WO2024054998A1

WO2024054998A1 - Intelligent ev charge management system

Info

Publication number: WO2024054998A1
Application number: PCT/US2023/073780
Authority: WO
Inventors: Edward Monfort
Original assignee: Monfort Technology, LLC
Priority date: 2022-09-09
Filing date: 2023-09-08
Publication date: 2024-03-14

Abstract

A charger interface for charge control of an electric vehicle (EV) includes at least one memory to store instructions and at least one processor configured to execute the instructions to perform operations including receiving charge power information from an external charging station, receiving battery status information regarding internal batteries of a battery pack of the EV, configuring charge parameters for an onboard battery charger for charging the battery pack of the EV based on the battery status information and the charge power information, and adjusting the charge parameters based on changes in the battery status information to balance charge levels among the internal batteries of the EV.

Description

INTELLIGENT EV CHARGE MANAGEMENT SYSTEM

CROSS REFERENCE TO RELATED APPLICATION

[1 ] This application claims priority to U.S. Provisional Patent Application No. 63/405,072 filed September 9, 2022, the entirety of which is incorporated herein by reference.

TECHNICAL FIELD

[2] The present disclosure relates to a novel EV (Electric Vehicle) management system and, more particularly, pertains to a charger interface that communicates with a battery management system and an onboard vehicle battery charger of the EV.

BACKGROUND

[3] The use of EV charge management systems of various designs and configurations is known in the industry. Such systems can include an electrical connection such as a 240 VAC single-phase plug, which is, for example, a type of plug or connection commonly used with a household dryer, for connecting to an external charging station. Moreover, the external charging station can be installed within a home garage and powered by a 240 VAC single-phase connection to the home’s electrical system. Ultimately, an EV must connect or “plug in” to the external charging station, at home or elsewhere, or a similar device to enable charging batteries of the EV.

[4] Some external charging stations may include an electrical connector component with an SAE J1772 interface (referred to herein as a J1772 connector). The J1772 connector used for an AC power source (120 V or 240 V), typically includes five pins: three pins for AC power and two control pins. One of the control pins is designated “proximity pilot” and provides a signal to a control system of the EV to prevent movement during charging. The other control pin is designated “control pilot” and is a communication line for use by the EV to initiate charging and carrying other information. Accordingly, once the vehicle is plugged into the external charging station via the J1772 connector, the vehicle can only use two control pins to activate charge and otherwise control charging. These connectors limit charging capabilities.

SUMMARY

[5] One aspect of the present disclosure is directed to a charger interface for charge control of an electric vehicle (EV), the charger interface includes; at least one memory to store instructions and at least one processor configured to execute the instructions to perform operations including; receiving charge power information from an external charging station; receiving battery status information regarding internal batteries of a battery pack of the EV; configuring charge parameters for an onboard battery charger for charging the battery pack of the EV based on the battery status information and the charge power information; and adjusting the charge parameters based on changes in the battery status information to balance charge levels among the internal batteries of the EV.

[6] Another aspect of the present disclosure is directed to a computer-implemented method for a charger interface for charge control of an electric vehicle (EV), the method including the following operations performed by at least one processor: receiving charge power information from an external charging station; receiving battery status information regarding internal batteries of a battery pack the EV; configuring charge parameters for an onboard battery charger for charging the battery pack of the EV based on the battery status information and the charge power information; and adjusting the charge parameters based on changes in the battery status information to balance charge levels among the internal batteries of the EV.

[7] A further aspect of the present disclosure is directed a system for a charger interface for charge control of an electric vehicle (EV), the system including at least one processor and a memory storing instructions that, when executed by the at least one processor, cause the system to perform operations including: receiving charge power information from an external charging station; receiving battery status information regarding internal batteries of a battery pack of the EV; configuring charge parameters for an onboard battery charger for charging the battery pack of the EV based on the battery status information and the charge power information; and adjusting the charge parameters based on changes in the battery status information to balance charge levels among internal batteries of the battery pack.

