Patent Description:
In the United States only about one percent of homes currently are equipped with solar panels, and only about <NUM> percent of these homes are storing the generated electric power in batteries. A basic solar system consists of an array of panels oriented to receive direct sunlight, one or more inverters to convert the DC power from the array of solar panels to AC, and a physical interface to the customer's existing electrical system. Inverters come in two main form factors - micro-inverters, which are small inverters connected directly to one or more panels at the point of the array, and string inverters which receive the aggregated serialized output of several solar panels. An average solar powered U. home may have a <NUM> to 6kW array requiring a <NUM> to 6kW PV string inverter. This size system typically generates about <NUM>,<NUM> to <NUM>,<NUM> kWh of electricity per month depending on the geographical location and time of the year. Since a <NUM>-bedroom home typically utilizes about <NUM> to <NUM>,<NUM> kWh per month, customers often generate excess energy, in particular during the summer. That excess electric energy can be fed to the utility grid. The process of back feeding excess power to the grid is known as net energy metering (NEM) or simply net metering. Existing net energy metering (NEM) incentives for PV inverters are about <NUM> to <NUM> cents/kWh. In other words, customers are compensated or credited by the utility in that amount for each kWh of power supplied to the grid. This excess energy can be used to offset the customers' consumption during times of year when solar power product is lower (e.g., during winter). Although popular with solar customers, net metering is increasingly under attack from entrenched utilities who want to compensate customers at lower rates, add monthly self-generation Thus, there is a need for an integrated solar energy generation and storage system with efficient and cost effective EV charging capability.

Electric vehicles (EVs) have also gained popularity recently due to great advances in lithium-ion battery technology that extends the range of EVs above <NUM> miles, drastic reduction in costs year over year, exciting new models of electric cars that rival or surpass the performance of comparable gasoline powered cars, and increased interest in supporting clean energy. These factors have caused the automotive industry to begin to shift focus to develop more electric vehicles (EVs). Products such as the Chevy Volt, Nissan Leaf, and Tesla Model S are currently very popular in the market. The energy capacity of the batteries used in these exemplary EVs varies widely. For example, the capacity of Chevy Volt's battery is <NUM> kWh, that of Nissan leaf is <NUM> kWh, and that of Tesla Model S ranges from <NUM> to <NUM> kWh. On average, every kWh of energy can provide about <NUM> to <NUM> miles of driving range to these EVs.

EV drivers have to charge their vehicles regularly, either at home, at work, or in one of many publicly available EV charging stations (e.g., shopping centers, privately owned charging stations, or in the case of Tesla, one of the proprietary stations in their network of Superchargers). The number of miles of range obtained per unit of charging time will depend on how much current is conducted by the charger. Today's chargers for EVs can be categorized into three types: slow chargers that supply about 5kW, medium chargers that supply about <NUM> to 30kW, and fast chargers that supply about <NUM> to 135kW.

The proliferation of EVs will increased the demand for electricity and should have a positive effect on the adoption of solar. However, the generation of solar energy has a diurnal cycle, and is therefore not be available in the nighttime when EVs often need to be charged. Therefore, storage of electrical energy for continuous electricity provision at any time of the day and advanced electric charging systems also need to be developed along with the increased deployment of EVs. Current solar energy generation and storage systems provide no provisions for direct charging of EVs. Rather EVs are charged by the power provided directly from the utility grid, usually via a special charger customers can purchase from the automaker or a third party that plugs into a conventional 120V or 240V wall outlet.

<CIT> in the abstract states "A power management apparatus is provided. The apparatus is configured to connect a plurality of DC power elements to a plurality of AC power elements and includes a DC interface module connected to the plurality of DC power elements, a bi-directional AC-DC converter connected to the DC interface module, and an AC interface module connected to the bi-directional AC-DC converter and the AC power elements.

<CIT> in a machine translation of an abstract states that "The invention relates to a local charging network (<NUM>) with at least one charging system (<NUM>) for charging electric vehicles (<NUM>), comprising at least one charging station (<NUM>), at least one power supply (<NUM>), at least one control and / or regulating device (<NUM>) , wherein the at least one charging station (<NUM>) has at least one charging device (<NUM>) for an electric vehicle (<NUM>), wherein the at least one charging station (<NUM>) is designed to output alternating current and direct current, the control and / or regulating device (<NUM>) is coupled to the at least one charging device (<NUM>) of the charging station (<NUM>) in order to influence a current output at the charging device (<NUM>). The at least one charging device (<NUM>) comprises at least one connection element (<NUM>) which has both an area (<NUM>) for applying direct current and an area (<NUM>) for applying alternating current, the connection element (<NUM>) being dependent on a signal from Control and / or regulating device (<NUM>) can optionally be supplied with direct current or alternating current.

This disclosure describes various embodiments that relate to systems and apparatuses for cost effectively providing power to one or more home back-up loads, charging batteries of one or more electric vehicles, and channeling any excess power to the AC grid or to battery packs for backup and/or delayed consumption. The systems and apparatuses of the disclosure may include a renewable energy source (e.g. solar panels) coupled to an inverter. The inverter may include a bidirectional battery pack connection configured to supply energy to or receive energy from the battery packs, a bidirectional AC grid connection configured to supply or receive power from the AC grid, an output connection configured to supply power to a backup load, and an electric vehicle connection configured to supply power to or receive power from an electric vehicle (EV). The systems and apparatuses of the disclosure may further include a control input terminal configured to receive instructions from a user or from a controller device to control the power flow within the inverter.

In accordance with the present disclosure, any excess energy generated by a renewable energy source can be stored in local battery packs or in an EV. In some embodiments, the battery packs can directly supply DC power to an EV. In other embodiments, energy stored in the EV can be used to supply to one or more back-up loads in the event of power outage. Embodiments of the present disclosure thus provide a flexible and efficient use of renewable energy and exploit the advance in EV battery technology.

In some embodiments, an inverter supplies any excess energy to one or more battery packs. In normal operating conditions, the inverter may channel the excess energy to the AC grid. In high power demand situations, the inverter may combine power from the AC grid, from the battery pack, and/or from a renewable energy source (e.g., solar panels on sunny days). In bad weather or needed conditions, the inverter may provide power to one or more back-up loads or to the EV from the battery packs. In a power outage event, the inverter may provide power to the back-up load from the battery packs or from the EV (e.g., when the battery packs are depleted). In other words, the EV battery can be used as a mobile emergency power source to backup home loads through the inverter.

In some embodiments, an inverter may include a battery pack connection for supplying energy to or receiving energy from a battery pack, an AC grid connection for supplying power to or receiving power from an AC grid, a connection for supplying power to a back-up load, an electric vehicle connection for supplying power to and receiving power from an electric vehicle (EV), and a control input configured to receive one or more control signals for controlling the flow of power within the inverter. The inverter, autonomously or under the control of the one or more control signals, inverts power received from the battery pack and provides the inverted power to charge a battery of the EV.

