 15] Fig. 3 is a graphical plot demonstrating power use at different speeds, and therefore the best time to use external charging.

[Para 16] Fig. 4 is a graphical plot that demonstrates the inefficiencies of prior art external charging regimes.

[Para 1 7] Fig. 5 is a graphical plot that compares the outputs of two external opportunity charging methods, namely inductive vs. plugin.

DETAILED DESCRIPTION

[Para 18] All elements of the Electric Vehicle Generator & Opportunity Charging Control System will now be introduced by reference to drawings & figures below, and then how each element functions and interacts with each other element will be described where necessary. Since the presently disclosed generator charging system and method is optimally used as part of an Electric Vehicle Power Management & Driver Control System 10, the latter will first be outlined in Fig. 1 as background. The present disclosure pertains to a novel External Charging Control System 50 used with available plugin 128, inductive/two-pole overhead current collector 130 or electric generator/fuel cell 132 power sources (located at the bottom left corner of Fig. 1).

[Para 19] Fig. 1 shows the key elements of the Electric Vehicle Power Management & Driver Control System 10 which optimizes how an electric power system 108 energizes and governs an electric drivetrain 110 depending on external sensor parameters sent to a system controller 12. The system controller 12 receives data from various driver inputs 22, chassis/body sensors 32, and a vehicle speed sensor 76; and also exchanges data with a chassis electronic control module (ECM) 78; sends telemetry output 44; sends realtime operational data to a driver system interface 14; and sends control signals to the drivetrain 110 and vehicle accessories 88. Elements of each of these subsystems will now be identified below.

[Para 20] The Driver System Interface 14 provides the vehicle operator with realtime information on vehicle speed 16, system faults 18, and battery state of charge (SOC) 20. The Driver (generated) Inputs 22 include data from a PRND (gearshift position) Switch 24, Accelerator position sensor 26, Brake Sensor 28, Parking Brake Sensor 112, and Route Selector 30. Chassis/Body Sensors 32 include Cabin/External Temperature Sensor(s) 34, Vehicle Mass Sensor(s) 36, hiclinometer(s) 38, Door Sensor(s) 40, and Global Positioning Sensor(s) (GPS) 42. In addition, the system controller 12 provides direct telemetry output 44 to external networks.

[Para 21] The Power System 108 is comprised of a Battery Management System (BMS) 46, a scaleable traction Battery Pack 48, a Power Distribution Box 56, and an

External Charging Control System 50, which can manage power inputs from an electric generator/fuel cell 132, an induction source/two-pole overhead current collector 130, or a plugin source 128. A DC/DC Converter 52 supplies Low Voltage Power 54 to the System Controller 12 as well as key elements of the drivetrain 110, and vehicle chassis. [Para 22] The Drivetrain 110 includes a Brake Resistor(s) 58, Inverter(s) 60, AC Motor(s) 62, a Summation Gearbox 64, a Driveshaft 66, a Differential 68 gear hub, Driven Axle(s) 70, and Wheels 72. The System Controller 12 sends Motor Control Signals 74 to the inverters 60 to control motor 62 speeds. Vehicle speed data is digitized by a Vehicle Speed Sensor (VSS) 76 and sent back to the controller 12.

[Para 23] A Chassis Electronic Control Module (ECM) 78 includes control modules for an Antilock Braking System/Anti-Slip Regulation (ABS/ASR) 80, an Electronic Brake System/Electronic Stability Control (EBS/ESC) 82, and a Generator (ICE) 84, all of which exchange data with the system controller 12 by means of a Jl 939 Controller Area Network (CAN) 86 bus.

[Para 24] Vehicle Accessories (ACC) 88 include a Steering Pump 90, an Air Compressor 92, Heating 94, DC/AC Inverters 96, and HVAC - DC 98, all of which receive ACC Control Signals 100 from the System Controller 12. i addition, the DC/AC Inverters 96 and HVAC DC 98 receive direct power from the Power Distribution Box 56

[Para 25] Fig. 2 diagrams how the External Charging Control System 50 interacts with elements of the EV power management & driver control system 10. GPS 42 is used to determine vehicle location along a preselected route and activates opportunity or layover charging when the vehicle is stationary by monitoring VSS 76, PRND status 24 and parking brake status 112. When battery SOC 20 is 100%, the charging source is turned off.