[8] Other systems, methods, and computer-readable media are also discussed herein.

BRIEF DESCRIPTION OF THE DRAWINGS

[9] FIG. 1 is a flow chart of an exemplary process for charging an EV, consistent with disclosed embodiments.

[10] FIG. 2 is a schematic diagram illustrating an exemplary embodiment of an intelligent charger interface system (ICMS), consistent with disclosed embodiments. [11 ] FIG. 3 is a flow chart illustrating an exemplary method for charging batteries of an EV using the exemplary ICMS, consistent with disclosed embodiments.

[12] FIG. 4 is a block diagram illustrating an exemplary EV battery charging system, consistent with disclosed embodiments. [13] FIG. 5 is an exemplary illustration of another exemplary EV battery charging system, consistent with disclosed embodiments.

[14] FIG. 6 is an exemplary illustration of another exemplary EV battery charging system, consistent with disclosed embodiments.

DETAILED DESCRIPTION

[15] The following detailed description refers to the accompanying drawings. Wherever possible, the same reference numbers are used in the drawings and the following description to refer to the same or similar parts. While several illustrative embodiments are described herein, modifications, adaptations and other implementations are possible. For example, substitutions, additions, or modifications may be made to the components and steps illustrated in the drawings, and the illustrative methods described herein may be modified by substituting, reordering, removing, or adding steps to the disclosed methods. Accordingly, the following detailed description is not limited to the disclosed embodiments and examples. Instead, the proper scope of the invention is defined by the appended claims.

[16] Embodiments herein are directed to a charger interface for controlling charging batteries of an EV and a method for the charger interface to control charging the EV batteries. A charger interface as used herein may refer to a physical and/or electronic control that assists with the transfer of power from a power source such as an electrical outlet to an electronic device for charging one or more batteries.

[17] More particularly, the disclosed charger interface is configured for mounting within an EV and includes a microprocessor and memory storing instructions for operating the microprocessor, as well as elements for communicating with other vehicle components to monitor and control operation of an onboard EV battery charger. The charger interface determines charging parameters of an external AC charger power source, and communicates with an EV battery management system (BMS) and the onboard charger, to determine parameters for controlling the onboard charger to charge the batteries of the EV. As used herein, the BMS can be any system in the EV connected to monitor the status of the batteries, where the status includes the charged state of individual batteries that together are also referred to herein as a battery pack of the EV.

[18] Consistent with embodiments herein, the charger interface may also be provided and referred to as an Intelligent Charge Management System (ICMS), which monitors connection of an AC voltage input to provide power to the onboard EV battery charger. Once the AC voltage input connection is made, the ICMS may then determine the type of charge interface. The charge interface can be configured for a standard 120/240 VAC outlet, a J 1772 charging station, or both. As used herein, a J 1772 charger station is a station with the above-described SAE J 1772 connector for connecting to an EV to charge the EV batteries.

[19] Some embodiments include the ICMS receiving charge power information from the external charging station. Charge power information as used herein may include the amount of electrical power being delivered to the EV batteries being charged. Charge power information can be measured in kilowatts (kW) and determines how quickly EV batteries can be charged. For example, the ICMS is configured to manage and control various aspects of battery charging, as described more fully below. The ICMS may receive charge power information from the external charging station to enable configuring the onboard charger via usage of the J1772 connector.

[20] Some embodiments include the ICMS receiving battery status information regarding the EV battery pack. Battery status information as used herein may refer to information that relates to the status of individual batteries of the EV’s battery. The battery status information can indicate how much charge is being provided to the EV battery pack from the external charging station during charging.

