DESC:ARRANGEMENT FOR VEHICLE-TO-VEHICLE OR VEHICLE-TO-LOAD POWER TRANSFER
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202321065129 filed on 28/09/2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to an arrangement for vehicle-to-vehicle or vehicle-to-load power transfer. Particularly, the present disclosure relates to an arrangement for transferring electrical energy from an electric vehicle to an external load and a method of transferring electrical energy from an electric vehicle to an external load.
BACKGROUND
Vehicle-to-Vehicle (V2V) or Vehicle-to-Load (V2L) power transfer refers to the ability of an Electric Vehicle (EV) to supply electrical energy directly to another electric vehicle(s) or external loads. This concept is gradually becoming significant as EVs are now functioning as transportation machines as well as mobile power sources.
The V2V or V2L charging has been developed for a variety of reasons for example, to address the EV’s range concern, to allow the EVs to share power in situations where neither the DC Charging stations nor the AC grid are available, to reduce energy demand at a grid, and for commercial/household appliances. The V2V or V2L charging is achieved through on-board/off-board bidirectional chargers. Bidirectional chargers convert the EV’s DC energy (power pack energy) back into AC energy and direct it to the external loads. The on-board bidirectional chargers are integrated directly within the electric vehicle itself which means that charger and associated electronics necessary for bidirectional energy flow are held within the EV’s charging structure. The on-board bidirectional chargers are particularly efficient in terms of weight, space, cost, and energy transfer rates.
However, there are certain underlining problems associated with the V2V or V2L charging mechanisms explained above. For instance, in the event of a short circuit at external load end, a sudden rise in out-going current can occur. This can damage cutoff Field-effect Transistors (FETs), microcontroller, and the other components of on-board chargers at the external load end. Further, due to voltage fluctuations at the on-board charger output, voltage at the external load end can cross peak to peak voltage (positive and negative peaks) and safe operating limits. Deviations from the safe operating limit can cause overheating, malfunctioning, and permanent damage at the external load end. Therefore, it is always a challenge to develop an electrically safe and protected V2V or V2L charging mechanism.
Therefore, there exists a need for the V2V or V2L charging mechanism which is electrically safe and overcomes one or more problems as mentioned above.
SUMMARY
An object of the present disclosure is to provide a safe and efficient Vehicle-to-Vehicle (V2V) or Vehicle-to-Load (V2L) power transfer arrangement.
Another object of the present disclosure is to provide a safe and efficient method of Vehicle-to-Vehicle (V2V) or Vehicle-to-Load (V2L) power transfer.
In accordance with first aspect of the present disclosure, there is provided an arrangement for transferring electrical energy from an electric vehicle to an external load, the arrangement comprises:
- a bi-directional onboard charger comprising at least one operational amplifier and a microcontroller; and
- a coupling member configured to electrically connect the electric vehicle and the external load,
wherein the at least one operational amplifier is configured to sense a battery voltage at an electric vehicle end, and an out-going current at an external load end.
The present disclosure provides an arrangement for transferring electrical energy from an electric vehicle to an external load. The arrangement is advantageous in terms of enabling real-time monitoring of absolute voltage magnitude, absolute current magnitude of the battery voltage and the out-going current. Consequently, based on the real-time data the arrangement enables modulation of the battery voltage to a level suitable for analog-to-digital conversion (ADC) or further processing by microcontrollers. Beneficially, in case of short circuit condition at the external load end, the arrangement detects sudden change in the out-going current and subsequently initiates the shutdown/cutoff procedures to prevent damage to the bi-directional onboard charger and/or coupling member, based on the detected change.
In accordance with a second aspect, there is described a method of transferring electrical energy from an electric vehicle to an external load, the method comprises:
- electrically connecting the electric vehicle and the external load, by a coupling member;
- sensing a battery voltage at an electric vehicle end, and an out-going current at an external load end, by at least one operational amplifier;
- modulating amplitude of the sensed battery voltage and the out-going current, by the at least one operational amplifier, and
- controlling transfer of electrical energy from the electric vehicle to the external load via a microcontroller.
Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 illustrates a detailed circuit layout of an arrangement for transferring electrical energy from an electric vehicle to an external load, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a detailed circuit layout of an arrangement for transferring electrical energy from an electric vehicle to an external load with a shunt resistor, in accordance with embodiments of the present disclosure.