In one embodiment, the inverter is a storage inverter that further includes a DC/DC buck-boost stage configured to couple to the battery pack, and a DC/AC inverter configured to selectively couple to a grid-tied PV inverter, to the AC grid and to the home back-up load.

In one embodiment, the storage inverter includes a DC car port coupled to the DC/DC buck-boost stage and configured to supply DC power to or receive DC power from the battery of the EV.

In one embodiment, the inverter is a hybrid inverter that further includes a first DC/DC buck-boost stage configured to couple to one or more PV strings, and a DC/AC inverter configured to selectively couple to the AC grid, to the back-up load, and to the battery of the EV autonomously or under the control of the one or more control signals. The hybrid inverter may further include a second DC/DC buck-boost stage coupled between the first DC/DC buck-boost stage and the battery pack and configured to supply power to the battery pack or receive power from the battery pack.

In one embodiment, the hybrid inverter may further include a DC car port connection coupled to the second DC/DC buck-boost stage and configured to supply DC power to or receive DC power from the battery of the EV.

Some embodiments of the present invention also provide a system for energy conversion with electric vehicle charging capability. The system includes a photovoltaic (PV) inverter configured to receive DC power provided by a photovoltaic (PV) string and generate AC power, and a storage inverter coupled to the PV inverter. The storage inverter includes a battery pack connection for supplying energy to or receiving energy from a battery pack, an AC grid connection for supplying power to or receiving power from an AC grid, a connection for supplying power to a home back-up load, an electric vehicle connection for supplying power to or receiving power from an electric vehicle (EV) battery, and a controller for generating one or more control signals to control the flow of power through both the PV inverter and the storage inverter. The system, autonomously or under the control of the one or more control signals, converts power received from one of the PV string and the battery pack and provides the converted power to charge the EV battery.

Embodiments of the present invention also provide a system for energy conversion with electric vehicle charging capability. The system includes a hybrid inverter which contains a first DC/DC converter stage configured to receive power from a photovoltaic (PV) array, a capacitor bank coupled to the first DC/DC converter stage and configured to store DC energy, a DC-AC inverter coupled to the capacitor bank, a battery pack connection for supplying energy to or receiving energy from a battery pack, an AC grid connection for supplying power to or receiving power from an AC grid, a connection for supplying power to a home back-up load, and an electric vehicle connection for supplying power to or receiving power from an electric vehicle (EV) battery. The system also includes a controller for generating one or more control signals to control the flow of power within the hybrid inverter. The hybrid inverter, under the control of the one or more control signals, converts power received from the PV array and the battery pack and provides the converted power to charge the EV battery.

Other aspects and advantages of the invention will become apparent from the following detailed description taken in conjunction with accompanying drawings which illustrate, by way of example, the principles of the described embodiments.

In order to facilitate a better understanding of the present disclosure, reference is now made to the accompanying drawings, in which like elements are referenced with like numerals. These drawings should not be construed as limiting the present disclosure, but are intended to be exemplary only.

According to embodiments described in this disclosure, an inverter for use in a renewable energy generation and storage system includes a bidirectional battery pack input for supplying energy to or receiving energy from a battery pack, a bidirectional grid connection for supplying power to or receiving power from the AC grid, an output connection for supplying power to a back-up load(s), an electric vehicle (EV) connection for supplying power to and receiving power from an EV, and a control input for receiving one or more control signals to control the direction of power flow within the inverter. In some variations, the electric vehicle connection is a bidirectional connection so that the EV may also supply power through the inverter. In other variations, the inverter is a storage inverter that further includes a DC/DC buck-boost stage configured to couple to a battery pack, and a DC/AC inverter stage configured to selectively couple to a PV inverter, to the AC grid and to the back-up load(s). In other variations, the EV connection may be an AC connection coupled to the DC/AC inverter stage, or a DC connection configured to couple to the battery pack. These and other variations described in this disclosure advantageously enable the solar energy generation and storage system to provide power to charge one or more EVs. The inverter may be configured to enable the EV battery to be charged by one or more of PV modules, battery pack and AC grid. The inverter may also be configured to allow the EV battery to supply power through the inverter to, for example, the home back-up load(s) when PV power and/or the AC grid are not available, or to the AC grid during peak demand hours. It is noted that while the various inverter and system embodiments described in this disclosure are in the context of solar energy systems, one skilled in this art would know how to modify the various inverter and system embodiments for use in other renewable systems such as fuel cell systems or wind energy generation systems in view of this disclosure.

<FIG> illustrates a block diagram of an exemplary solar energy generation and storage system <NUM> with electric vehicle charging capability. System <NUM> includes photovoltaic (PV) string(s) (or PV array) <NUM> connected to grid-tied PV inverter <NUM>. The grid-tied PV inverter <NUM> includes DC side <NUM> and AC side <NUM> that are connected to one another via central capacitor bank <NUM>. DC side <NUM> may include circuitry for performing maximum power point tracking (MPPT) on PV array, and DC/DC boost stage <NUM> for boosting or bypassing the string voltage provided by PV string(s) <NUM>. AC side <NUM> converts the energy from capacitor bank <NUM> to AC current via DC/AC inverter <NUM> to supply to home backup loads <NUM> and AC grid <NUM>. This typically involves synchronizing the voltage and phase of the PV inverter current/power to the AC grid interconnection or storage inverter voltage. The AC grid is not limited to single-phase but is also applicable to three-phase system, e.g., 120Vac, 208Vac, 230Vac, 240Vac, 277Vac, 400Vac, 480Vac, 690Vac, and the like. DC/AC inverter <NUM> may have an output configured to provide power to AC grid <NUM>, or to power one of the home back-up loads <NUM> (e.g., refrigerator, washing machine, air conditioner, microwave oven, etc.) through storage inverter <NUM>, and/or charge battery pack <NUM> through storage inverter <NUM> in an off-grid situation.

System <NUM> also has storage inverter <NUM> connected to a battery pack <NUM> including one or more battery modules (groups of cells) <NUM>. This arrangement of the battery pack is called an AC-coupled system because the interface between storage inverter <NUM> and PV inverter <NUM> is an AC interface <NUM>. System <NUM> is advantageous where, for example, the PV inverter already exists, and the user wants to add storage and EV charging capacity at later times as retrofit.

