Patent ID: 12227092

DETAILED DESCRIPTION

This disclosure relates to systems and methods for coordinating and executing bidirectional energy transfer events between electrified vehicles and one or more participating electrified recreational vehicles. Energy may be transferred from an electrified vehicle to one or more electrified recreational vehicles, from the one or more electrified recreational vehicles to the electrified vehicle, or both during the bidirectional energy transfer events. The proposed systems and methods may further be configured to provide various charging configurations between the electrified vehicle and the one or more electrified recreational vehicles. These and other features of this disclosure are discussed in greater detail in the following paragraphs of this detailed description.

FIG.1schematically illustrates an exemplary vehicle-to-recreational vehicle (V2RV) energy transfer system10(hereinafter “the system10”) for bidirectionally transferring energy between a towing or leading electrified vehicle12and a towed or trailing electrified recreational vehicle14. Energy may be bidirectionally transferred between the electrified vehicle12and the electrified recreational vehicle14either while the vehicles are stationary or during “in-flight” situations. In this disclosure, the term “in-flight” means during the coupled movement of the electrified vehicle12and the electrified recreational vehicle14, such as when the electrified vehicle12is hauling or towing the electrified recreational vehicle14. Accordingly, the system10may enable the bidirectional transfer of energy from the electrified vehicle12to the electrified recreational vehicle14or vice-versa while the respective vehicles are making forward progress toward their desired destinations.

The system10may be utilized to achieve bidirectional energy transfers between the electrified vehicle12and one or more electrified recreational vehicles14. Thus, although a single electrified recreational vehicle14is illustrated inFIG.1, this disclosure is not limited to that specific configuration.

In an embodiment, the electrified recreational vehicle14may be positioned within a cargo space18(e.g., a truck bed, etc.) of the electrified vehicle12during the bidirectional energy transfer event. In another embodiment, the electrified recreational vehicle14may be positioned within a towing trailer16that is releasably coupled to the electrified vehicle12during the bidirectional energy transfer event (see, e.g.,FIG.2). The specific configuration of the towing trailer16is not intended to limit this disclosure. In yet another embodiment, the electrified recreational vehicle14may simply be parked adjacent to the electrified vehicle12during the bidirectional energy transfer event.

The electrified vehicle12ofFIG.1is schematically illustrated as a pickup truck. However, other vehicle configurations are also contemplated. The teachings of this disclosure may be applicable for any type of vehicle as the electrified vehicle12. For example, the electrified vehicle12could be configured as a car, a truck, a van, a sport utility vehicle (SUV), etc.

The electrified recreational vehicle14ofFIG.1is schematically illustrated as a four-wheeled all-terrain vehicle (ATV). However, other recreational vehicle configurations are also contemplated. The teachings of this disclosure may be applicable for any type of recreational vehicle. For example, the electrified recreational vehicle14could be any type of ATV, utility vehicle (UTV), motorcycle, bike, dirt bike, snowmobile, off-road vehicle, etc.

In an embodiment, the electrified vehicle12is a plug-in type electrified vehicle (e.g., a plug-in hybrid electric vehicle (PHEV) or a battery electric vehicles (BEV)). The electrified vehicle12may include an electrified powertrain capable of applying a torque from an electric machine22(e.g., an electric motor) for driving one or more drive wheels24of the electrified vehicle12. The electrified vehicle12may include a traction battery pack20for powering the electric machine22and other electrical loads of the electrified vehicle12. The powertrain of the electrified vehicle12may electrically propel the drive wheels24either with or without the assistance of an internal combustion engine.

In an embodiment, the electrified recreational vehicle14is an all-electric recreational vehicle having an electrified powertrain capable of applying torque from an electric machine26(e.g., an electric motor) for driving one or more drive wheels28of the electrified recreational vehicle14. The electrified recreational vehicle14may include a traction battery pack30for powering the electric machine26. The powertrain of the electrified recreational vehicle14may electrically propel the drive wheels28without the assistance of an internal combustion engine.

