US 9914365

US Patent 9914365: Apparatus and Method for Rapid Charging Using Shared Power Electronics

Patent Title: Apparatus and method for rapid charging using shared power electronics

Current Assignee: Bunker Hill Technologies LLC

Inventors: Robert Dean King, Robert Louis Steigerwald

Filing Date: September 14, 2016 (Application number US15/265,404)

Issue Date: March 13, 2018

Abstract:
The patent describes an apparatus for rapid charging that includes a power electronic energy conversion system. This system has a first energy storage device designed to store DC energy and a first voltage converter. The first voltage converter is configured to convert stored voltage from the energy storage device to drive an electromechanical device, and also to convert a second voltage from a remote power supply into a first charging voltage for the energy storage device. The apparatus also features a first controller that manages the first voltage converter to produce and supply this first charging voltage during a charging mode. Crucially, this first controller communicates with a second, remote controller to enable a second charging voltage to be delivered to the first energy storage device during the same charging mode, thereby facilitating rapid charging.

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Plain-Language Overview of Independent Claims:

Independent Claim 1 (Apparatus):
This claim describes a device for efficiently charging electric drive systems. It includes an energy storage unit (like a battery) and a voltage converter. This converter is smart: it can either take energy from the battery to power a motor (for driving the vehicle) or take energy from an external source to charge the battery. The device also has a main controller that manages this converter for charging. A key aspect is that this main controller can talk to another controller located elsewhere (e.g., in a charging station or another vehicle) to get additional power, allowing the battery to charge much faster.

Independent Claim 2 (Method):
This claim outlines a method for rapidly charging an energy storage device, particularly in an electric vehicle. It involves connecting the vehicle's battery and its onboard power converter. This converter is capable of both driving the vehicle's motor and converting external power into a charging current for the battery. The method utilizes a vehicle controller to direct this onboard converter to charge the battery from a local external power supply. Additionally, the controller coordinates with a second external power supply to deliver an additional charging current, combining forces to achieve rapid charging of the battery.

Independent Claim 3 (System):
This claim details a comprehensive system for rapid vehicle charging. It features a first vehicle equipped with an energy storage device, a motor, and a voltage converter. This converter allows the vehicle to both propel itself using the stored energy and charge its battery from a main power grid (first power bus). The vehicle also has its own controller for managing this charging process. The system is enhanced by a separate, external energy conversion system (like a part of a charging station or another vehicle). This external system has its own voltage converter and controller. It takes power from the main grid, converts it into an additional charging voltage, and delivers it to the vehicle's battery via a separate connection (second power bus). This external system's controller communicates with the vehicle's controller to coordinate the combined delivery of power, enabling rapid charging of the vehicle's energy storage device.

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Litigation Search:
As of April 26, 2026, searches of the CAFC 2026 dockets for US patent 9914365 did not yield any specific active litigation cases or filings. The search results provided general information about the CAFC but no patent-specific litigation details for this patent number in 2026.

As of April 26, 2026, the following litigation involving US Patent 9914365 is known, based on information directly associated with the patent record on Google Patents:

1. Jurisdiction: Texas Eastern District Court

   • Case Number: 2:26-cv-00230
   • Filing Date: Not explicitly provided, but inferred to be in 2026 based on the case number.
   • Plaintiff(s): Not explicitly stated, but typically the patent owner, Bunker Hill Technologies LLC, in an enforcement action.
   • Defendant(s): Not explicitly stated.
   • Current Status: Active litigation; marked as "Critical" on the Google Patents record.

2. Jurisdiction: Texas Eastern District Court

   • Case Number: 2:25-cv-01133
   • Filing Date: Not explicitly provided, but inferred to be in 2025 based on the case number.
   • Plaintiff(s): Not explicitly stated, but typically the patent owner, Bunker Hill Technologies LLC, in an enforcement action.
   • Defendant(s): Not explicitly stated.
   • Current Status: Active litigation.

3. Jurisdiction: Texas Eastern District Court

   • Case Number: 2:25-cv-01116
   • Filing Date: Not explicitly provided, but inferred to be in 2025 based on the case number.
   • Plaintiff(s): Not explicitly stated, but typically the patent owner, Bunker Hill Technologies LLC, in an enforcement action.
   • Defendant(s): Not explicitly stated.
   • Current Status: Active litigation.

Additionally, the patent record indicates "First worldwide family litigation filed" with a link to Darts-ip [cite: the full patent text]. Specific details for this worldwide litigation beyond its existence are not provided in the readily available patent information.

Further details regarding the specific plaintiffs, defendants, and exact filing dates for these cases would require direct access to the respective dockets on the Unified Patents portal or PACER. While Unified Patents provides a litigation search, the specific case details were not directly extractable through general web search queries.