[Para 26] Fig. 3 is a graphical plot demonstrating power losses as vehicle speed 114 increases, by showing how total power 118, aerodynamic drag 116 and rolling resistance 120. Fig. 4 is a graphical plot demonstrating the inefficiencies of prior art "SOC

Following" regimes by comparing vehicle speed 114, battery SOC 20, generator run time 122, battery power 124 and motor power required 126. Fig. 5 is a graphical plot, which compares the efficiencies of two external opportunity charging sources, namely plugin 128 vs. inductive 130. [Pava 27] The preferred embodiment of the Electric Vehicle Generator &

Opportunity Charging Control System will now be described in detail.

[Pava 28] In the known prior art of series and parallel type EV charging control systems, the on/off charge cycle of the generator "follows" the battery state of charge (SOC) 20. i the duty cycle plot shown in Fig. 4, once a 20kW battery reaches 20% SOC 20 (nadir of the diagonal line) a 70kW generator automatically turns on (122) to maintain battery charge and is required to run 49% of the time. At the end of the cycle when the vehicle speed 114 reaches 55mph (88kph), the generator 132 then does not have sufficient output to charge the battery pack 48 because of aerodynamic and rolling losses.

[Pava 29] To reduce GHG emissions it is advantageous to scale down the size of the generator and motor as much as possible, but the limiting factor is the design

characteristics of a transit bus or delivery vehicle. For example, a transit bus weighing 18,000kg with a frontal area of 7.50m², a rolling resistance of 0.008 and a drag coefficient of 0.65 requires a lot of energy to accelerate the vehicle over the road. Aero forces are proportional to the square of the relative speed, meaning that if you double the vehicle speed, you increase the total drag resistance by four times. As can be seen from the figures in Table 1 below, the acceleration power losses due to aerodynamic drag and rolling resistance are significant.

[Para 30] Table 1 :

[Para 31] Fig. 3 demonstrates parasitic power losses as vehicle speed 114 increases, by showing total vehicle power required 118, aerodynamic drag 116 and rolling resistance 120. The problem with the "following" method of battery SOC 20 charging control is that when you take into account vehicle aerodynamic drag and rolling power losses, you have an inefficient charging system because the power losses due to aerodynamic drag and rolling resistance significantly reduce total generator output available for battery pack 48 charging. The conclusion from this data is that the best time to charge the battery pack 48 is when the vehicle is moving at low speed or stationary. Then the generator 132 can charge the battery pack 48 at its rated output plus or minus the accessory 88 loads as appropriate.

[Para 32] For example, to determine the time in seconds to opportunity charge a battery pack lOkW with a generator output of 70k W, and an accessory load of 12kW:

Time to charge with 12kW accessory load:

10 kW (charge) / (70 kW (Gen) - 12kW (Acc load)) *3600 =

620 seconds

[Para 33] Charging batteries when no load is needed to drive the vehicle is a more efficient method of charging. Looking at the data in Table 1, a 70 kW generator 132 would not have sufficient output while the vehicle is moving to overcome the

aerodynamic and rolling drag losses, i fact, the battery pack 48 would still have a net loss requiring a larger generator/motor resulting in more GHG emissions.

[Para 34 ] To improve charging efficiency the Electric Vehicle Power Management & Driver Control System 10 can be programmed to "load shed" or turn off accessory 88 loads such as the power steering pump 90, HVAC 98, heating 94, etc.:

Time to charge with all accessories turned off: 10 kW (charge) / (70 kW (Gen) - OkW (Acc load)) *3600 =

514 seconds

[Para 35] This opportunity charging method is very advantageous to a dedicated duty cycle fleet vehicle (transit bus) because the vehicle returns to a fixed location or ("layover") for the operator to take a break, or the delivery truck operator who is loading or unloading along a specified route. Transit bus layovers are typically 10 minutes long and are the perfect for "opportunity charging" style charging system.

[Para 36] The disclosed method of opportunity charging also works with inductive, two-pole overhead current collector charging or plugin station chargers and demonstrates significant gains in energy efficiency. As shown in Fig. 5, a ground plate inductive source 130 (even when properly aligned with the vehicle) is only approximately 85% efficient when compared to a direct plugin source 128. However, the use of opportunity or layover charging adaptability shows significant reductions in charge time when unnecessary accessory loads can be automatically turned off when charging:

Time to charge (Inductive) with 12 kW accessory load with output of 50kW:

50kW*85% = 42.5kW:

10 kW (charge) / (42.5 kW - 12kW (Acc load)) *3600 =

1180 seconds

Time to charge (Inductive) with all accessories turned off:

10 kW (charge) / (42.5 kW (inductive) - OkW (Acc load)) *3600 =

847 seconds

[Para 37] An ICE /generator using the "opportunity charging" strategy demonstrates a Higher FEMPGe = Fuel Economy in miles per gallon diesel equivalent than a battery SOC following strategy. Opportunity Charging results in a higher average FEMPGe, combined EV and Range Extender Mode.