Although a specific component relationship is illustrated in the figures of this disclosure, the illustrations are not intended to limit this disclosure. The placement and orientation of the various components of the depicted vehicles are shown schematically and could vary within the scope of this disclosure. In addition, the various figures accompanying this disclosure are not necessarily drawn to scale, and some features may be exaggerated or minimized to emphasize certain details of a particular component.

Although shown schematically, the traction battery pack20may be configured as a high voltage traction battery pack that includes a plurality of battery arrays25(i.e., battery assemblies or groupings of battery cells) capable of outputting electrical power to the electric machine22of the electrified vehicle12. Other types of energy storage devices and/or output devices may also be used to electrically power the electrified vehicle12.

The traction battery pack30of the electrified recreational vehicle14may be a removable high voltage traction battery that includes a plurality of battery cells or groupings of battery cells. In an embodiment, the traction battery pack30is a removable traction battery that may be swapped out and replaced with another traction battery.

In general, the traction battery pack30of the electrified recreational vehicle14is a smaller battery than the traction battery pack20of the electrified vehicle12. However, both batteries are capable of supplying high voltage power for electrically propelling the electrified vehicle12or the electrified recreational vehicle14.

From time to time, charging the energy storage devices of the traction battery pack20of the electrified vehicle12and/or and the traction battery pack30of the electrified recreational vehicle14may be required or desirable. Each vehicle12,14may therefore be equipped with a charging system. The charging system of the electrified vehicle12may include a charge port assembly32, and the charging system of the electrified recreational vehicle14may include a charge port assembly34. A charge cable36(i.e., EVSE) may be connected to each respective charge port assembly32,34in order to transfer charge energy from the traction battery pack20of the electrified vehicle12to the traction battery pack30of the electrified recreational vehicle14or from the traction battery pack30of the electrified recreational vehicle14to the traction battery pack20of the electrified vehicle12. The charge port assemblies32,34and the charge cable36may be configured to provide any level of charging (e.g., Level 1 AC charging, Level 2 AC charging, DC charging, etc.).

The mounting locations of the charge port assemblies32,34are exemplary only and thus not intended to limit this disclosure. In the embodiment ofFIGS.1-2, the charge port assembly32of the electrified vehicle12is located at the exterior body of the electrified vehicle12. However, the charge port assembly32could alternatively or additionally be provided within the cargo space18, such as within a wall38associated with the cargo space18(see, e.g.,FIG.3), for example. Moreover, although only a single charge port assembly for each respective vehicle12,14is shown, the electrified vehicle12and/or the electrified recreational vehicle14could be equipped with one or more additional charging interfaces, with each charging interface including one or more ports for connecting one or more charge cables.

The charging system of the electrified vehicle12may additionally include a bidirectional power transfer system40, and the charging system of the electrified recreational vehicle14may additionally include a bidirectional power transfer system42. The bidirectional power transfer systems40,42may be configured for enabling the bidirectional transfer of power between the vehicles12,14.

The bidirectional power transfer system40may be operably connected between the charge port assembly32and the traction battery pack20of the electrified vehicle12. The bidirectional power transfer system40may include various equipment, such as a charger, a converter, a motor controller (which may be referred to as an inverter system controller or ISC), etc., arranged and configured to establish the bidirectional transfer of electrical energy between the traction battery pack20and another traction battery pack (e.g., the traction battery pack30). The bidirectional power transfer system40may additionally be configured to transfer energy between the traction battery pack20and the electric machine22.

The bidirectional power transfer system42may be operably connected between the charge port assembly34and the traction battery pack30of the electrified recreational vehicle14. The bidirectional power transfer system42may include various equipment, such as a charger, a converter, a motor controller (which may be referred to as an inverter system controller or ISC), etc., arranged and configured to establish the bidirectional transfer of electrical energy between the traction battery pack30and another traction battery pack (e.g., the traction battery pack20). The bidirectional power transfer system42may additionally be configured to transfer energy between the traction battery pack30and the electric machine26.