During battery pack charging, storage inverter <NUM> functions as a rectifier or performs switching converting the AC power into DC power for charging battery modules <NUM>. The power for charging battery modules <NUM> may come from PV string(s) <NUM>, from AC grid <NUM>, or from both power sources combined or EV battery <NUM>. Storage inverter <NUM> functions the same regardless of which power source(s) charge battery modules <NUM>. Power may flow through DC/DC buck-boost stage <NUM>, which steps the voltage down to the appropriate level for charging battery modules <NUM>. The purpose of DC/DC buck-boost stage <NUM> is two-fold. One, to the extent necessary, it will buck the rectified DC voltage down to the level of battery modules <NUM>. For example, if the rectified DC voltage exceeds battery modules' maximum allowable voltage, which it typically will since both AC grid <NUM> and PV inverter <NUM> provide at least <NUM> volts, it will buck that voltage down to a safe level of battery modules <NUM>.

Second, during discharge of battery modules <NUM>, power leaving battery modules <NUM> may again flow through DC/DC buck-boost stage <NUM> where it is stepped up to over or match grid voltage levels (e.g., <NUM> volts) before inversion to AC (by DC-AC inverter <NUM>) for supply to AC grid <NUM> or back-up loads <NUM>. A DC link (capacitor bank) <NUM> is disposed between DC/DC buck-boost stage <NUM> and DC-AC inverter <NUM>. DC-AC (DC/AC) inverter <NUM> is a bidirectional inverter that can receive power from the AC grid and provide DC power to the battery pack.

In some embodiments, the function of DC/DC buck-boost stage <NUM> may be performed by DC/DC buck/boost stage <NUM> housed in battery pack <NUM>. That is, either the DC/DC buck-boost stage is located in storage inverter <NUM> or in battery pack <NUM>, or both sometimes. The asterisk "*" denotes the possible locations for the buck-boost stage: either at the storage inverter, at the battery pack, or at both. The amount of boost or buck that occurs will depend on the voltage level of battery pack <NUM>. Battery pack <NUM> may also include a battery management system (BMS) <NUM> for management and control of battery modules <NUM>. This concept is also applicable in non-PV systems that only have a storage inverter between the battery modules, the AC grid, and back-up load(s).

System <NUM> also includes electric vehicle charging capability. Electric vehicle (EV) <NUM> includes bidirectional AC/DC converter <NUM> that can be connected to AC car port <NUM> of storage inverter <NUM> via a charging cable and car plug. AC/DC converter <NUM> can receive AC power from storage inverter <NUM> that receives power from PV string(s) <NUM>, from battery pack <NUM>, or from both through car port <NUM>. Alternatively, EV <NUM> can supply AC power via bidirectional AC/DC converter <NUM> and AC car port <NUM> to power back-up loads <NUM> (indicated by connection <NUM>) or even to AC grid (indicated by connection <NUM>). Car port <NUM> may also be connected to the AC grid through storage inverter <NUM> (indicated by connections <NUM>, <NUM>, <NUM>), directly to the AC grid (indicated by connection <NUM>), or with an external bypass mechanism.

System <NUM> may also include a DC car port <NUM> that enables a low-voltage DC charging of EV <NUM> when the EV battery <NUM> is a low-voltage battery (e.g. <NUM> V) and can be charged directly from the battery pack <NUM>. DC car port <NUM> is a terminal connected between battery pack <NUM> and buck-boost stage <NUM>. System <NUM> may also include a DC car port <NUM>' that enables a high-voltage charging of EV <NUM> when the EV battery <NUM> is a high-voltage battery (e.g., 400V, 1000V). In this high-voltage EV charge scenario, the AC/DC conversion may be bypassed. DC car port <NUM>' is a terminal connected at DC link <NUM> between buck-boost stage <NUM> and DC-AC inverter <NUM>. The DC low-voltage connection for charging is denoted by reference numeral <NUM> and the DC high-voltage connection for charging the EV is denoted by reference numeral <NUM>'. System <NUM> may also include a DC car port <NUM>" that enables a high-voltage DC charging of EV <NUM> when PV string(s) <NUM> generates sufficient electric energy. DC car port <NUM>" is a terminal connected to central capacitor bank <NUM> and configured to supply DC power to EV <NUM> through a bidirectional DC connection <NUM>". For example, when PV string(s) <NUM> generates sufficient electrical power, the (high-voltage) battery <NUM> of EV <NUM> may be directly DC charged from DC/DC boost stage <NUM>. When the PV string(s) is unable to provide adequate power, EV <NUM> may supply DC power to the PV inverter <NUM> through the DC car port connection <NUM>" to power the home back-up load(s).

System <NUM> also includes site controller <NUM> configured to control the power flow within the system. For example, during on-grid, site controller <NUM> may cause storage inverter <NUM> to charge battery modules <NUM> from AC grid <NUM> (through connection <NUM>) or from PV string(s) <NUM> (through connection <NUM>). During off-grid, site controller <NUM> may cause storage inverter <NUM> to charge battery modules <NUM> from PV string(s) <NUM> (through connection <NUM>) or supply power to AC grid (through connections <NUM>, <NUM>). Site controller may include multiple individual and distributed microcontrollers located in the PV inverter, in the battery pack, and in the storage inverter, the individual microcontrollers may communicate with each other through a controller bus (e.g., a controller area network bus or modbus or similar communication means) to handle the power flow within the system. Storage inverter <NUM> controls the power flow to the back-up loads via internal anti-islanding and transfer relays during on-grid and off-grid situations. Storage inverter <NUM> may have AC car port <NUM> for charging EV <NUM> from battery pack <NUM> or from PV string(s) <NUM>, or from both sources. It is noted that the anti-islanding relays (not shown) are present after the DC/AC stage in both inverters and before the transfer relays (not shown) in the storage inverter. Anti-islanding relays together with the transfer relays route power under the control of controller <NUM>. For slow charging, the total charging power could be limited to the individual power ratings or the combination of both for fast charging. For example, the PV inverter may have a power rating equal to or less than <NUM> to <NUM> kW, and the storage inverter may have a power rating equal to or less than <NUM> kW, so that together they can supply power equal to or less than <NUM> kW or less than <NUM> kW when combined. Site controller <NUM> may be configured by a user to set the charging priority, i.e., whether to supply power from the PV inverter only, from the storage inverter only, or from both, and in which order. In instances where the power from PV inverter <NUM> and storage inverter <NUM> is not sufficient, or more power is required, additional power may be drawn from AC grid <NUM> to charge EV <NUM>.

<FIG> is a connection diagram of an interconnection device (apparatus) <NUM> configured to support multiple operation modes of a solar energy generation and storage system according to some embodiments of the present disclosure. Connection device <NUM> includes a plurality of connections, each of which may include one or more switches (e.g., solid-state relays, electronic switches, electro-mechanical relays). In some embodiments, connection device <NUM> may have a multitude of switches disposed between the inverter (e.g., PV inverter, storage inverter) and backup load(s), between the backup load(s) and the AC grid, between the AC car port and the AC grid or the backup load(s), etc. Connection device <NUM> is configured to selectively connect backup load(s), the AC grid, the inverter, and the AC car port with each other under the control of a controller (e.g., the site controller <NUM>).