[Para 38] An ICE /generator using "opportunity charging" is a compatible and technologically neutral design that allows operators to use their existing CNG or Diesel fueling stations, thereby saving millions of dollars in additional infrastructure that would typically be required for a pure electric vehicle fleet using inductive, two-pole overhead current collector charging or plugin station chargers.

[Para 39] The following additional aspects and advantages of the EV Generator & Opportunity Charging Control System will now be listed:

• Driver System Interface for selecting bus or delivery route

• GPS to confirm route selected and on route charging locations

• GPS controlled automatic smart charging and programmable hotel load shedding controls initiated to speed charging further depending on certain conditions, for example: o HVAC automatically goes to low speed, if ambient is below 22°C or fan

mode only.

o Specific seasonal hotel load shedding profiles can be created o Electric heater system optimization

O System can be programmed to shut off all hotel loads

o System can be programmed to cycle off/on specific hotel loads as required [Para 4] A vehicle location sensor may comprise a GPS receiver or other navigation system that determines a location of a vehicle that travels from a known route starting point to a fixed location or ("layover") opportunity- charging point.

[Para 5] Driver System Interface:

The driver system interface 14 is the master control console/system status display for the entire opportunity charging and route selection system. The driver system interface 14 allows the driver to select from a list of preprogrammed charging algorithms for specific vehicle routes. The interface 14 ensures the link integrity between all system components. An error message can be displayed on its display screen that informs the driver in the case of a loss of GPS communication link, engine, or generator breakdown or faults. The system interface 14 also offers configuration menus that allow selectable and programmable modifications to the system's opportunity charging operation, such as how hotel loads are controlled.

[Para 6] The driver system interface 14 also includes the ability to switch to an automatic "default mode" if the system has a GPS communication link breakdown, but only when the following certain vehicle conditions are met, which ensures that the vehicle is stationary and parked: . VSS = 0

• Vehicle shifter in Park or Neutral

• Park Brake applied

The driver system interface 14 also includes the ability manually switch the generator on or off as required for system maintenance and diagnostics.

[Para 4] The foregoing description of the preferred apparatus and method of operation should be considered as illustrative only, and not limiting. Other techniques and other materials may be employed towards similar ends. Various changes and modifications will occur to those skilled in the art, without departing from the true scope of the invention as defined in the above disclosure, and the following general claims.

Claims

1. An electrical vehicle generator opportunity charging control system for optimized opportunity charging of electric vehicles, comprising an onboard controller that receives data from at least one vehicle motion sensor and signals an electrical charger to charge an onboard battery pack when a vehicle motion parameter in the data indicates the vehicle is in a condition for efficient electrical charging.

2. The electrical vehicle generator opportunity charging control system of Claim 1 , in which the controller receives data from a vehicle speed sensor, and signals an electrical charger to charge an onboard battery pack when a vehicle speed parameter in the data indicates the vehicle is moving below a threshold speed for efficient electrical charging.

3. The electrical vehicle generator opportunity charging control system of Claim 2, in which

the controller receives data from a vehicle speed sensor and a vehicle load sensor, and signals an electrical charger to charge an onboard battery pack when a vehicle speed parameter and a vehicle load sensor indicates the vehicle is moving below a speed and load combination threshold for efficient electrical charging.

4. The electrical vehicle generator opportunity charging control system of Claim 2, in which the controller receives data from a vehicle speed sensor, and signals an electrical charger to charge an onboard battery pack when a vehicle speed parameter in the data indicates the vehicle is stationary.

5. The electrical vehicle generator opportunity charging control system of Claim 3, in which the controller receives vehicle mass data from an electronic weight transmitter that converts mechanical pressure into electrical current to allow the vehicle load to be determined with the aid of one among a pneumatic suspension system and an electronic weight transducer that converts spring deflection into voltage and current signals to allow the vehicle load to be determined with mechanical spring suspension and road grade data from an inclinometer, calculates various loads on the vehicle from those data as the vehicle travels a route, and uses calculated load to determine whether to signal the charger to charge the onboard battery pack.