One non-limiting example of a suitable bidirectional power transfer system that may be employed for use within the electrified vehicle12and/or the electrified recreational vehicle14for achieving bidirectional power transfer is disclosed within U.S. Patent Publication No. 2020/0324665, assigned to Ford Global Technologies, LLC, the disclosure of which is herein incorporated by reference. However, other bidirectional power transfer systems could also be utilized for achieving the bidirectional transfer of power within the scope of this disclosure.

Additional functionality of the system10ofFIGS.1-3is schematically detailed inFIG.4. In particular,FIG.4schematically illustrates features that enable the system10to coordinate and achieve multiple different charging configurations for bidirectionally transferring energy between the electrified vehicle12and one or more electrified recreational vehicles14.

In an embodiment, the system10includes components from both the electrified vehicle12and the electrified recreational vehicle14. For example, the electrified vehicle12may include, among other things, a telecommunications module44, a human machine interface (HMI)46, alert system48, and a control module50. These components may be interconnected and in electronic communication with one another over a communication bus52. The communication bus52may be a wired communication bus such as a controller area network (CAN) bus, or a wireless communication bus such as Wi-Fi, Bluetooth®, Ultra-Wide Band (UWB), etc.

As further part of the system10, the electrified recreational vehicle14may include, among other things, a telecommunications module54and a control module56. These components may be interconnected and in electronic communication with one another over a communication bus58. The communication bus58may be a wired communication bus such as a controller area network (CAN) bus, or a wireless communication bus such as Wi-Fi, Bluetooth®, Ultra-Wide Band (UWB), etc.

The telecommunications modules44,54may be configured for achieving bidirectional communication between the electrified vehicle12and the electrified recreational vehicle14over a cloud-based server system60, such as for scheduling and executing bidirectional energy transfers. Each telecommunications module44,54may communicate over a cloud network62(i.e., the internet) to obtain various information stored on the server system60or to provide information to the server system60that can subsequently be accessed by the electrified vehicle12and/or the electrified recreational vehicle14(and/or other participating vehicles). The server system60can identify, collect, and store user data associated with both the electrified vehicle12and the electrified recreational vehicle14for validation purposes. Upon an authorized request, data may be subsequently transmitted to the telecommunications modules44,54via one or more cellular towers64or via some other known communication technique (e.g., Wi-Fi, Bluetooth®, data connectivity, etc.). The information can then be communicated to the control module50and/or the control module56for further processing. Each telecommunications module44,54can receive data from the server system60or communicate data back to the server system60via the cellular tower(s)64. Although not necessarily shown or described in this highly schematic embodiment, numerous other components may enable bidirectional communication between the vehicles12,14via the server system60.

In an embodiment, a user/owner of the electrified vehicle12and/or the electrified recreational vehicle14may interface with the server system60using the HMI46. For example, the HMI46may be equipped with an application66(e.g., FordPass™ or another similar software application) for interfacing with the server system60. The HMI46may be located within a passenger cabin of the electrified vehicle12and may include various user interfaces for displaying information to the vehicle occupants and for allowing the vehicle occupants to enter information into the HMI46. The vehicle occupants may interact with the user interfaces presentable on the HMI46via touch screens, tactile buttons, audible speech, speech synthesis, etc.

In another embodiment, the user/owner of the electrified vehicle12and/or the electrified recreational vehicle14may alternatively or additionally interface with the server system60using a personal electronic device68(e.g., a smart phone, tablet, computer, wearable smart device, etc.). The personal electronic device68may include an application70(e.g., FordPass™ or another similar software application) that includes programming to allow the user to employ one or more user interfaces72for setting or controlling certain aspects of the system10. The application70may be stored in memory74of the personal electronic device68and may be executed by a processor76of the personal electronic device68. The personal electronic device68may additionally include a transceiver78that is configured to communicate with the server system60over the cellular tower(s)64or some other wireless link.