[21 ] Some embodiments include configuring charge parameters for the onboard battery charger of the EV based on the battery status information and the charge power information. Charge parameters for the onboard battery charger, as used herein, may include basic parameters such as voltage, current, capacity, and power. In some embodiments, the ICMS utilizes the received charge power information in configuring the charge parameters. These charge parameters can include charging current magnitudes with which the EV battery pack can be charged. The ICMS can configure the charge parameters by communicating with the EV onboard charger, the BMS, and the power source (e.g., the external charging station). The ICMS may operate in any of three modes for charging and configuring charge parameters: a J1772 mode, an auto mode, and a non-electric vehicle supply equipment (non-EVSE) mode.

[22] In the J 1772 mode, the ICMS receives charge power information from an EVSE charging station. More particularly, when a J 1772 connector is used for charging, the ICMS monitors the power being delivered by the EVSE via the J1772 connector and configures the onboard charger accordingly. [23] In the auto mode, the ICMS can determine the nature of the charging power interface and configure charge parameters accordingly. In the auto mode, if the ICMS detects charging that is not from an EVSE (non-EVSE), the ICMS may require AC configuration parameters to be preset in the ICMS for the non-EVSE operation. The auto mode can be set as the default system setting.

[24] In the non-EVSE mode, an EV owner’s in-house charging station may be used for charging the EV battery pack, where the charging station is connected directly to a home’s electrical panel.

[25] In the non-EVSE mode, the ICMS can configure the AC power parameters based on a preset setting. The preset setting can be 120/240 VAC, and from 10 Amps to 100 Amps. An exemplary default setting may be 240 VAC, 30 Amps. These settings can be user changeable.

[26] Upon external AC power being connected to the EV and the external charge interface being determined and configured, the ICMS can fully power up and start Controller Area Network (CAN) BUS communications with the BMS and the onboard charger. Once powered up, 12-volt DC power for the EV may derive from the external AC connection by a VAC to VDC rectifier included in the ICMS, instead of from the EV’s 12-volt battery. The 12-volt vehicle battery may only be needed by the ICMS during a sleep mode while waiting for an AC connection to an external charger.

[27] Some embodiments may include adjusting charge parameters, based on changes in the battery status information received from the BMS, to balance charge levels among the internal batteries of the EV battery pack. Adjusting charge parameters as used herein may refer to altering specific charge parameters and settings relating to the charging of the EV battery pack. For example, the ICMS can develop an algorithm for charging current magnitude that will be required to charge or balance the EV batteries. For example, when the EV battery pack is charging at 30 amps and the ICMS has successfully communicated with the EV’s BMS to determine that the EV battery pack is almost fully charged, the ICMS can control the onboard charger to gradually decrease the charging current from 30 to 25 to 20 to 15 to 10 to 5 to 1 amp.

Furthermore, once the charging current is at 1 amp, an algorithm of the ICMS processor can control the onboard charger to maintain a charging current sufficiently to keep the lowest voltage cell charging constantly. This enables the charge on the lowest cell voltage of the battery to catch up with the remaining battery cells and balance the charge on the respective batteries of the EV battery pack. This allows the EV to maintain an optimal charge of its batteries to realize the highest level of charge power from every charge. The battery pack will remain charging at the same time during this operation.

[28] FIG. 1 is a flow chart of an exemplary process 100 for charging an EV using the ICMS, consistent with disclosed embodiments. Processor 100 includes steps 102-134. The ICMS may receive battery data from the BMS and configure the charge parameters for the onboard charger, determined at least in part by the data from the BMS. The BMS data may refer to data associated with the battery charge power information or battery status information. Moreover, the BMS may be monitored by the ICMS during the entire charge process to ensure proper charging. The ICMS is also configured to monitor and control parameters of the onboard charger for providing DC output to the batteries. In some embodiments, the ICMS can monitor an AC input to the onboard charger of the EV. In addition, in some embodiments, a DC output of the onboard charger can be monitored and adjusted as needed to maintain efficient battery charging.