Proceedings overview

There are no AIA trial proceedings (Inter Partes Review, Post-Grant Review, or Covered Business Method) on file for US Patent 9914365 as of today's date, June 2, 2026. This means the patent claims have not been challenged at the PTAB.

Strategic summary

As there are no AIA trial proceedings against US Patent 9914365, all claims (independent and dependent) remain untested by the PTAB. This implies that the patent has not undergone validity challenges based on prior art or other grounds that could be raised in an IPR, PGR, or CBM. For a defendant facing assertion of this patent, the estoppel landscape under 35 U.S.C. § 315(e)(2) is not currently applicable, as no petitioner has challenged the claims. Consequently, a defendant would not be barred from raising any ground of invalidity that they could reasonably have raised in a previous PTAB proceeding. The absence of PTAB activity also suggests that the patent has not yet been significantly targeted by potential infringers through this common validity challenge mechanism.

Recommended next steps

Since no PTAB activity exists for US9914365, a defendant facing assertion of this patent should:

• Conduct a thorough prior art search: Without the benefit of PTAB review, the validity of the claims against prior art remains unexamined. A robust prior art search is crucial to identify potential grounds for invalidity under 35 U.S.C. §§ 102 and 103.
• Consider filing an AIA trial proceeding: If strong prior art is found, initiating an Inter Partes Review (IPR) could be a viable defense strategy. This would allow for a potentially faster and less expensive resolution of validity challenges compared to district court litigation.
• Evaluate claim scope and potential infringement: Independently analyze the claims of US9914365 in light of any accused product or method to determine the strength of any infringement allegations.

Inventors

• Robert Dean King (General Electric Co)
• Robert Louis Steigerwald (General Electric Co)

Original assignee

General Electric Co. is the original assignee. General Electric Company (GE) is a multinational conglomerate with a primary line of business that has historically included power, aviation, renewable energy, and healthcare. It is an operating company that has historically shipped products embodying a wide range of technologies, including those related to power electronics and electric drive systems. GE is currently operating, though it has undergone significant restructuring and divestitures in recent years.

Assignment timeline

• 2016-09-16 (executed) / recorded 2016-09-16 — Reel 038692/0501
  • Conveyance: Assignment
  • Assignor: General Electric Co
  • Assignee: GENERAL ELECTRIC COMPANY
  • Correspondent: JOHN F. CLEVELAND, JR., GENERAL ELECTRIC COMPANY GLOBAL PATENT OPERATION, ONE RESEARCH CIRCLE, BLDG. 5-4TH FL., NISKAYUNA, NEW YORK 12309
  • Context: Internal reorganization
• 2025-02-20 (executed) / recorded 2025-02-20 — Reel 063717/0402
  • Conveyance: Assignment
  • Assignor: DOLBY INTELLECTUAL PROPERTY LICENSING, LLC
  • Assignee: EDISON INNOVATIONS, LLC
  • Correspondent: Jeffrey M. Nautilus, 222 S. Columbia Road, Suite 200, Akron, OH 44321
  • Context: Transfer to asserter
• 2025-03-26 (executed) / recorded 2025-03-26 — Reel 063851/0805
  • Conveyance: Assignment
  • Assignor: GENERAL ELECTRIC COMPANY
  • Assignee: GE INTELLECTUAL PROPERTY LICENSING, LLC
  • Correspondent: JOHN F. CLEVELAND, JR., GENERAL ELECTRIC COMPANY GLOBAL PATENT OPERATION, ONE RESEARCH CIRCLE, BLDG. 5-4TH FL., NISKAYUNA, NEW YORK 12309. This correspondent also appeared on reel 038692/0501.
  • Context: Internal reorganization
• 2025-03-26 (executed) / recorded 2025-03-26 — Reel 063851/0804
  • Conveyance: Change of Name
  • Assignor: GE INTELLECTUAL PROPERTY LICENSING, LLC
  • Assignee: DOLBY INTELLECTUAL PROPERTY LICENSING, LLC
  • Correspondent: JOHN F. CLEVELAND, JR., GENERAL ELECTRIC COMPANY GLOBAL PATENT OPERATION, ONE RESEARCH CIRCLE, BLDG. 5-4TH FL., NISKAYUNA, NEW YORK 12309. This correspondent also appeared on reel 038692/0501 and 063851/0805.
  • Context: Change of name
• 2026-04-09 (executed) / recorded 2026-04-09 — Reel 065096/0200
  • Conveyance: Quitclaim Assignment
  • Assignor: EDISON INNOVATIONS LLC
  • Assignee: BUNKER HILL TECHNOLOGIES, LLC
  • Correspondent: MICHAEL J. FEENEY, K & L GATES LLP, ONE LINCOLN STREET, BOSTON, MA 02111-2950
  • Context: Transfer to asserter