Each telecommunications module44,54may additionally include one or more wireless devices80that facilitate the detection of and communication with nearby devices or vehicles, such as the electrified vehicle12or the electrified recreational vehicle14, for example. Various information may be exchanged between the electrified vehicle12and the electrified recreational vehicle14via the wireless devices80.

In an embodiment, the wireless devices80are Bluetooth® Low Energy (BLE) transceivers configured to receive and/or emit low energy signals as a way to detect and communicate with participating vehicles of the system10. However, other types of wireless devices (e.g., WiFi, V2V, etc.) are also contemplated within the scope of this disclosure for enabling bidirectional communications between the electrified vehicle12and one or more electrified recreational vehicles14.

The alert system48is configured to selectively produce and broadcast audible instructions82for providing guidance to users of the system10once the vehicles12,14are within close proximity to one another for preparing for an impending bidirectional charging event. For example, the alert system48may produce the audible instructions82for linking the charge cable36between the participating vehicles12,14of the system10. The alert system48may include one or more audio actuators84(e.g., speakers, sound exciters, etc.) adapted for broadcasting the audible instructions82. Visual guidance at the HMI46and/or the personal electronic device68may alternatively or additionally be provided for guiding the users prior to, during, and/or after the bidirectional charging event.

The control modules50,56may each include both hardware and software and could be part of an overall vehicle control system, such as a vehicle system controller (VSC), or could alternatively be a stand-alone controller separate from the VSC. In an embodiment, each control module50,56is programmed with executable instructions for interfacing with and commanding operation of various components of the system10. Although shown as separate modules within the highly schematic depiction ofFIG.4, the telecommunications module44, the HMI46, and the control module50could be integrated together as part of common module within the electrified vehicle12, and the telecommunications module54and the control module56could be integrated together as part of a common module within the electrified recreational vehicle14.

Each control module50,56may include a processor86and non-transitory memory88for executing various control strategies and modes associated with the system10. The processors86can be custom made or commercially available processors, central processing units (CPUs), or generally any device for executing software instructions. The memory88can include any one or combination of volatile memory elements and/or nonvolatile memory elements.

The processor86may be operably coupled to the memory88and may be configured to execute one or more programs stored in the memory88of each control module50,56based on the various inputs received from other devices. In an embodiment, the application66, which includes programming for allowing the vehicle user to employ one or more user interfaces within the HMI46for setting or controlling certain aspects of the system10, may be stored in the memory88and may be executed by the processor86of the control module50. In another embodiment, the control module50and/or the control module56may be configured to communicate and interface with the personal electronic device68for coordinating and/or executing certain aspects of the system10.

In an embodiment, when a bidirectional energy transfer event is selected at either the HMI46or the personal electronic device68or is otherwise desired, the control module50of the electrified vehicle12may command the telecommunications module44to search for electrified recreational vehicles14located within a predefined range (e.g., less than or equal to about 100 feet) of the electrified vehicle12. The telecommunications module44may communicate with the telecommunications module54of nearby electrified recreational vehicles14via the wireless devices80. In an embodiment, the wireless device80of the telecommunications module44searches for and locates nearby electrified recreational vehicles14using BLE triangulation techniques. However, other techniques are also contemplated within the scope of this disclosure.

Once detected, a map90(seeFIG.5A) of potential participating electrified recreational vehicles14relative to the electrified vehicle12may be displayed on a user interface associated with either the HMI46, the personal electronic device68, or both. Using the map90, the user may select one or more of the electrified recreational vehicles14that are to participate in the bidirectional energy transfer event.

In another embodiment, the control module50of the electrified vehicle12may communicate (e.g., via the telecommunications modules44,54) a charging details request signal92to the control module56of the electrified recreational vehicle14(and/or to any other recreational vehicle selected via the map90). The charging details request signal92my request details related to the traction battery pack30of the electrified recreational vehicle14, including but not limited to, battery size, state of charge, recommended charging rate, current battery temperature, recommended battery temperature range, vehicle range (e.g., in miles or operating time per unit of kilowatt-hours), typical battery temperature increase during fast charging versus ambient temperature, charge acceptance at current temperature, battery health data, etc.