[29] The charging process starts at step 102. At step 104, the ICMS is configured to receive and read battery status information in the BMS data. In some embodiments, reading the battery status information includes reading battery parameter data associated with the internal batteries of the battery pack, and identifying any faults detected by the BMS. A fault as used herein may refer to an abnormal condition in the battery pack. This may include, for example, battery malfunctions, or open connections. The BMS data includes battery charge power information and is used by the ICMS in configuring the DC charge parameters for the onboard charger. The ICMS continues to receive BMS data during charging of the battery pack the process.

[30] At 106, the ICMS can determine if the BMS has detected any faults. If at step

106, the ICMS determines the BMS has detected a fault (step 106: YES), then process 100 proceeds to step 110. At step 110, ifthe ICMS determines that the BMS has detected a critical fault (step 110: YES), then the ICMS controls the output of the charger to be turned off at step 108. A critical fault as used herein may refer to an event that could damage the battery pack, for example, a sudden power surge. Process 100 then returns to step 104.

[31 ] If there is no critical fault detected by the BMS (step 110: NO), then at step 112, the ICMS determines if the BMS has provided a warning. A BMS warning as used herein refers to an indication that one or more battery parameters are approaching a limit of acceptability or are demonstrating a trend towards becoming unacceptable due to magnitude of charging current. For example, the charged state of one or more batteries in the battery pack may currently be acceptable but increasing toward a limit of acceptability. If the BMS has not provided a warning (step 112: NO) and there are no BMS faults (step 106: NO), then at step 114 the ICMS determines if the voltages among the one or more batteries of the battery pack need to be balanced.

[32] Upon the ICMS determining that the voltages on the EV batteries need to be balanced (step 114: YES), the ICMS at step 116 calculates a charger current that is effective to balance battery voltage. The charger current for balancing can be calculated by dividing a desired charging rate by the number of battery cells. A typical charging rate is between 0.5 to 1 C, in which C represents the capacity of the battery pack of the EV. For example, the charger current for a battery pack capacity of 3000 mAh (3Ah) with a charging rate of 1 C, would be 3A, where 3000 represents the total pack capacity of the battery, in milliampere-hours (mAh). The number of cells is the total cells within the battery pack at step 116 for determining the number of cells to be balanced.

[33] At step 118, upon calculating the charger current for balancing the EV battery voltages, the charger current may be set at step 120.

[34] At step 112, if the ICMS determines there is a BMS warning (step 112: YES), then at step 122 the ICMS obtains from the BMS a limit for the charger current for the onboard charger. The current limit is based on a maximum charger current calculated at step 126. Next, at step 124, the ICMS sets a limit on charger current.

[35] At step 114, the ICMS checks if battery voltage needs to be balanced as a result of limiting the charger current. If, at step 114, if the voltage is determined to not be balanced (step 114: NO), then the maximum charge current is calculated at step 126. The maximum charge current as used herein may refer to the maximum amount of electric current that the onboard charger battery charger can deliver to charge the batteries. At step 120, the ICMS can set the charger current, and then at step 128, get the status of the charger, i.e. , if the EV battery pack is currently being charged properly. At step 130, if the ICMS detects a charger fault, then at step 132, the charger is disabled by the ICMS and, at step 134, the ICMS charging process stops.

[36] FIG. 2 is a schematic diagram illustrating an exemplary embodiment of an ICMS 200 consistent with disclosed embodiments. The components comprising ICMS 200 are configured on a circuit board 203, which includes a J1772 interface 201 , a VAC to VDC power rectifier 204, a microprocessor 206, a memory 207, a Wi-Fi chip 208, a connector to BMS/charger 210, a VAC output 212, a CAN BUS communication module 216, bus bars 218, 220, 222, and a current sensor 214.

[37] ICMS 200 may include J1772 interface 201 , or another type of interface, for making a control connection with a charging station, e.g., an EVSE via the J1772 connector for control/communication regarding charging the EV. The EVSE manages the link from the EVSE to the vehicle. The onboard charger of the EV rectifies the external charging station’s AC output to a DC output under control of ICMS 200 to a level appropriate for charging the onboard charger battery pack. The onboard charger communicates via the J1772 connector and, according to SAE J1772, commands the EVSE to energize.