6. The electrical vehicle generator opportunity charging control system of Claim 2, in which the controller is a digital controller and the vehicle speed data is digitized by a vehicle speed sensor before being sent to the controller.

7. The electrical vehicle generator opportunity charging control system of Claim 1, in which the charger is an onboard auxiliary internal combustion engine (ICE) electrical generator.

8. The electrical vehicle generator opportunity charging control system of Claim 1, in which the charger is at least one among an external plug-in station charger, an inductive, two-pole overhead current collector charger, an onboard auxiliary internal combustion engine (ICE) electrical charger and a fuel cell that converts the chemical energy from a fuel into electricity through a chemical reaction with one among oxygen and another oxidizing agent.

9. The electrical vehicle generator opportunity charging control system of Claim 8, in which the controller selects the charger preferentially, as an external plug-in station charger if the vehicle is plugged in to the external plug-in station charger, as an inductive, two-pole overhead current collector charger if the vehicle is not plugged in to an external plug-station charger and if the vehicle is in charging proximity to the inductive, two-pole overhead current collector charger, and as at least one among an onboard auxiliary internal combustion engine (ICE) electrical charger and a fuel cell if the vehicle is not plugged in to an external plug-station charger.

10. The electrical vehicle generator opportunity charging control system of Claim 1, in which the controller receives vehicle driver generated input data from a gearshift position switch, an accelerator position sensor, a brake sensor, a parking brake sensor in order to determine a layover status for the vehicle and in which the controller activates charging of the battery pack during a determined layover condition and deactivates charging of the battery pack upon a termination of a determined layover condition.

11. The electrical vehicle generator opportunity charging control system of Claim 1 , in which a battery pack state-of-charge sensor provides data to the controller, and the controller activates charging of the battery pack notwithstanding a speed and load state for the vehicle if a battery pack state-of-charge falls below a pre-selected threshold.

12. The electrical vehicle generator opportunity charging control system of Claim 11, in which a route selector switch and a GPS provides predictive route and vehicle location data to the controller, and the controller calculates an imminent predicted layover period for the vehicle and delays activation of the charger until a layover condition is reached, unless a battery pack state-of-charge falls below a pre-selected threshold.

13. The electrical vehicle generator opportunity charging control system of Claim 1, comprising a battery management system and a scalable traction battery pack.

14. The electrical vehicle generator opportunity charging control system of Claim 11, in which the controller turns the charger off when a state-of-charge of the battery pack reaches 100%.

15. The electrical vehicle generator opportunity charging control system of Claim 1, in which an electrical current sensor sends data to the controller regarding an electrical current draw on the battery pack and the controller signals the charger to charge the battery pack at a rate calculated from an output rating for the battery pack adjusted by the vehicle drivetrain and accessory electrical current draw on the battery pack.

16. The electrical vehicle generator opportunity charging control system of Claim 15, in which a sensor of a regenerative braking electrical charging level sends data to the controller, and the controller signals the charger to charge the battery pack at a rate calculated from an output rating for the battery pack adjusted by the vehicle drivetrain and accessory electrical current draw and by the regenerative braking electrical charging level.

17. The electrical vehicle generator opportunity charging control system of Claim 15, in which a battery pack state-of-charge sensor provides data to the controller and the controller turns off accessory electrical current loads to reduce current draw on the battery pack prior to and during activation of the charger by the controller.

18. The electrical vehicle generator opportunity charging control system of Claim 1, in which a driver system interface provides an information display regarding battery pack state-of-charge, generator-charging status.

19. The electrical vehicle generator opportunity charging control system of Claim 18, in which the driver system interface provides route selections and selections from a list of pre-programmed charging algorithms for specific vehicle routes.

20. The electrical vehicle generator opportunity charging control system of Claim 18, in which the driver system interface comprises a display screen that displays system fault status information.

21. The electrical vehicle generator opportunity charging control system of Claim 18, in which the driver system interface provides configuration menus that allow selectable and programmable modifications to the system.

22. The electrical vehicle generator opportunity charging control system of Claim 10, in which a GPS provides vehicle location data to the controller, and the controller switches to a default charging cycle if the system has a GPS communication link breakdown, and if the gearshift position switch and the vehicle speed sensor and the parking brake sensor provide data to the controller from which it determines that the vehicle is in a stationary layover condition.