In response to receiving the charging details request signal92, the control module56of the electrified recreational vehicle14may communicate a charging profile94to the control module50of the electrified vehicle12. The charging profile94includes the details requested within the charging details request signal92. The charging profile94may be used by the control module50for determining how to configure the bidirectional power transfer system40during a bidirectional energy transfer event. The charging profile94may further by used by the control module50for communicating with the control module56for determining how to configure the bidirectional power transfer system42during the bidirectional energy transfer event.

The control module50may store the charging profile94in the memory88. The charging profile94may be accessed by the control module94each time the electrified recreational vehicle14is reconnected to the electrified vehicle12for bidirectional charging. The charging profile94may also be updated with new information each time the electrified recreational vehicle14is reconnected to the electrified vehicle12for bidirectional charging.

In another embodiment, the control module50may be configured to estimate certain charging-related details pertaining to the electrified recreational vehicle14when the charging profile94is missing or incomplete. The control module50may estimate charging related details for a given electrified recreational vehicle14based on the stored charging profiles of similar electrified recreational vehicles, for example.

In yet another embodiment, the control module50may be configured to suggest a particular charging configuration of the system10based on information from the charging profile94. The suggested charging configuration may be one that is best suited for charging the traction battery pack30of the participating electrified recreational vehicle14.

In another embodiment, the control module50may command the alert system48to broadcast the audible instructions82for guiding the user to connect the charge cable36to both the electrified vehicle12and the electrified recreational vehicle14in preparation for performing bidirectional energy transfer events.

In another embodiment, the control module50may interface with and control the functionality of the bidirectional power transfer system40for coordinating and commanding a desired charging configuration of the system10. The control module50may also control the wireless device80of the telecommunications module44for coordinating the desired power transfer with the control module56of the electrified recreational vehicle14. The specific charging configuration commanded by the control module50may be predefined by the user, such as by using the HMI46or the personal electronic device68, for example.

The control modules50,56may further coordinate with one another for controlling the bidirectional power transfer systems40,42for ending the bidirectional energy transfer event when a predefined threshold is exceeded. The predefined threshold may be an ambient temperature threshold, a charge acceptance threshold, a customer selected total energy threshold, etc.

In another embodiment, the control module50may be configured to estimate the amount of time necessary for achieving a user desired amount of charge within the traction battery pack30of the electrified recreational vehicle14. This estimated amount of time can be compared to a known amount of time required for swapping out the traction battery pack30with another traction battery pack. The control module50may provide a recommendation to the user within a user interface of either the HMI46or the personal electronic device68when it would be faster to swap out the traction battery pack30to achieve the desired battery charge levels.

FIG.5B, with continued reference toFIGS.1and4, illustrates an exemplary user interface72that can be presented to a user of the system10for coordinating and executing bidirectional charging events between the electrified vehicle12and the electrified recreational vehicle14. The user interface72can be presented to the user on the HMI46, the personal electronic device68, or both. The user interface72may be accessed and utilized by the user for setting and/or adjusting one or more bidirectional charging settings associated with a given bidirectional energy transfer event.

The user interface72may include a plurality of drop down menus96that allow the user to modify the bidirectional charging settings of the system10prior to, during, and/or after a bidirectional energy transfer event. Although shown as drop down menus, the user interface72could employ toggles, sliding scales, or any other features or combinations of features that would allow the user to modify the bidirectional charging settings.

A first bidirectional charging setting that may be set or adjusted by the user via the user interface72is a transfer direction98of the bidirectional energy transfer. The transfer direction98indicates whether the energy transfer will occur from the electrified vehicle12to the electrified recreational vehicle14or vice versa. The transfer direction98therefore controls which traction battery pack20,30will be charged during the bidirectional energy transfer event.