[38] For example, the J1772 connector can provide 80A charging current at 240V, although most implementations are 30A or less. According to SAE J1772, “Level 1” indicates 120VAC charging (e.g., maximum continuous current 12 A), and “Level 2” indicates 240VAC charging (e.g., maximum continuous current 24-80 A). Actual current usage is determined by the EV that can be connected to the EVSE. The ICMS can be configured to interface with any onboard charging system.

[39] ICMS 200 may include VAC input 202. VAC input 202 includes AC in-line (L) and neutral (N) terminals for connecting to the AC power input of the J1772 connector (e.g., 120 VAC or 208/240 VAC). VAC input 202 also includes a ground (G) terminal. For example, ICMS 200 may monitor VAC input 202 along with the DC charging current and battery parameters from the BMS during charging. The ICMS is responsible for determining an optimal current and voltage for efficient charging. In some embodiments, VAC input 202 and the bus bars may be configured to receive three-phase power, e.g., at 480 VAC.

[40] ICMS 200 may include VAC to VDC power rectifier 204 which rectifies the AC voltage on VAC input 202 to a direct voltage output, (e.g., 12 VDC). The 12 VDC output is available for use by DC systems of the EV, instead of the 12 VDC vehicle battery.

The 12 VDC from VAC to VDC power rectifier 204 may also be used by ICMS 200 to perform ICMS functions as well as for communication with the BMS and the onboard charger. The ICMS 200 may include a 12 VDC input for wakeup power. The charger interface includes a Direct Current Voltage (VDC) output to provide auxiliary power for the onboard charger and for auxiliary devices of the EV. This can also include using an inverter or by using an AC to DC unit.

[41 ] ICMS 200 may include microprocessor 206. Microprocessor 206 may include one or more dedicated processing units, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or various other types of processors or processing units. Microprocessor 206 may be configured to perform computations on signals processed via its I/O ports. Microprocessor 206 may be further configured to control other connected systems and subsystems by transmitting messages via the I/O ports. ICMS 200 also includes memory 207 for storing data and instructions for operations of microprocessor 206.

[42] ICMS 200 may include Wi-Fi chip 208. Wi-Fi-chip 208 includes a chipset that enables wireless communication with other devices, with wireless communication capability, (e.g., the EVSE), the BMS, and/or the onboard charger. Wi-Fi-chip 208 in conjunction with a USB serial port, can also be used to troubleshoot, monitor, and configure ICMS 200. In some embodiments, ICMS 200 includes more than one CAN (Controller Area Network) interface for the onboard charger and BMS.

[43] ICMS 200 may include connector to BMS/charger 210, which comprises cable connections for ICMS 200 to the BMS and onboard charger, e.g., for exchanging control/data information with the BMS and onboard charger.

[44] ICMS 200 includes VAC output 212, which represents the AC output voltage of ICMS 200, that is provided to the onboard charger. VAC output 212 is coupled to VAC input 202 by bus bars 218, 220 and 222 that are sized to carry the current required by the onboard charger. .Bus bars 218, 220 and 222 are not embedded into board 203 because of the magnitude of the current they carry. Instead, bus bars 218, 220 and 222 are mounted above the surface of board 203 of ICMS 200. ICMS 200 thus enables integration of high voltage and low voltage components on the single board 203 so that ICMS 200 to be installed in an EV with no assembly required. [45] Further still, ICMS 200 may have two open drain outputs: one for EVSE connected and one for faults detected. Both lines may be connected to an ECU (Electronic Control Unit), BMS, a display, or onboard charger of the EV. There may be additional CAN BUS support for communication to the ECU or display, e.g., shown in FIG.2 as CAN bus communication 216. ICMS 200 may be configured to interface with any onboard charger EV charging system. 12-volt power consumption from the vehicle by the ICMS 200 during sleep (non-charging) may be < 20 mA. 12-volt power consumption from the vehicle by ICMS 200 during operation (charging) may be < 250 mA until AC connection to the external charging station is enabled, after which current consumption may be reduced to < 10 mA.