Figure 3 illustrates a flow chart of a method of transferring electrical energy from an electric vehicle to an external load, in accordance with another aspect of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item from which the arrow is starting.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
As used herein, the terms “electrical energy”, “energy”, “electric power”, “electricity”, and “wattage” are used interchangeably and refer to an energy that is derived from the electric potential energy of charged particles. It is a fundamental form of energy used in powering electronic devices, for example, (but not limited to) electrical appliances, machinery, power plants, and batteries in an electric vehicle.
As used herein, the terms “vehicle”, “electric vehicle”, and “EV” are used interchangeably and refer to any vehicle in which some or all power for its drive motor(s) is supplied through electricity from a battery pack. This may include vehicles that derive part of their propulsion power from an internal combustion engine and part of its propulsion power from an electric motor. Additionally, it is to be understood that the ‘electric vehicle’ as used herein includes electric two-wheelers, electric three-wheelers, electric four-wheelers, electric trucks, electric pickup trucks, and so forth.
As used herein, the terms “external load” and “load” are used interchangeably and refer to any device, appliance, or electric circuit element that requires electrical energy to operate and is connected to an external power source such as an electrical grid, electric vehicle (EV), or another power generation system.
As used herein, the term “bi-directional onboard charger” refers to a charging component integrated into an electric vehicle (EV) that allows for both charging the electric vehicle's battery from an external power source and discharging the electric vehicle's battery to charge an external load. The bi-directional onboard charger during charging mode, converts AC power from the external power source (grid or charging station) into DC power to charge the EV's battery. During discharging mode, it converts DC stored in the EV's battery into AC, which is used to power the external loads.
As used herein, the terms “operational amplifier” and “op-amp” are used interchangeably and refer to a linear Integrated Circuit (IC) having two input terminals designed to amplify and perform mathematical operations on a signal. Op-amps amplify the signal by applying feedback to control the voltage difference between its inputs. Op-amps have high versatility, high gain, and differential inputs. These are used in audio equipment, communication systems, control systems, filters, comparators, and buffers to amplify and/or process the signals. Further, these are also used for high-end current sensing, voltage sensing in battery chargers, and/or overcurrent protection circuits.
As used herein, the terms “processor”, “microprocessor”, “microcontroller”, and “controller” are used interchangeably and refer to a compact integrated circuit designed to control a specific operation in an electronic system. A microcontroller contains a Central Processing Unit (CPU), input/output peripherals, memory (RAM and/or ROM), and various interfaces, all integrated into a single chip. Specifically, microcontrollers employed in battery chargers of an electric vehicle are used for (but not limited to) battery charging profile management, current regulation, fault detection, and temperature monitoring to ensure safe and optimal charging operation.
As used herein, the terms “coupling member” and “coupler” are used interchangeably and refer to a component used to establish and maintain an electrical link between two electrical entities, such as (but not limited to) between an electric vehicle (EV) and an external load, power source, or charging station. The coupling members may include, but not limited to, charging connectors, plugs, adapters, charging cables, and load Interface modules.
As used herein, the terms “analog to digital converter” and “ADC” are used interchangeably and refer to an integrated circuit used to convert a continuous analog signal to a digital signal. The ADC compares samples of the continuous analog signal to a known reference voltage and then produces a digital representation at the output in the form of a digital binary code. Further, the continuous analog signal may include, but not limited to, real-world signal such as, temperature, voltage, current, power, pressure, acceleration, and speed.
As used herein, the term “threshold battery voltage” refers to a predefined battery voltage level set at the start of battery discharging during V2V or V2L charging. When the battery voltage level reaches to the threshold battery voltage during V2V or V2L charging, discharging of the battery is stopped via a controller.
As used herein, the term “threshold out-going current” refers to a predefined out-going current level (at external load end) set at the start of battery discharging during V2V or V2L charging. When the out-going current level exceeds the threshold out-going current during V2V or V2L charging, the discharging of the battery is stopped via a controller.
As used herein, the term “safe operating limit” refers to an operating range of load voltage at the external load end without damaging the electronic components at the external load end. The operating range of the load voltage should be between the upper voltage Limit and lower voltage limit as set before the start of the V2V or V2L charging. The upper voltage limit is the maximum load voltage at which the EV battery operates safely without risking overcharging. Charging beyond this limit could lead to battery degradation, overheating, or safety hazards. The lower voltage limit specifies the minimum load voltage below which the battery should not discharge further to avoid damage, over-discharge, or loss of battery capacity.