A second bidirectional charging setting that may be set or adjusted by the user via the user interface72is a charging configuration100of the system10. The charging configuration100indicates the manner in which energy is to be transferred during the bidirectional energy transfer event, and could also indicate how the electrified vehicle12and the one or more electrified recreational vehicles14are connected together for charging. For example, the charging configuration100may be set as a direct configuration, serial configuration, splitter configuration, multiplexer configuration, etc. Additional details concerning exemplary charging configurations of the system10are provided below.

A third bidirectional charging setting that may be set or adjusted by the user via the user interface72is an alarm based setting102associated with the bidirectional energy transfer. The alarm based setting102may indicate a specific time at which the selected bidirectional energy transfer is to be performed by the system10. This setting allows energy to be retained and then only transferred when close to being needed, such in anticipation for an upcoming off-roading event, for example.

A fourth bidirectional charging setting that may be set or adjusted by the user via the user interface72is a timer setting104of the bidirectional energy transfer. The timer setting104may indicate a fixed amount of time for which to perform the bidirectional energy transfer. Any amount of time can be set by the user via the timer setting104.

A fifth bidirectional charging setting that may be set or adjusted by the user via the user interface72is a transfer speed setting106of the system10. For example, the user may select a fast/high transfer speed or a slow/low transfer speed for performing the bidirectional energy transfer event via the transfer speed setting106. Other transfer speed settings may additionally be provided within the scope of this disclosure.

A sixth bidirectional charging setting that may be set or adjusted by the user via the user interface72is a state of charge (SOC) percentage setting108. The SOC percentage setting108allows the user to select a specific amount of charge that is to be transferred during the bidirectional energy transfer event.

A seventh bidirectional charging setting that may be set or adjusted by the user via the user interface72is a donor range setting110. The donor range setting110allows the user to select a specific amount of range, such as in miles or kilometers, that is to be transferred from one vehicle to another during the bidirectional energy transfer event.

The user selectable bidirectional charging settings offered by the user interface72shown inFIG.5Aare exemplary only. Other bidirectional charging settings and related options may additionally or alternatively be provided and used to coordinate functionality of the system10within the scope of this disclosure.

FIG.6, with continued reference toFIGS.1-5B, schematically illustrates, in flow chart form, an exemplary method120for coordinating and providing bidirectional energy transfer events between the electrified vehicle12and one or more electrified recreational vehicles14. The system10may be configured to employ one or more algorithms adapted to execute the steps of the exemplary method120. For example, the method120may be stored as executable instructions in the memory88of the control module50, and the executable instructions may be embodied within any computer readable medium that can be executed by the processor86of the control module50.

The exemplary method120may begin at block122. At block124, the method120may determine whether a user has indicated a desired to initiate a bidirectional energy transfer event. The user may indicate such a desire by launching the application66on the HMI46or by launching the application70on the personal electronic device68, for example.

If a YES flag is returned at block124, the method120may proceed to block126by determining whether any electrified recreational vehicles14are within a predefined range of the electrified vehicle12. IF YES, the map90may be displayed on the HMI46or the personal electronic device68at block128.

At block130, the method120determines whether the user has selected one or more electrified recreational vehicles14from within the map90for participating in the bidirectional energy transfer event. If one or more participating vehicles have been selected, the electrified vehicle12may communicate the charging details request signal92to the one or more selected electrified recreational vehicles14at block132. In response, the one or more selected electrified recreational vehicles14may communicate their respective charging profile94to the electrified vehicle12at block134.

Next, at block136, the method120may prompt the user to set the bidirectional charging settings that will be utilized during the bidirectional energy transfer event. In an embodiment, the prompt is achieving by automatically presenting the user interface72to the user on either the HMI46or the personal electronic device68. Other prompts may also be utilized.