[46] ICMS 200 includes current sensor 214, e.g., a current transformer, for measuring electric AC current flowing to the onboard charger. The selection of a current sensing method depends on requirements such as magnitude, accuracy, bandwidth, robustness, cost, isolation, or size. The measured current value is used by ICMS 200 in determining charge parameters for controlling the onboard charger.

[47] FIG. 3 is a flow chart illustrating another exemplary method 300 for charging batteries of the EV using the exemplary ICMS 200, consistent with disclosed embodiments. Method 300 includes a step 302 of receiving charge power information from an external charging station, as explained above. Method 300 also includes a step 304 of receiving battery status information about the batteries of the EV, such as from the BMS, as explained above. Method 300 further includes a step 306 of configuring charge parameters based on the battery status information and the charge power information. Method 300 additionally includes a step 308 of adjusting charge parameters based on changes in the battery status information to balance charge levels among the internal batteries.

[48] FIG. 4 is a block diagram illustrating an exemplary EV battery charging system 400 that includes an ICMS for controlling an onboard charger based on charge power information and battery information data, consistent with disclosed embodiments. More particularly, 400 includes an external charging station 402, ICMS 200, connector to BMS/charger 210, a BMS 404, charge power information 406, battery status data 408, and control/data 410.

[49] In some embodiments, ICMS 200 may be configured to determine the charge parameters for the onboard charger based on the battery status data from BMS 404 and the charge power information from external charging station 402. In some embodiments, ICMS 200 is configured to switch between two or more current consumption states based on availability of an AC connection to the external charging station. For example, external charging station 402 connects to the VAC input 202 (FIG. 2) of ICMS 200. This connection provides the transfer of charge power information 406 and power (240 VAC). The VAC input can be a 120/240/480 VAC single phase or three phase connection. Upon this connection and energization of the external power supply, output AC voltage (VAC) is provided on VAC output 212 for connection to the onboard charger. The connection to the external charging station 402 also provides the control/data 410 that is generated by ICMS 200 for the connector to BMS/charger 210, that may also provides a connection with BMS 404, by which BMS 404 transfers battery status data 408. [50] FIG. 5 is an illustration of another exemplary EV battery charging system 500, consistent with disclosed embodiments. System 500 incorporates ICMS 200 of FIG. 2, as described above. System 500 includes an EV 504, exemplary charging wattages 507, and an external charging station 502. EV 504 is connected to external charging station 502 for charging.

[51 ] As described above, EV 504 includes ICMS 200 for recognizing the charging current and voltage available from external charging station 502. Furthermore, exemplary wattages 506 represent adjusted values of charging power for EV 504. In some embodiments, system 500 may adjust the charge parameters based on changes in the battery status data including adjusting the external charging interface to charge at different kilowatt (kW) values. For example, ICMS 200 may adjust the charging power to be 5 kW, 10 kW, 20 kW, or 60 kW.

[52] FIG. 6 is an illustration of another exemplary EV battery charging system 600 for charging EV 504, including ICMS 200 and BMS 404 within EV 504 and communication between ICMS 200 and BMS 404, consistent with disclosed embodiments. As shown in FIG. 6, EV 504 is connected to external charging station 502 for charging. As shown, ICMS 200 communicates with BMS 404 while also communicating with and controlling the onboard charger.

[53] While the present disclosure is directed to an onboard charger for an ICMS, the disclosure is not so limited. The ICMS can be configured for implementation with an external charging station that provides DC fast charging, e.g., with an off board charger. For example, the ICMS can use CAN bus to communicate with a fast DC charging station, where the fast DC charging station is also capable of communicating in CAN bus communication protocol. Upon receiving CAN bus communication from the fast DC charging station, communication protocol in the ICMS would be modified to match the communication protocol from the fast DC charging station and proceed to charging from the fast DC charging station.