23. The electrical vehicle generator opportunity charging control system of Claim 10, in which the controller is integrated with a comprehensive adaptive power management control system comprising input sensors mounted on a vehicle that measure a plurality of conditions for the vehicle from among vehicle mass, road grade, vehicle speed, vehicle acceleration, and door position and comprising an adaptive power management controller mounted on the vehicle that receives data from the input sensors, runs an algorithm using the data, and outputs resulting energy efficient power output commands to an electric motor in a drivetrain for the vehicle.

24. The electrical vehicle generator opportunity charging control system of Claim 3, in which: a) the controller receives data from a vehicle speed sensor, and signals an electrical charger to charge an onboard battery pack when a vehicle speed parameter in the data indicates the vehicle is stationary; b) the controller receives vehicle mass data from a chassis load sensor and road grade data from an inclinometer, calculates various loads on the vehicle from those data as the vehicle travels a route, and uses calculated load to determine whether to signal the charger to charge the onboard battery pack; c) the controller is a digital controller and the vehicle speed data is digitized by a vehicle speed sensor before being sent to the controller; d) the charger is at least one among an external plug-in station charger, an inductive, two- pole overhead current collector charger, an onboard auxiliary ICE electrical charger, and a fuel cell; e) the controller selects the charger preferentially, as an external plug-in station charger if the vehicle is plugged in to the external plug-in station charger, as an inductive, two-pole overhead current collector charger if the vehicle is not plugged in to an external plug- station charger and if the vehicle is in charging proximity to the inductive charger, and as at least one among an onboard auxiliary ICE electrical charger and a fuel cell if the vehicle is not plugged in to an external plug-station charger.

25. The electrical vehicle generator opportunity charging control system of Claim 24, in which: a) the controller receives vehicle driver generated input data from a gearshift position switch, an accelerator position sensor, a brake sensor, a parking brake sensor in order to determine a layover status for the vehicle and in which the controller activates charging of the battery pack during a determined layover condition and deactivates charging of the battery pack upon a termination of a determined layover condition; b) a battery pack state-of-charge sensor provides data to the controller, and the controller activates charging of the battery pack notwithstanding a speed and load state for the vehicle if a battery pack state-of-charge falls below a pre-selected threshold; c) a route selector switch and a GPS provides predictive route and vehicle location data to the controller, and the controller calculates an imminent predicted layover period for the vehicle and delays activation of the charger until a layover condition is reached, unless a battery pack state-of-charge falls below a pre-selected threshold; d) there is a battery management system and a scalable traction battery pack, and the controller turns the charger off when a state-of-charge of the battery pack reaches 100%; e) an electrical current sensor sends data to the controller regarding an electrical current draw on the battery pack and the controller signals the charger to charge the battery pack at a rate calculated from an output rating for the battery pack adjusted by the vehicle drivetrain and accessory electrical current draw on the battery pack. f) a sensor of a regenerative braking electrical charging level sends data to the controller, and the controller signals the charger to charge the battery pack at a rate calculated from an output rating for the battery pack adjusted by the vehicle drivetrain and accessory electrical current draw and by the regenerative braking electrical charging level; g) a battery pack state-of-charge sensor provides data to the controller and the controller turns off accessory electrical current loads to reduce current draw on the battery pack prior to and during activation of the charger by the controller;

26. The electrical vehicle generator opportunity charging control system of Claim 25, in which: a) a driver system interface includes a display screen showing information regarding battery pack state-of-charge, generator charging status and system fault messages; b) the driver system interface provides configuration menus that allow route selections, and selections from a list of pre-programmed charging algorithms for specific vehicle routes; c) a GPS provides vehicle location data to the controller, and the controller switches to a default charging cycle if the system has a GPS communication link breakdown and if the gearshift position switch and the vehicle speed sensor and the parking brake sensor provide data to the controller from which it determines that the vehicle is in a stationary, layover condition.

5

27. The electrical vehicle generator opportunity charging control system of Claim 26, in which the controller is integrated with a comprehensive adaptive power management control system comprising input sensors mounted on a vehicle that measure a plurality of conditions for the vehicle from among vehicle mass, road grade, vehicle speed, vehicle l o acceleration, and door position and comprising an adaptive power management controller mounted on the vehicle that receives data from the input sensors, runs an algorithm using the data, and outputs resulting energy efficient power output commands to an electric motor in a drivetrain for the vehicle.