The method120may proceed to block138once the bidirectional charging settings have been set by the user. At this step, the method120may provide audio and/or visual guidance to the user for connecting the participating vehicles using one or more charge cables36. Audio guidance may be provided by the alert system48, and visual guidance may be provided by displaying one or more messages on the HMI46, the personal electronic device68, or both.

The bidirectional energy transfer event may be performed per the user selected bidirectional charging settings at block140. Bidirectional charging may continue until a predefined threshold is exceeded at block142. The predefined threshold may be an ambient temperature threshold, a charge acceptance threshold, a customer selected total energy threshold, etc. Once any of the predefined thresholds have been exceeded, the method120may end at block144.

The method120described above is intended to be exemplary only. A greater or fewer number of steps could be performed for executing bidirectional energy transfer events via the system10within the scope of this disclosure.

The system10ofFIGS.1-5Bmay be utilized to achieve various charging configurations between the electrified vehicle12and one or more electrified recreational vehicles14. Non-limiting examples of the types of charging configurations that may be achieved by the system10are described below with reference toFIGS.7-20.

FIG.7schematically illustrates a first charging configuration C1 that can be provided by the system10. During the first charging configuration C1, power may be transferred (e.g., via the charge cable36) from the traction battery pack20of electrified vehicle12to the traction battery pack30of the electrified recreational vehicle14(as schematically depicted by arrow150).

FIG.8illustrates an exemplary user interface72A that can be presented on the HMI46, the personal electronic device68, or both for providing information to the user during the charging event associated with the first charging configuration C1 ofFIG.7. The user interface72A may provide various information to the user, such as the SOC percentage and range of the electrified vehicle12, the SOC percentage of the electrified recreational vehicle14, transfer setting, calculated battery capacity information, estimated time to full charge, etc.

FIG.9schematically illustrates a second charging configuration C2 of the system10. During the second charging configuration C2, power may be transferred from the traction battery pack20of electrified vehicle12to the traction battery packs30associated with multiple participating electrified recreational vehicles14(as schematically depicted by arrows152). The second charging configuration C2 may be referred to as a splitter configuration.

The second charging configuration C2 may be achieved using one or more charge cables36. If using a single charge cable36, the charge cable36could include a splitter99for dividing the power into multiple charge cable legs.

FIG.10illustrates an exemplary user interface72B that can be presented on the HMI46, the personal electronic device68, or both for providing information to the user during the charging event associated with the second charging configuration C2 ofFIG.9. The user interface72B may provide various information to the user, such as the SOC percentage and range of the electrified vehicle12, the SOC percentage of the participating electrified recreational vehicles14, transfer setting, calculated battery capacity, estimated time to full charge, etc.

FIG.11illustrates another exemplary user interface72C that can be presented for providing information and allowing the user to modify settings associated with the second charging configuration C2 ofFIG.9. The user interface72C may include selectable fields154that may be manipulated by the user to change the direction of energy flow during the bidirectional energy transfer event. For example, the user may manipulate the selectable fields154such that a first portion P1 of the participating electrified recreational vehicles14receive power from the electrified vehicle12and a second portion P2 of the participating electrified recreational vehicles14may assist the electrified vehicle12in charging the first portion P1 of the participating electrified recreational vehicles14.

FIG.12schematically illustrates a third charging configuration C3 of the system10. During the third charging configuration C3, power may be transferred from the traction battery pack20of electrified vehicle12to the traction battery packs30associated with multiple participating electrified recreational vehicles14(as schematically depicted by arrows156) in series. The third charging configuration C3 may therefore be referred to as a serial configuration.

Multiple charge cables36may be provided for achieving the third charging configuration C3. In an embodiment, the charge cables36are arranged in a daisy-chain or pigtail configuration for the third charging configuration C3.

FIG.13illustrates an exemplary user interface72D that can be presented on the HMI46, the personal electronic device68, or both for providing information to the user during the charging event associated with the third charging configuration C3 ofFIG.12. The user interface72D may provide various information to the user, such as the SOC percentage and range of the electrified vehicle12, the SOC percentages of the participating electrified recreational vehicles14, transfer setting, calculated battery capacity, estimated time to full charge, etc.