Referring to <FIG>, connection device <NUM> may include a first terminal <NUM> for connecting to a DC/AC inverter <NUM>. DC/AC inverter <NUM> may be the DC/AC inverter <NUM> or storage inverter <NUM> of <FIG>. Connection device <NUM> further includes a second terminal <NUM>' configured to establish electrical connection to another inverter, such as DC/AC inverter <NUM> of PV inverter <NUM> (<FIG>). Connection device <NUM> also includes a third terminal <NUM> configured to establish a connection to an external EV, a fourth terminal <NUM> configured to establish a connection to the AC grid, and a fifth terminal <NUM> configured to establish a connection to home backup loads. The first, second, third, fourth and fifth terminals are selectively connected to each other through a plurality of switches, e.g., S1, S2, S3, S4, S5, which are controlled by control signals provided by a controller. Single-pole single-throw (SPST), single-pole double-throw (SPDT), double-pole double-throw (DPDT) or any suitable configuration can be used for switches S1, S2, S3, S4, S5. In some embodiments, the connection device can be located inside the storage inverter.

First terminal <NUM> and third terminal <NUM> are electrically and mechanically connected to each other through switches S1, S3 and S5. First terminal <NUM> (and second terminal <NUM>') and fourth terminal <NUM> are electrically and mechanically connected to each other through switches S1 and S3. First terminal <NUM> and fifth terminal <NUM> are electrically and mechanically connected to each other through switches S3 and S4. Connection device <NUM> may further include an input port configured to receive control signals generated by a controller (e.g., site controller <NUM>). The controller may issue control signals to selectively open or close the switches based on the performance of the solar energy generation and storage system (e.g., system <NUM> of <FIG>). For example, the controller monitors the AC grid. If the voltage of the AC grid drops below a predetermined value, the controller may activate switches S3 and S4 in the manner that power to the backup load(s) is supplied by the DC/AC inverter instead by the AC grid. The controller may also activate switches S1, S2, S3, S4 to supply power to the backup loads(s) and to the AC grid when it determines that the battery modules in the battery pack are fully charged and there is excess energy available from the PV strings. The controller may further activate (close) switch S5 if it determines that an EV battery is connected to terminal <NUM> to charge the EV battery.

In some embodiments, the controller may detect an islanding condition and activate (open) switch S1 to electrically disconnect the output of the DC/AC inverter from the AC grid. In some embodiments, switch S1 may be an anti-islanding relay that includes logic to detect the islanding condition and automatically disconnect the DC/AC inverter from the AC grid and connect the DC/AC inverter to a synchronization mechanism (e.g., a phase-locked loop) to maintain the phase and frequency of the DC/AC inverter output.

In some embodiments, switches S2 and S3 may be a transfer relay that may include logic that directs the power flow from one power supply to another. For example, switches S2 and S3 may be open so that power of PV string(s) <NUM> can flow through the DC/AC inverter to charge battery modules <NUM> when the battery pack is not fully charged or depleted. For example, switch S3 may establish an electrical connection between the DC/AC inverter and the AC grid to supply power to the AC grid to get some credit when system <NUM> has surplus energy (a sunny day and the battery pack is fully charged). For example, a connection can be established through switches S3 and S4 so that the DC/AC converter can supply power to the backup load(s) when the AC grid is not available.

In some embodiments, switch S5 may have logic that activates (opens) the connection to terminal <NUM> in the event that a fault (e.g., a short circuit) in an EV battery is detected. In some embodiments, one or more of the switches may include logic to automatically open and close their contacts in the event a fault is detected and communicate the operational states to a central controller. In some embodiments, connection device <NUM> may be entirely or partially located in a circuit breaker box or panel or in any of the inverters. For example, terminal <NUM> may be connected to a circuit breaker panel to which the home backup loads are connected.

<FIG> illustrates a block diagram of an exemplary solar energy generation and storage system <NUM> with multiple battery packs and electric vehicle charging capability, according to some embodiments of the present disclosure. System <NUM> is similar to system <NUM> except that the backup energy capacity is increased to match or to be proportional to the capacity of EV battery <NUM>. <FIG> shows three (<NUM>) battery packs provided for added capacity, however fewer or more battery packs may be used depending on the battery capacity of EV <NUM> and other factors. For example, each of the three battery packs may have an energy capacity of <NUM> kWh, and battery <NUM> ofEV <NUM> may have a capacity of <NUM> kWh, so that the three battery packs (battery packs <NUM> through <NUM>) together match the battery capacity of EV <NUM>.

Other options may be to increase the power by using a larger size storage inverter, and/or a larger size PV inverter, or use multiple storage inverters and multiple PV inverters. Higher energy capacity and higher power capacity may be particularly useful in residential and commercial (car ports) applications for fast charging or charging multiple EVs. In some embodiments, the power output rating of storage inverter <NUM> can be greater than that of PV inverter <NUM>. For example, PV inverter <NUM> may have a rated power output equal to or less than <NUM> kW, and storage inverter <NUM> may have a rated power output equal to or less than <NUM> kW or <NUM> kW, so that storage inverter <NUM> can supply additional power from more battery packs for fast charging the EV.

<FIG> illustrates a block diagram of an exemplary AC coupled solar energy generation and storage system <NUM> with an AC battery configuration and EV charging capability, according to yet other embodiments of the present disclosure. In the embodiment shown, the battery pack is integrated with the storage inverter in the same chassis as a storage unit <NUM>. This configuration is generally denoted as an "AC battery. " AC battery <NUM> may include battery module <NUM>, DC/DC buck/boost stage <NUM>, bidirectional DC/AC (DC-AC) inverter <NUM>, and battery management system (BMS) <NUM>. Depending on the voltage level of the battery module, DC/DC buck/boost stage <NUM> may or may not be required. Battery module <NUM> may be a standard voltage battery pack (e.g., <NUM> V) or high voltage battery pack (e.g., <NUM> V or above). When battery module <NUM> is a high voltage pack, DC/DC buck/boost stage <NUM> may be omitted. Examples of high voltage battery packs have been described in <CIT>, entitled "High Efficiency High Voltage Battery Pack for Onsite Power Generation Systems," the content of which is incorporated herein by reference in its entirety.

In some embodiments, when PV string(s) <NUM> do not generate energy and/or AC grid <NUM> is not available, AC battery <NUM> may supply energy to home backup loads <NUM> using the energy stored in battery modules <NUM>. In other embodiments, battery <NUM> of EV <NUM> may be used to power home backup loads <NUM> via the bidirectional car port link <NUM> and AC carport <NUM> through DC/AC (DC-AC) inverter <NUM>. DC-AC inverter <NUM> is a bidirectional inverter. In yet other embodiments, PV inverter <NUM> may also include an AC car port <NUM>' and operate in both grid-tied and off-grid (grid outage) situations, where the charging power entirely depends from the amount of solar energy available.