[54] The computer-readable storage medium of the present disclosure may be a tangible device that can store instructions for use by an instruction execution device. The computer-readable storage medium may be, for example, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. A non-exhaustive list of more specific examples of the computer-readable storage medium includes the following: a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanically encoded device such as punchcards or raised structures in a groove having instructions recorded thereon, and any suitable combination of the foregoing.

[55] The computer-readable program instructions of the present disclosure may be assembler instructions, instruction-set-architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, statesetting data, or source code or object code written in any combination of one or more programming languages, including an object-oriented programming language, and conventional procedural programming languages. [56] The computer-readable program instructions may execute entirely on a computing device as a stand-alone software package, or partly on a first computing device and partly on a second computing device remote from the first computing device. In the latter scenario, the second, remote computing device may be connected to the first computing device through any type of network, including a local area network (LAN) or a wide area network (WAN).

[57] The flowcharts and block diagrams in the figures illustrate examples of the architecture, functionality, and operation of possible implementations of systems, methods, and devices according to various embodiments. It should be noted that, in some alternative implementations, the functions noted in blocks may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved.

[58] It is understood that the described embodiments are not mutually exclusive, and elements, components, materials, or steps described in connection with one example embodiment may be combined with, or eliminated from, other embodiments in suitable ways to accomplish desired design objectives.

[59] Reference herein to “some embodiments” or “some exemplary embodiments” means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment. The appearance of the phrases “one embodiment” “some embodiments” or “another embodiment” in various places in the present disclosure do not all necessarily refer to the same embodiment, nor are separate or alternative embodiments necessarily mutually exclusive of other embodiments.

[60] It should be understood that the steps of the example methods set forth herein are not necessarily required to be performed in the order described, and the order of the steps of such methods should be understood to be merely example. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. Likewise, additional steps may be included in such methods, and certain steps may be omitted or combined, in methods consistent with various embodiments.

[61 ] As used in the present disclosure, the word “exemplary” is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other aspects or designs. Rather, use of the word is intended to present concepts in a concrete fashion.

[62] As used in the present disclosure, unless specifically stated otherwise, the term “or” encompasses all possible combinations, except where infeasible. For example, if it is stated that a database may include A or B, then, unless specifically stated otherwise or infeasible, the database may include A, or B, or A and B. As a second example, if it is stated that a database may include A, B, or C, then, unless specifically stated otherwise or infeasible, the database may include A, or B, or C, or A and B, or A and C, or B and C, or A and B and C. [63] Additionally, the articles “a” and “an” as used in the present disclosure and the appended claims should generally be construed to mean “one or more” unless specified otherwise or clear from context to be directed to a singular form.

[64] Unless explicitly stated otherwise, each numerical value and range should be interpreted as being approximate as if the word "about" or "approximately" preceded the value of the value or range.

[65] Although the element in the following method claims, if any, are recited in a particular sequence, unless the claim recitations otherwise imply a particular sequence for implementing some or all of those elements, those elements are not necessarily intended to be limited to being implemented in that particular sequence.

[66] It is appreciated that certain features of the present disclosure, which are, for clarity, described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the specification, which are, for brevity, described in the context of a single embodiment, may also be provided separately or in any suitable sub combination or as suitable in any other described embodiment of the specification. Certain features described in the context of various embodiments are not essential features of those embodiments, unless noted as such.

[67] It will be further understood that various modifications, alternatives and variations in the details, materials, and arrangements of the parts which have been described and illustrated in order to explain the nature of described embodiments may be made by those skilled in the art without departing from the scope. Accordingly, the following claims embrace all such alternatives, modifications and variations that fall within the terms of the claims.