FIG.14schematically illustrates a fourth charging configuration C4 of the system10. During the fourth charging configuration C4, power may be transferred from the traction battery pack30of the electrified recreational vehicle14to the traction battery pack20of the electrified vehicle12(as schematically illustrated by arrow158). In this way, the electrified recreational vehicle14may periodically charge the electrified vehicle12to increase the travel range of the electrified vehicle12.

FIG.15illustrates an exemplary user interface72E that can be presented on the HMI46, the personal electronic device68, or both for providing information to the user during the charging event associated with the fourth charging configuration C4 ofFIG.14. The user interface72E may provide various information to the user, such as the SOC percentage and range of the electrified vehicle12, the SOC percentage of the participating electrified recreational vehicle14, transfer setting, calculated battery capacity, estimated time to full charge, etc.

FIG.16schematically illustrates a fifth charging configuration C5 of the system10. During the fifth charging configuration C5, power may be transferred from the traction battery packs30of multiple participating electrified recreational vehicles14to the traction battery pack20of the electrified vehicle12(as schematically depicted by arrows160). The fifth charging configuration C5 may be referred to as a multiplexer configuration. The fifth charging configuration C5 may be achieved using one or more charge cables36.

FIG.17illustrates an exemplary user interface72F that can be presented on the HMI46, the personal electronic device68, or both for providing information to the user during the charging event associated with the fifth charging configuration C5 ofFIG.16. The user interface72F may provide various information to the user, such as the SOC percentage and range of the electrified vehicle12, the SOC percentages of the participating electrified recreational vehicles14, transfer setting, calculated battery capacity, estimated time to full charge, etc.

FIG.18illustrates another exemplary user interface72G that can be presented for providing information and allowing the user to modify settings associated with the fifth charging configuration C5. The user interface72G may include selectable fields162that may be manipulated by the user to change the direction of energy flow during the bidirectional energy transfer event. For example, the user may manipulate the selectable fields162such that a first portion P1 of the participating electrified recreational vehicles14provide power to the electrified vehicle12and a second portion P2 of the participating electrified recreational vehicles14may receive power from the first portion P1 of the participating electrified recreational vehicles14.

FIG.19schematically illustrates a sixth charging configuration C6of the system10. During the sixth charging configuration C6, power may be transferred in series from the traction battery packs30of the multiple participating electrified recreational vehicles14to the traction battery pack20of the electrified vehicle12(as schematically depicted by arrows164). The sixth charging configuration C6is another possible serial configuration.

Multiple charge cables36may be provided for achieving the sixth charging configuration C6. In an embodiment, the charge cables36are arranged in a daisy-chain or pigtail configuration for the sixth charging configuration C6.

FIG.20illustrates an exemplary user interface72H that can be presented on the HMI46, the personal electronic device68, or both for providing information to the user during the charging event associated with the sixth charging configuration C6ofFIG.19. The user interface72H may provide various information to the user, such as the SOC percentage and range of the electrified vehicle12, the SOC percentages of the participating electrified recreational vehicles14, transfer setting, calculated battery capacity, estimate time to full charge, etc.

The vehicle-to-recreational vehicle (V2RV) energy transfer systems of this disclosure are designed to provide bidirectional charging between road vehicles and recreational vehicles such as off-road vehicles. The proposed systems enhance electrified vehicle customer experiences by facilitating and executing various charging configurations between the vehicle and one or more participating recreational vehicles.

Although the different non-limiting embodiments are illustrated as having specific components or steps, the embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments.

It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should be understood that although a particular component arrangement is disclosed and illustrated in these exemplary embodiments, other arrangements could also benefit from the teachings of this disclosure.

The foregoing description shall be interpreted as illustrative and not in any limiting sense. A worker of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure. For these reasons, the following claims should be studied to determine the true scope and content of this disclosure.