<FIG> illustrates a block diagram of an exemplary solar energy generation and storage system <NUM> with electric vehicle charging capability according to still other embodiments of the present disclosure. System <NUM> differs from systems <NUM> and <NUM> in that the storage inverter is not required. System <NUM> also differs from system <NUM> in that DC/AC (DC-AC) inverter <NUM> in the AC battery is not required. In system <NUM>, photovoltaic (PV) string(s) (or PV array) <NUM> is one of the inputs to hybrid inverter power control system (PCS) <NUM>. PV string(s) (PV array) <NUM> may include multiple PV panels connected serially with an additive direct current (DC) voltage in the range between <NUM> volts and <NUM> volts depending on the number of panels, their efficiency, their output rating, ambient temperature and solar irradiation on each panel. In some embodiments, when the high voltage DC line from each PV string is input to hybrid inverter PCS <NUM>, it is subjected to maximum power-point tracking (MPPT) at the string level. Alternatively, a number of modules in a respective string may include a DC optimizer that performs MPPT at the module level, rather at the string level.

Hybrid inverter PCS <NUM> may include a DC/DC buck and/or boost converter <NUM> at the inverter PV input side. DC/DC converter <NUM> is configured to ensure that the voltage supplied to DC/AC inverter <NUM> is sufficiently high for inversion. Hybrid inverter PCS <NUM> also includes a central DC bus (capacitor bank) <NUM> attached to a battery pack <NUM> so that the DC power corning from PV string(s) <NUM> can be used to deliver DC power to battery pack <NUM> to charge battery modules <NUM>. This arrangement of the battery pack is called a DC-coupled system because the interface between hybrid inverter PCS <NUM> and battery pack <NUM> is a DC bus <NUM>. Battery pack <NUM> has a minimum and maximum associated operating voltage range. Because battery pack <NUM> has a maximum exposed input voltage limit that, in many cases, is lower than the theoretical maximum DC voltage coming off of the PV string(s). Some embodiments include a DC/DC buck-boost stage <NUM> between the central capacitor bank <NUM> and high voltage battery pack <NUM>. The inclusion of DC/DC buck-boost stage <NUM> will prevent voltages above a safe threshold from being exposed to high voltage battery pack <NUM>, thereby eliminating the possibility of damage to high voltage battery pack <NUM> from overvoltage stress. Alternatively, the function of DC/DC buck-boost stage <NUM> may be located in high voltage battery pack <NUM>. The inclusion of an asterisk denotes that the DC/DC buck-boost stage can be located either in the hybrid inverter PCS (shown by block <NUM>) or in the high voltage battery pack (shown by block <NUM>) or in both systems. In some embodiments, if the DC/DC converter <NUM> also includes a buck stage in addition to the boost stage then the DC/DC buck-boost stage <NUM> may not be necessary. In some embodiments, when there are PV optimizers under modules for DC/DC conversion, then there may not be a need for DC/DC converter <NUM> and/or <NUM>. Battery pack <NUM> includes battery modules <NUM> that may include low voltage battery modules (e.g., <NUM> V) or high voltage battery modules (e.g., greater than <NUM> V). In the case that battery modules <NUM> have low voltage battery modules, DC/DC buck-boost converter <NUM> may boost the voltage to a higher voltage level for charging high voltage battery <NUM> of EV <NUM>.

When PV string(s) <NUM> generate energy, that energy can be supplied: (<NUM>) to charge high voltage battery pack <NUM> through DC/DC buck-boost stage <NUM> (or <NUM>) via DC car port <NUM>, or (<NUM>) to charge battery <NUM> in EV <NUM> through DC/AC inverter <NUM> and AC car port <NUM>, or (<NUM>) to power home backup loads <NUM> through DC/AC inverter <NUM>, or (<NUM>) to AC grid <NUM> through DC/AC inverter <NUM>. When PV string(s) <NUM> do not generate energy and/or AC grid is not available, energy can be provided by battery pack <NUM>: (<NUM>) to power home backup loads <NUM> through DC/DC buck-boost <NUM> (or <NUM>) and DC/AC converter <NUM>, or (<NUM>) to charge EV battery <NUM> in EV <NUM> through the central DC bus <NUM> and DC car port <NUM> or (<NUM>) to AC grid <NUM> through DC/DC Buck-Boost <NUM> (or <NUM>) and DC/AC inverter <NUM>. When PV string(s) (PV array) <NUM> do not generate energy and AC grid is not available, EV battery <NUM> may be used to power back-up loads <NUM> via AC car port <NUM> or via DC car port <NUM> through hybrid inverter PCS <NUM>. Thus, system <NUM> has a bidirectional AC car port connection <NUM> denoted "Bidirectional car port (AC port)" in <FIG> and bidirectional DC car port connection <NUM> denoted "Bidirectional car port (DC port)" in <FIG>. Hybrid inverter PCS <NUM> controls the power flow to the back-up loads via internal anti-islanding and transfer relays during on-grid and off-grid situations.

Referring to <FIG>, EV <NUM> may have an internal AC/DC converter <NUM> for power conversion in case of AC port <NUM> supplying power to EV battery <NUM> through AC car port connection <NUM>. AC/DC converter <NUM> may be bypassed when DC car port <NUM> supplies DC power directly to EV battery <NUM> through DC car port connection <NUM>. DC port <NUM> is particularly advantageous in that it can provide higher power (combination of PV string(s) and high voltage battery pack), and high voltage direct charging improves charging efficiency, similar to superchargers currently available in the market.

In some embodiments, system <NUM> may include a site controller <NUM> configured to automatically select among one or more of the PV string(s), the battery pack, the EV battery, and the AC grid to provide power to the home backup loads. Site controller <NUM> may further be configured by a user to set the EV battery charging priority, i.e., whether to supply power from the PV string(s) only, from the battery pack only, or from both, and in which order. In instances where the energy from the PV string(s) and the battery pack is not sufficient, or more energy/power is required, additional energy may be drawn from AC grid <NUM> to charge EV <NUM>.

In some exemplary embodiments, system <NUM> may receive commands from the site controller to charge the battery pack using energy generated by the PV string(s) through the DC/DC buck-boost stage and DC bus <NUM>. In some exemplary embodiments, system <NUM> may receive commands from the site controller to charge the EV battery using energy generated by the PV string(s) or energy stored in the battery pack through the DC/AC inverter, AC car port <NUM>, and bidirectional AC car port <NUM>. In some exemplary embodiments, system <NUM> may receive commands from the site controller to charge the EV battery using energy stored in the battery pack through the DC car port <NUM> and the bidirectional DC car port <NUM>. In some exemplary embodiments, system <NUM> may receive commands from the site controller to power home backup loads through DC/AC inverters <NUM> and interface <NUM> and/or provide surplus power to the AC grid through DC/AC inverters <NUM> and interface <NUM>.