Claims

WHAT IS CLAIMED:

1 . A charger interface for charge control of an electric vehicle (EV) comprising: at least memory to store instructions; and at least one processor configured to execute the instructions to perform operations comprising: receiving charge power information from an external charging station. receiving battery status information regarding internal batteries of a battery pack of the EV. configuring charge parameters for an onboard battery charger for charging the battery pack of the EV based on the battery status information and the charge power information; and adjusting the charge parameters based on changes in the battery status information to balance charge levels among the internal batteries of the EV.

2. The charger interface of claim 1 , the operations further including monitoring an AC input to the onboard charger of the EV.

3. The charger interface of claim 1 , wherein receiving the battery status information includes reading battery parameter data associated with the internal batteries of the battery pack, and identify one or more faults detected. The charger interface of claim 1 , wherein responsive to receiving the charge power information, further configuring the charge parameters includes setting one or more charging current magnitudes. The charger interface of claim 1 , wherein the charger interface includes more than one CAN (Controller Area Network) interface for the onboard charger and a BMS (Battery Management System). The charger interface of claim 1 , wherein the charger interface includes a Direct Current Voltage (VDC) output using an inverter and/or a AC to DC unit to provide auxiliary power for the onboard charger and for auxiliary devices of the EV. The charger interface of claim 1 , wherein the charger interface is configured to switch between two or more current consumption states based on availability of an AC connection to the external charging station. The charger interface of claim 1 , wherein adjusting the charge parameters based on changes in the battery status information includes adjusting the external charging interface to charge at one or more kilowatt (kW) values. The charger interface of claim 1 , wherein configuring the charge parameters based on the battery status information includes configuring AC configuration parameters from a preset setting for an auto mode or a non-EV mode using the external charging station. A computer-implemented method for a charger interface for charge control of an electric vehicle (EV), the method comprising the following operations performed by at least one processor: receiving charge power information from an external charging station; receiving battery status information regarding internal batteries of a battery pack the EV; configuring charge parameters for an onboard battery charger for charging the battery pack of the EV, based on the battery status information and the charge power information; and adjusting the charge parameters based on changes in the battery status information to balance charge levels among the internal batteries of the EV. The method of claim 10, the operations further including monitoring an AC input to the onboard charger of the EV. The method of claim 10, wherein receiving the battery status information includes reading battery parameter data associated with the internal batteries of the battery pack, and identify one or more faults. The method of claim 10, wherein responsive to receiving the charge power information, further configuring the charge parameters includes setting one or more charging current magnitudes. The method of claim 10, wherein the charger interface includes more than one CAN (Controller Area Network) interface for the onboard charger and a BMS (Battery Management System). The method of claim 10, wherein the charger interface includes a Direct Current Voltage (VDC) output to provide auxiliary power output using an inverter and/or a AC to DC unit for the onboard charger and for auxiliary devices of the EV. The method of claim 10, wherein the charger interface is configured to switch between two or more current consumption states based on availability of an AC connection to the external charging station. The method of claim 10, wherein adjusting the charge parameters based on changes in the battery status information includes adjusting the external charging interface to charge at one or more kilowatt (kW) values. The method of claim 10, wherein configuring the charge parameters based on the battery status information includes the charger interface receiving charge power information from the external charging station. The method of claim 10, wherein configuring the charge parameters based on the battery status information includes configuring AC configuration parameters from a preset setting for an auto mode or a non-EV mode using an external charging station. A system for a charger interface for charge control of an electric vehicle (EV) comprising: at least one processor; and at least one memory storing instructions that, when executed by the at least one processor, cause the system to perform operations comprising: receiving charge power information from an external charging station; receiving battery status information regarding internal batteries of a battery pack of the EV; configuring charge parameters for an onboard battery charger for charging the battery pack of the EV based on the battery status information and the charge power information; and adjusting the charge parameters based on changes in the battery status information to balance charge levels among the internal batteries of the battery pack.