As used herein, the term “predefined instance count” refers to a threshold count for acceptable voltage exceedances within a specified period. Specifically, it defines the maximum allowable number of instances when the operating limit of load voltage is outside the safe operating limit.
As used herein, the term “microcontroller unit” refers to a compact integrated circuit designed to control a specific operation in an electronic system. Specifically, the microcontroller unit within the coupling member helps in managing and controlling various functions to ensure efficient and safe charging of devices, such as electric vehicles, or other battery-powered devices. Further, the microcontroller unit also functions in (but not limited to) current regulation, overvoltage and undervoltage protection during the charging or discharging process.
In accordance with first aspect of the present disclosure, there is provided an arrangement for transferring electrical energy from an electric vehicle to an external load, the arrangement comprises:
- a bi-directional onboard charger comprising at least one operational amplifier and a microcontroller; and
- a coupling member configured to electrically connect the electric vehicle and the external load,
wherein the at least one operational amplifier is configured to sense a battery voltage at an electric vehicle end, and an out-going current at an external load end.
Referring to figure 1, in accordance with an embodiment, there is described an arrangement 100 for transferring electrical energy from an electric vehicle 102 to an external load 104. The arrangement 100 comprises a bi-directional onboard charger 106 comprising at least one operational amplifier 108, a microcontroller 110, and a coupling member 112 configured to electrically connect the electric vehicle 102 and the external load 104. The at least one operational amplifier 108 is configured to sense a battery voltage at an electric vehicle end 114, and an outgoing current at an external load end 116.
The bi-directional onboard chargers 106 enable the flow of electricity in two directions between the electric vehicle 102 and the external load 104. The bi-directional onboard charger 106 has two key conversion circuits namely, AC-to-DC conversion circuit 118 and DC-to-DC conversion circuit 120. A capacitor 122 is placed between the output of the AC-to-DC converter and the input of the DC-to-DC converter. The capacitor 122 smooths the DC voltage further and provides decoupling to stabilize the input for the DC-to-DC converter 120. Topologies employed for the AC to DC conversion circuit may include, but not limited to, buck-boost converter, flyback converter, LLC resonant converter, bridge converter (half-bridge and full-bridge), totem-pole converter, and a combination thereof. The topologies employed for the AC to DC conversion circuit are may include , but not limited to, buck-boost Converter, push-pull converter, dual-active bridge (DAB), CLLC DC-DC Converter, and a combination thereof.
The bi-directional onboard charger 106, when in charging mode, converts AC power from an external power source into DC power to charge the EV's battery, and when in discharging mode, converts DC power stored in the EV's battery into AC, which is used to power the external loads. Further, the bi-directional onboard charger 106 comprises the operational amplifier 108 to sense the battery voltage at the electric vehicle end 114, and the out-going current at an external load end 116. The sensing of the battery voltage is advantageous in terms of enabling real-time monitoring of absolute voltage magnitude, absolute current magnitude of the battery voltage and the out-going current. Consequently, based on the real-time data the operational amplifier 108 enables modulation of the battery voltage to a level suitable for analog-to-digital conversion (ADC) and/or further processing by the microcontrollers 110. Beneficially, in case of short circuit condition at the external load end 116, the operational amplifier 108 detects sudden change in the out-going current and subsequently initiates the shutdown/cutoff procedures to prevent damage to the bi-directional onboard charger and/or coupling member, based on the detected change.
In an embodiment, the at least one operational amplifier 108 is configured to modulate the amplitude of the sensed battery voltage and the out-going current. The step-down modulation of the battery voltage and the out-going current prevents the components of the bi-directional onboard charger 106 as well as the external load from being damaged due to overvoltage or overcurrent conditions. As a result, the op-amp 108 interfaces with Analog-to-Digital Converters (ADCs) 124 and microcontrollers 110. Further, modulated battery voltage and the out-going current ensure compatible signal level and impedance matching at the external load end 116, for facilitating seamless integration with the microcontroller 110.