In some exemplary embodiments, when the PV string(s) do not generate energy and/or the AC grid is not available, site controller <NUM> may instruct system <NUM> to provide energy stored in the battery pack to the backup loads through the DC/DC buck-boost <NUM> (or <NUM>) and DC/AC inverter <NUM> and interface <NUM>. In some exemplary embodiments, when the PV string(s) do not generate energy, the AC grid is not available, and the battery pack is either not available or depleted, the battery <NUM> of EV <NUM> can provide energy to the home backup loads through the directional AC/DC inverter <NUM> and bidirectional car port <NUM>. EV <NUM> can also provide energy to the AC grid through bidirectional car port <NUM>, AC car port <NUM>, the connection <NUM> and DC/AC inverter <NUM>. In some exemplary embodiments, when the PV string(s) do not generate energy and the battery pack is not available, battery <NUM> of EV <NUM> can be charged by the AC grid through connection <NUM>, AC car port <NUM>, and bidirectional car port <NUM>.

In some embodiments, a connection device similar to connection device <NUM> shown in <FIG> and described above may be used to connect DC/AC inverter <NUM> to the EV, the AC grid, and the home backup loads.

For slow charging, the total charging power can be limited to the inverter power rating or the combination of both the PV string(s) and the battery pack in case of the DC car port. For example, the PV string(s) may generate equal to or less than <NUM> kW and the battery pack may generate equal to or less than <NUM> kW, so that the charging power is equal to or less than <NUM> kW when one of PV string(s) and battery pack is used, or equal to or less than <NUM> kW when combined.

In some cases, when the power from the PV string(s) and/or from the battery pack are not sufficient, or more power is required, then site controller <NUM> may direct system <NUM> to receive power from the AC grid. In some embodiments, site controller <NUM> may be a central controller that connects to the hybrid inverter PCS to control the power flow of the hybrid inverter PCS and the battery pack. In some other embodiments, site controller <NUM> may include multiple microcontrollers distributed in DC/DC buck-boost stage <NUM>, in DC/AC inverter <NUM>, in DC/DC buck-boost stage <NUM>, and in battery pack <NUM>, each of the microcontrollers monitors and controls the performance of the system(s) they reside in. The microcontrollers may communicate with each other through a controller bus, e.g., a controller area network (CAN) bus and the like.

<FIG> illustrates a block diagram of an exemplary solar energy generation and storage system <NUM> with EV charging capability, according to other embodiments of the present disclosure. System <NUM> is similar to system <NUM> except that the backup energy capacity is increased/multiplied to match or be proportional to the capacity of EV battery <NUM>. <FIG> shows three battery packs connected in parallel through a central DC bus to provide greater energy capacity, however fewer or more battery packs may be used depending on the battery size of EV <NUM> and other factors.

The power supplied by energy generation and storage system <NUM> can be increased in a number of ways. For example, a bigger DC/AC inverter stage may be used, a bigger DC/DC buck-boost stage may be used, and/or multiple parallel-connected hybrid inverters may be used, or any combination thereof. In some cases, large capacity and high power hybrid inverters having multiple car ports (AC ports or DC ports or both) are essential in residential and commercial applications for simultaneously charging multiple EVs. In some embodiments, when the AC or DC car port on storage inverter <NUM> is being utilized, once the energy in system <NUM> is depleted, then the energy from storage inverter <NUM> through X can be retrieved through the storage inverter <NUM> car port, as all of the these systems are electrically interconnected and can operate in conjunction.

In some embodiments, the PV string(s) may include a multitude of strings, each string may include a plurality of PV panels connected in series to produce relatively high DC voltage, e.g., in the range between <NUM> V to <NUM> V. Each PV panel or PV string may include an optimizer configured to produce a fixed DC voltage to directly charge the high voltage battery pack or charge the EV battery. In other embodiments, micro-inverters may be used instead of PV inverters.

<FIG> illustrates a block diagram of an exemplary AC coupled solar energy generation and storage system <NUM> with electric vehicle charging capability including a PV inverter and multiple storage inverters, according to some embodiments of the present disclosure. System <NUM> includes PV inverter <NUM> having DC/DC boost converter <NUM> that converts the voltage received from PV string(s) <NUM> to a higher voltage level, DC/AC inverter <NUM> coupled to DC/DC converter <NUM> through capacitor bank <NUM>. System <NUM> also includes a number of storage inverters <NUM>-<NUM> to <NUM>-X. The letter "X" at the end of "<NUM>-X" represents an integer number. In some embodiments, PV inverter <NUM> and storage inverters <NUM>-<NUM> to <NUM>-X may be similar to the above-described PV inverter <NUM> and storage inverter <NUM> shown in <FIG>. System <NUM> has some advantages over systems <NUM> and <NUM> as it has more storage capacity (more charge capacity than system <NUM>) and can provide more power (more power output than system <NUM>). [<NUM>] PV inverter <NUM> provides energy to home backup loads <NUM> and AC grid <NUM> through connection <NUM>. PV inverter <NUM> also provides energy to battery <NUM> of EV <NUM> through car port <NUM> and bidirectional AC port <NUM>. When PV string(s) <NUM> does not generate energy, storage inverters <NUM>-<NUM>, <NUM>-X may take over using the respective battery pack <NUM>-<NUM>, <NUM>-X. Site Controller <NUM> is configured to control the energy flow either automatically or per user's commands. It is noted that, although one battery pack <NUM> and one battery pack X are shown, it is, however, understood, that battery pack <NUM> and/or battery pack X can have multiple battery packs. System <NUM> also includes communication line <NUM> connecting the storage inverters. Communication link <NUM> can be a wired connection line or a wireless communication link that enables the communication between the storage inverters. If there is low energy in any battery connected to the storage inverter, the other storage inverters can be used. For example, storage inverter <NUM>-<NUM> can take the energy/power from storage inverter <NUM>-X via the AC bidirectional port <NUM>. In some embodiments, storage inverter <NUM>-X may have a car port 123X that is similar to car port <NUM> and may also be connected to the AC grid through storage inverter <NUM>-X or with an external bypass mechanism.

<FIG> illustrates a block diagram of an exemplary DC coupled solar energy generation and storage system <NUM> with electric vehicle charging capability including multiple hybrid inverters and battery packs, according to still other embodiments of the present disclosure. System <NUM> includes a number of hybrid inverter power control systems (PCSs) connected in parallel. In some embodiments, each of the hybrid inverter PCS may be similar or the same as hybrid inverter PCS <NUM> of <FIG> described above. System <NUM> has a number of advantages over system <NUM> as it can provide more output power (more output power than system <NUM>) because it has a number of hybrid inverter PCSs connected in parallel, and each of the hybrid inverter PCSs has it own battery pack, so that system <NUM> also has a higher storage capacity that that of system <NUM>. In the example shown in <FIG>, two hybrid inverter PCSs <NUM>-<NUM> and <NUM>-X are shown, but it is understood that the number is arbitrarily chosen for describing the example embodiment and should not be limiting. Accordingly, the reference number X can be any integer number N. Each of hybrid PCSs <NUM>-<NUM>, <NUM>-X is connected to a corresponding battery pack <NUM>-<NUM>, <NUM>-X (collectively referred to as battery pack <NUM>). Battery pack <NUM> includes battery module <NUM> that may be a standard voltage battery pack (e.g., 12V/48V) or high voltage battery pack (e.g., 100V/400V). When battery module <NUM> is a high voltage pack, DC/DC buck/boost stage <NUM> may be omitted. An example of a high voltage battery pack has been described in U. prepublication number <CIT>, entitled "High Efficiency High Voltage Battery Pack for Onsite Power Generation Systems".

PV array <NUM> of <FIG> may include a plurality of separate PV strings. Each of the hybrid PCSs is connected to a corresponding PV string(s) (e.g., <NUM>-<NUM>, <NUM>-X, collectively referred to as PV string(s) <NUM> hereinafter). In some embodiments, when PV string(s) <NUM> generate energy, that energy can be supplied: (<NUM>) to charge battery pack <NUM> through DC/DC buck-boost stage <NUM> (or <NUM>), or (<NUM>) to charge battery <NUM> in EV <NUM> through DC/AC inverter <NUM> and AC car port <NUM>, or (<NUM>) to power home backup loads <NUM> through DC/AC inverter <NUM>, or (<NUM>) to AC grid <NUM> through DC/AC inverter <NUM>. When PV string(s) <NUM> do not or partially generate energy and/or AC grid <NUM> is not available, energy can be provided by battery pack <NUM>: (<NUM>) to power home backup loads <NUM> through DC/DC buck-boost <NUM> (or <NUM>) and DC/AC converter <NUM>, or (<NUM>) to charge EV battery <NUM> in EV <NUM> through the central DC bus and DC car port <NUM> or (<NUM>) to AC grid <NUM> through DC/DC buck-boost <NUM> (or <NUM>) and DC/AC inverter <NUM>. When PV string(s) <NUM> do not generate energy and AC grid <NUM> is not available, EV battery <NUM> may be used to power home back-up loads <NUM> via AC car port <NUM> or via DC car port <NUM> through hybrid inverter PCS <NUM>-<NUM>. Thus, system <NUM> has a bidirectional AC car port <NUM> denoted "Bidirectional car port (AC port)" in <FIG> and a bidirectional DC car port <NUM> denoted "Bidirectional car port (DC port. )" in <FIG>. The hybrid inverter PCSs can be communicated with each other through a communication link <NUM>. Communication link <NUM> can be a wired connection line or a wireless communication link that enables the communication between the hybrid inverter PCSs. For example, hybrid inverter PCS <NUM>-<NUM> can take the energy/power from hybrid inverter PCS <NUM>-X via an AC bidirectional port <NUM>. In some embodiments, hybrid inverter PCS <NUM>-X may have car port 453X that is similar to car port <NUM> and may also be connected to the AC grid. In some embodiments, when the AC; or DC car port on hybrid inverter PCS <NUM> is being utilized, once the energy in system <NUM> is depleted, then the energy from hybrid inverter PCS <NUM> through X can be retrieved through the hybrid inverter PCS <NUM> car port, as all of the these systems are electrically interconnected and can operate in conjunction.

In some embodiments, system <NUM> may include a site controller <NUM> configured to automatically select among one or more of the PV string(s), the hybrid inverter PCSs, the EV battery, and the AC grid to provide power to the home backup loads. Site controller <NUM> may further be configured by a user to set the EV battery charging priority, i.e., whether to supply power from the PV string(s) only, from the battery pack only, or from both, and in which order. In instance where the energy from each of the PV string(s) and the battery pack is not sufficient, or more energy is required, energy can be drawn from all of the hybrid inverter PCSs of the system, or additional energy may also be drawn from AC grid <NUM> to charge EV <NUM>. In some embodiments, when battery pack <NUM> does not have enough energy, battery <NUM> of EV <NUM> may be used to supply energy to home backup loads <NUM> through AC bidirectional car port <NUM> and DC/AC inverter <NUM>.

<FIG> illustrates a block diagram of an exemplary solar energy generation and storage system <NUM> with electric vehicle charging capability including an AC coupled solar energy generation and storage system of <FIG> and one or more hybrid inverters and battery packs, according to still other embodiments of the present disclosure. System <NUM> allows users to add capacity and output power as needed. For example, a user can add one or more storage inverters to an already available PV inverter to meet the need of capacity increase. As additional capacity and output power are further required, the user may add one or more hybrid inverter PCSs to the already installed PV inverter and storage inverter based on advances in inverter technology.

Referring to <FIG>, system <NUM> may include a PV inverter <NUM> AC-coupled to a storage inverter <NUM>. PV inverter <NUM> and storage inverter <NUM> may be one of the AC-coupled systems of <FIG>, <FIG>, and <FIG> described in above sections. System <NUM> also includes a hybrid inverter PCS <NUM> including a battery pack <NUM>. Battery pack <NUM> includes a battery module <NUM> that may include a number of standard (low voltage) batteries (e.g., 12V to 48V) or high-voltage batteries (> 100V). Hybrid inverter <NUM> together with battery pack <NUM> may be one of the DC-coupled system of <FIG>, <FIG>, and <FIG> described in above sections. The AC coupled system and the DC coupled system can be are connected together through an AC bidirectional connection port <NUM> to provide a higher power to home backup loads <NUM> and/or AC grid <NUM>. Although one hybrid inverter PCS is shown in system <NUM>, it is, however, understood that system <NUM> can have any number of hybrid inverter PCSs. It is also understood that, although only one battery pack <NUM> and one battery pack X are shown, system <NUM> may have any number of battery packs <NUM> and any number of battery packs X. Although not shown in <FIG>, it will be appreciated that PV inverter <NUM> may include a bidirectional DC car port <NUM>" and bidirectional DC connection <NUM>" for supplying DC power to EV <NUM> when PV string <NUM> generates sufficient electrical energy and for receiving DC power from EV <NUM> when PV string does not provide adequate electrical energy.