In an embodiment, the bi-directional onboard charger 106 comprises an analog-to-digital converter 124 configured for generating at least one digital signal based on the modulated battery voltage, and the out-going current. The analog form of the modulated battery voltage and the out-going current is converted into corresponding digital data by the ADCs 124. The digital signals have higher accuracy than analog signals, as they are less susceptible to noise and interference. This conversion ensures accurate and precise measurement of the battery voltage, which is critical for determining the State of Charge (SoC) and State of Health (SoH) of the battery during discharging. Further, the digital data form ensures that ADCs 124 provides a seamless interface with the microcontroller 110 and digital control systems, enabling effective implementation of charging/discharging algorithms.
In an embodiment, the microcontroller 110 is configured to compare the digital signal based on the modulated battery voltage with a threshold battery voltage. The threshold battery voltage is a predefined battery voltage level set at the start of battery discharge. When the value of the modulated battery voltage in the digital signal (within a predefined time interval) falls below the threshold battery voltage, the microcontroller 110 stops sending pulses to the gate driver circuit. This action effectively reduces the voltage at the cutoff- MOSFET gate to zero, causing the MOSFET to transition from an ON state to an OFF state. Consequently, eliminating the possibility of damage to the MOSFET or other components in the circuit.
In an embodiment, the threshold battery voltage may be dynamically adjusted during the V2V or V2L charging. The dynamic adjustment involves altering the threshold battery voltage level, based on real-time conditions and requirements. Beneficially, the real-time adjustments help in preventing undervoltage conditions by ensuring that the battery voltage does not go below the battery's undervoltage limits, thereby preventing degradation, deep discharge and/or any potential damage. Further, dynamic thresholds may be adjusted to respond to fault conditions such as temperature spikes or abnormal voltage levels, thereby enhancing safety by triggering protective measures. Furthermore, dynamic thresholds self-adapts corresponding to the changes in load and usage patterns, ensuring optimal performance under varying operational conditions.
In an embodiment, the microcontroller 110 is configured to compare the digital signal based on the out-going current with a threshold out-going current. The microcontroller 110 continuously monitors and compares the out-going current with the threshold out-going current. In a situation, when the out-going current exceeds the threshold out-going current, the microcontroller 110 adjusts gate pulses to mitigate the excess current. Therefore, ensuring enhanced safety, protection of the battery’s components, and maintains efficient operation during the overcurrent condition.
In an embodiment, the operational amplifier 108 is configured to sense and modulate a load voltage at the external load end 116. The modulation (step-down) reduces the amplitude (peak to peak) of the load voltage and ensures a compatible interface with the microcontroller 110.
In an embodiment, the microcontroller 110 is configured to receive the modulated load voltage to determine the operating limit of the electrical energy transfer. The microcontroller 110 identifies the maximum and minimum load voltages (peak to peak) for a predefined time interval. This helps to determine the fluctuations or variations in the load voltage occurring during the charging of external load.
In an embodiment, the microcontroller 110 is configured to detect number of instances at which the operating limit is out of a safe operating limit, for a predefined time interval. The safe operating limit is the operating range of load voltage at the external load end 116 without damaging the electronic components at the external load end 116. The secure operating range of the load voltage should be between the upper voltage Limit and lower voltage limit as set before the start of the V2V or V2L charging. Microcontroller 110 identifies the instances when the range of load voltage exceeds the upper voltage Limit and the lower voltage limit. This allows the microcontroller 110 to determine a specific time duration (within the predefined time interval) in which the load voltage exceeds the safe operating limit. Beneficially, based on the time duration, the microcontroller 110 detects the pattern of reoccurrences of the load voltage exceeding the safe operating limit and consequently enabling the microcontroller 110 to identify the error or fault within the components of the bidirectional on-board charger 106. Thus, protecting the components of the bidirectional on-board charger 106 from overheating, component degradation, and any temporary or permanent damage.
In an embodiment, the microcontroller 110 is configured to compare the detected number of instances with a predefined instance count. The predefined instance count is the maximum allowable number of instances when the load voltage operating limit is out of the safe operating limit. In an event, when the detected number of instances exceeds the predefined instance count, the microcontroller 110 discontinues the gate pulse to the cutoff- MOSFET. Thus, preventing switching of the cutoff- MOSFET under unsafe voltage conditions. Consequently, safeguarding the transistor and other components of the bidirectional on-board charger 106 from potential damage due to overvoltage.
In an embodiment, the coupling member 112 comprises a microcontroller unit 126, wherein the microcontroller unit 126 is configured to monitor the out-going current at the external load end 116. The coupling member 112 enables the electrical connection between the electric vehicle 102 and the external load 104. The coupling member 112 may comprise (but not limited to) charging connectors, plugs, controllers, current sensors, adapters, charging cables, and load Interface modules. Specifically, the coupling member 112 comprises a direct digital sensor (current sensor) configured to sense the out-going current at the external load end 116 and convert the sensed out-going current into a digital form. The digital form of the out-going current is received and monitored by the microcontroller unit 126. The real-time monitoring of the out-going current at the external load end 116 ensures that the components of the bi-directional onboard charger 106 are protected from overcurrent condition arising due to short circuits, faulty components and/or power fluctuations at the external load end 116.
In an embodiment, the microcontroller unit 126 is configured to dynamically reconfigure the pins of the connector(s), connecting the electric vehicle 102 and the external load 104. This allows the connector(s) to adapt to different types of the external loads with varying requirements and therefore, enabling a smooth connection between the electric vehicle 102 and the external load 104.
Referring to figure 2, in accordance with an embodiment, there is described an arrangement 100 for transferring electrical energy from an electric vehicle 102 to an external load 104 with a shunt resistor 126. The at least one operational amplifier 108 is configured to sense and modulate the out-going current at the shunt resistor 126 in parallel with an external load 104. The voltage drop across the shunt resistor 126 is proportional to the current flowing through the shunt resistor 126, therefore achieving accurate current measurement. Furthermore, by adjusting the gain of the op-amp 108 even a small current deviation could be detected. Furthermore, op-amps 108 respond spontaneously to changes in current, providing real-time measurements. This is useful for monitoring dynamic or rapidly changing out-going current conditions.
In accordance with a second aspect, there is described a method of transferring electrical energy from an electric vehicle to an external load, the method comprises:
- electrically connecting the electric vehicle and the external load, by a coupling member;
- sensing a battery voltage at an electric vehicle end, and an out-going current at an external load end, by at least one operational amplifier;
- modulating amplitude of the sensed battery voltage and the out-going current, by the at least one operational amplifier, and
- controlling transfer of electrical energy from the electric vehicle to the external load via a microcontroller.
Figure 3 describes a method of transferring electrical energy from an electric vehicle (such as the electric vehicle 102 of Fig.1) to an external load (such as the external load 104 of Fig.1). The method 200 starts at a step 202. At the step 202, the method comprises electrically connecting the electric vehicle and the external load, by a coupling member (such as the coupling member 112 of Fig.1). At a step 204, the method comprises sensing a battery voltage at an electric vehicle end (such as the electric vehicle end 114 of Fig.1), and an out-going current at an external load end (such as the external load end 116 of Fig.1), by at least one operational amplifier (such as the at least one operational amplifier 108 of Fig.1). At a step 206, the method comprises a modulating amplitude of the sensed battery voltage and the out-going current, by the at least one operational amplifier. At a step 208, the method comprises controlling the transfer of electrical energy from the electric vehicle to the external load via a microcontroller (such as the microcontroller 110 of Fig.1). The method 200 ends at the step 208.
In an embodiment, the method 200 comprises generating at least one digital signal based on the modulated battery voltage, and the out-going current, by an analog to digital converter 124 (such as the analog to digital converter 124 of Fig.1).
In an embodiment, the method 200 comprises comparing the digital signal based on the modulated battery voltage with a threshold battery voltage, by the microcontroller 110.
In an embodiment, the method 200 comprises comparing the digital signal based on the out-going current with a threshold out-going current, by the microcontroller 110.
In an embodiment, the method 200 comprises sensing and modulating a load voltage at the external load end, by the operational amplifier 110.
In an embodiment, the method 200 comprises receiving the modulated load voltage to determine operating limit of the electrical energy transfer, by the microcontroller 110.
In an embodiment, the method 200 comprises detecting number of instances at which the operating limit is out of a safe operating limit, for a predefined time interval, by the microcontroller 110.
In an embodiment, the method 200 comprises comparing the detected number of instances with a predefined instance count, by the microcontroller 110.