System <NUM> also includes a communication link <NUM> connecting storage inverter <NUM> (the AC coupled system) and hybrid inverter PCS <NUM> (DC coupled system). Communication link <NUM> can be a wired connection line or a wireless communication link that enables the communication between storage inverter <NUM> and hybrid inverter PCS <NUM>. For example, storage inverter <NUM> can take the energy/power from hybrid inverter PCS <NUM> via an AC bidirectional port <NUM>, or vice versa. In some embodiments, hybrid inverter PCS <NUM> may have a car port <NUM> for DC charging battery <NUM> of EV <NUM>. In some embodiments, car port <NUM> can be in each inverter.

In some embodiments, system <NUM> may also include a site controller <NUM> configured to automatically select among the PV string(s), the PV inverter, the storage inverter, the hybrid inverter PCS, the EV battery, and the AC grid to provide power to the home backup loads. Site controller <NUM> may further be configured by a user to set the EV battery charging priority, i.e., whether to supply power from the PV string(s) only, from the battery pack(s) (e.g., <NUM>, <NUM>) only, or from both, and in which order.

<FIG> illustrates a block diagram of an exemplary solar energy generation and storage system <NUM> with electric vehicle charging capability including a PV inverter and one or more hybrid inverters and battery packs, according to still other embodiments of the present disclosure. System <NUM> differs from system <NUM>, in that the storage inverter is omitted. System <NUM> has a number of advantages. For example, a PV inverter <NUM> is first installed to provide energy to home backup loads <NUM> or AC grid <NUM>. As such, any excess energy that is not consumed by backup loads <NUM> will be wasted or fed to the AC grid. A hybrid inverter PCS <NUM> including a battery pack <NUM> may be economically added to efficiently store the excess energy and also to add power to the system. PV inverter <NUM> can be above-described PV inverter <NUM> in FIG. Hybrid inverter PCS <NUM> and battery pack <NUM> may be similar to hybrid inverter PCS <NUM> and battery pack <NUM> that have been described in the sections above. It is noted that the battery pack may include a number of low voltage or high voltage batteries as described in sections above, so that the description will not be repeated for the sake of brevity.

<FIG> illustrates a block diagram of an exemplary solar energy generation and storage system <NUM> with electric vehicle charging capability including a single stage PV inverter and a storage inverter, according to still other embodiments of the present disclosure. System <NUM> is similar to system <NUM> with the difference that PV inverter <NUM> does not include a DC/DC boost converter because the PV string(s) <NUM> is a long PV string with high voltage output (e.g., 400V to 1000V). This is the case when a large number of solar PV modules can be installed, e.g., in farmland or in areas with a large surface. In some embodiments, PV inverter <NUM> may be a single stage DC/AC inverter when the voltage provided by long PV string(s) <NUM> is sufficiently high.

<FIG> illustrates a block diagram of an exemplary solar energy generation and storage system <NUM> with electric vehicle charging capability including a single stage PV inverter <NUM> with a PV optimizer <NUM> and a storage inverter <NUM>, according to still other embodiments of the present disclosure. System <NUM> is similar to system <NUM> with the difference that system <NUM> includes a number of PV optimizer strings (e.g., string <NUM>, string <NUM>) instead of the long string(s) in system <NUM>. Each string may include a number of PV optimizers that are interconnected with each other. Although two strings of PV optimizers are shown in the example embodiment in <FIG>, it is understood that system <NUM> can have any number N of PV optimizer strings. In some embodiments, the PV optimizers strings are located on the roof. In other embodiments, the PV optimizers strings are located below the roof. In some embodiments, the PV optimizers may include buck and/or boost converters that can be connected in series or in parallel dependent from applications. DC/AC inverter <NUM> is coupled to the PV optimizers through capacitor bank <NUM> and converts the received DC energy into AC energy to provide to home backup loads <NUM> or to storage inverter <NUM>. System <NUM> may include a site controller <NUM> configured to automatically select between PV inverter <NUM> and storage inverter <NUM> to provide power to the home backup loads or to the AC grid.

<FIG> illustrates a block diagram of an exemplary solar energy generation and storage system <NUM> with electric vehicle charging capability including a plurality of micro-inverters <NUM> and a storage inverter <NUM>, according to still other embodiments of the present disclosure. System <NUM> is similar to system <NUM> with the difference that system <NUM> includes a number of micro-inverters connected in series and in parallel to directly provide AC power to home backup loads <NUM> without a PV inverter of system <NUM>. System <NUM> may also include a site controller <NUM><NUM> configured to automatically select between micro-inverters <NUM> and storage inverter <NUM> to provide power to the home backup loads, to the AC grid, or to battery <NUM> of EV <NUM>. In some embodiments, the systems <NUM>, <NUM> and <NUM> may have hybrid inverter PCSs instead of storage inverters.

Embodiments of the present disclosure may be implemented in off-grid battery charging stations set up along roads or highway exits. Such charging stations may include a roof covered with photovoltaic string(s), and all other components shown in the various embodiments disclosed herein. The solar energy generation and storage system, including, e.g., PV inverter(s) and/or storage inverter(s) and/or hybrid inverter(s) and low voltage/high voltage battery packs, may be housed in a secure room that is only accessible to authorized personnel, e.g., a maintenance operator. The solar energy generation and storage system may be a stand-alone system that is not connected to the AC grid. A site controller similar to those shown in <FIG> may enable a user to select between a slow charging (AC charging) mode or fast charging (DC charging, supercharging) mode. Such system may also include an automatic payment system that can bill the user according to the amount of energy used or the selected charging mode.

Claim 1:
An inverter comprising:
a battery pack connection (<NUM>) for supplying energy to or receiving energy from a battery;
an AC grid connection (<NUM>) for supplying power to or receiving power from an AC grid:
a connection (<NUM>) for supplying power to a home back-up load;
a bidirectional electric vehicle connection (<NUM>) for supplying to and receiving power from an electric vehicle, EV, battery; and
a control input configured to receive one or more control signals for controlling the flow of power within the inverter (<NUM>),
wherein the inverter, under the control of the one or more control signals, inverts power received from the bidirectional electric vehicle connection and provides the inverted power to the home back-up load in response to the AC grid being unable to provide power to the home back-up load;
wherein the inverter is a hybrid inverter that further comprises a first DC/DC buck-boost stage configured to couple to one or more PV strings, and a DC/AC inverter configured to selectively couple to the AC grid, to the home back-up load, and to the EV battery under the control of the one or more control signals;
wherein the hybrid inverter further comprises a second DC/DC buck-boost stage coupled between the first DC/DC buck-boost stage and the battery pack and configured to supply power to the battery pack or receive power from the battery pack; and
wherein the hybrid inverter further comprises a DC car port connection coupled to the second DC/DC buck-boost stage and configured to supply DC power to or receive DC power from the EV battery.