In an embodiment, the method 200 comprises electrically connecting the electric vehicle 102 and the external load 104, by a coupling member 112. Furthermore, the method 200 comprises sensing a battery voltage at an electric vehicle end 114, and an out-going current at an external load end 116, by at least one operational amplifier 108. Furthermore, the method 200 comprises modulating the amplitude of the sensed battery voltage and the out-going current, by the at least one operational amplifier 108. Furthermore, the method 200 comprises controlling transfer of electrical energy from the electric vehicle 102 to the external load 104 via a microcontroller 110. Furthermore, the method 200 comprises generating at least one digital signal based on the modulated battery voltage, and the out-going current, by an analog to digital converter 124. Furthermore, the method 200 comprises comparing the digital signal based on the modulated battery voltage with a threshold battery voltage, by the microcontroller 110. Furthermore, the method 200 comprises comparing the digital signal based on the out-going current with a threshold out-going current, by the microcontroller 110. Furthermore, the method 200 comprises sensing and modulating a load voltage at the external load end 116, by the operational amplifier 108. Furthermore, the method 200 comprises receiving the modulated load voltage to determine operating limit of the electrical energy transfer, by the microcontroller 110. Furthermore, the method 200 comprises detecting number of instances at which the operating limit is out of a safe operating limit, for a predefined time interval, by the microcontroller 110. Furthermore, the method 200 comprises comparing the detected number of instances with a predefined instance count, by the microcontroller 110.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages such as, (but not limited to) enabling the flow of electricity in two directions between the electric vehicle 102 and the external load 104, enhanced safety of the components of the bi-directional onboard charger 106 from the overvoltage or overcurrent conditions and providing more efficient Vehicle-to-Vehicle (V2V) or Vehicle-to-Load (V2L) power transfer arrangement 100.
It would be appreciated that all the explanations and embodiments of arrangement 100 also apply mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combinations of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, and “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings, and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. An arrangement (100) for transferring electrical energy from an electric vehicle (102) to an external load (104), the arrangement (100) comprises:
- a bi-directional onboard charger (106) comprising at least one operational amplifier (108) and a microcontroller (110); and
- a coupling member (112) configured to electrically connect the electric vehicle (102) and the external load (104),
wherein the at least one operational amplifier (108) is configured to sense a battery voltage at an electric vehicle end (114), and an out-going current at an external load end (116).
2. The arrangement (100) as claimed in claim 1, wherein the at least one operational amplifier (108) is configured to modulate amplitude of the sensed battery voltage and the out-going current.

3. The arrangement (100) as claimed in claim 1, wherein the bi-directional onboard charger (106) comprises an analog to digital converter (124) configured for generating at least one digital signal based on the modulated battery voltage, and the out-going current.

4. The arrangement (100) as claimed in claim 1, wherein the microcontroller (110) is configured to compare the digital signal based on the modulated battery voltage with a threshold battery voltage.

5. The arrangement (100) as claimed in claim 1, wherein the microcontroller (110) is configured to compare the digital signal based on the out-going current with a threshold out-going current.

6. The arrangement (100) as claimed in claim 1, wherein the operational amplifier (108) is configured to sense and modulate a load voltage at the external load end (116).

7. The arrangement (100) as claimed in claim 1, wherein the microcontroller (110) is configured to receive the modulated load voltage to determine operating limit of the electrical energy transfer.

8. The arrangement (100) as claimed in claim 7, wherein the microcontroller (110) is configured to detect number of instances at which the operating limit is out of a safe operating limit, for a predefined time interval.

9. The arrangement (100) as claimed in claim 8, wherein the microcontroller (110) is configured to compare the detected number of instances with a predefined instance count.

10. The arrangement as claimed in claim 1, wherein the coupling member (112) comprises a microcontroller unit (126), wherein the microcontroller unit (126) is configured to monitor the out-going current at the external load end (116).

11. A method (200) of transferring electrical energy from an electric vehicle (102) to an external load (104), the method comprises:

- electrically connecting the electric vehicle (102) and the external load (104), by a coupling member (112);
- sensing a battery voltage at an electric vehicle end (114), and an out-going current at an external load end (116), by at least one operational amplifier (108);
- modulating amplitude of the sensed battery voltage and the out-going current, by the at least one operational amplifier (108), and
- controlling transfer of electrical energy from the electric vehicle (102) to the external load (104) via a microcontroller (110).