Timeline diagram

timeline
    title Ownership of US 9914365
    2009 : Priority date
    2016 : Filed by General Electric Co
         : Assigned to General Electric Company
    2018 : Issued
    2025 : Assigned to Edison Innovations LLC
         : Assigned to GE IP Licensing LLC
         : Name changed to Dolby IP Licensing LLC
    2026 : Assigned to Bunker Hill Technologies LLC

NPE / troll-pattern signals

1. Shell-entity transfer — present.

   • 2025-02-20 (executed) / recorded 2025-02-20 — Reel 063717/0402: From DOLBY INTELLECTUAL PROPERTY LICENSING, LLC to EDISON INNOVATIONS, LLC. The name "Edison Innovations, LLC" suggests a licensing-focused entity.
   • 2026-04-09 (executed) / recorded 2026-04-09 — Reel 065096/0200: From EDISON INNOVATIONS LLC to BUNKER HILL TECHNOLOGIES, LLC. "Bunker Hill Technologies, LLC" similarly suggests a shell entity for patent assertion.

2. Known asserter in the chain — unclear. Neither EDISON INNOVATIONS, LLC nor BUNKER HILL TECHNOLOGIES, LLC are explicitly listed on the provided example NPE lists (Acacia Research Corp, Marathon Patent Group, etc.) through general web searches. Further investigation of RPX and Unified Patents databases would be needed for a definitive "present" or "not present" status.

3. Repeat correspondent across the chain — present.

   • JOHN F. CLEVELAND, JR. (GENERAL ELECTRIC COMPANY GLOBAL PATENT OPERATION) appears as correspondent on reels 038692/0501, 063851/0805, and 063851/0804. This shows the handling of the initial assignments within the GE corporate structure.
   • Jeffrey M. Nautilus, 222 S. Columbia Road, Suite 200, Akron, OH 44321 appeared on reel 063717/0402.
   • MICHAEL J. FEENEY, K & L GATES LLP, ONE LINCOLN STREET, BOSTON, MA 02111-2950 appeared on reel 065096/0200. While the initial GE internal transfers show a repeat correspondent, the later transfers to Edison Innovations and Bunker Hill Technologies involve different correspondents. There isn't a single repeat correspondent across the entire chain that would flag a typical single-NPE family structure, however, the appearance of specific patent assertion attorneys or firms is a signal.

4. Cascading transfers — present.

   • 2025-02-20 (executed) / recorded 2025-02-20 — Reel 063717/0402 (assigned to Edison Innovations, LLC)
   • 2025-03-26 (executed) / recorded 2025-03-26 — Reel 063851/0805 (assigned to GE IP Licensing, LLC)
   • 2025-03-26 (executed) / recorded 2025-03-26 — Reel 063851/0804 (name changed to Dolby IP Licensing, LLC)
   • 2026-04-09 (executed) / recorded 2026-04-09 — Reel 065096/0200 (assigned to Bunker Hill Technologies, LLC)
     This represents a series of transfers and a name change within a short period (approximately 14 months) which suggests a rapid movement of the patent, possibly in preparation for assertion.

5. Pre-litigation transfer — present. The assignment to Bunker Hill Technologies, LLC on 2026-04-09 (Reel 065096/0200) is within two months of a litigation filing in the Texas Eastern District Court, case number 2:26-cv-00230, which is inferred to be in 2026. This strongly indicates the chain was arranged to enable assertion. The litigation record also shows filings in 2025 (2:25-cv-01133 and 2:25-cv-01116) which aligns with the transfer to Edison Innovations, LLC on 2025-02-20 (Reel 063717/0402), suggesting that particular transfer was also pre-litigation.

6. Bankruptcy fire-sale — not present. The assignor, General Electric Co, is still operating.

7. Privateering — unclear. While the patent originated from an operating company (GE), and it has been transferred to entities that appear to be licensing-focused, there is no direct evidence from the provided text or common knowledge to confirm if GE is funding or directing Bunker Hill Technologies, LLC to assert this patent on its behalf against competitors.

8. Defensive aggregator (anti-NPE) — not present. The chain does not terminate at a known defensive aggregator.

Verdict

NPE — high confidence

This verdict is supported by several strong signals. The patent moved from an operating company (General Electric Co.) to entities with "Innovations" and "Technologies" in their names (Edison Innovations, LLC and Bunker Hill Technologies, LLC), which are typical designations for shell entities that do not produce products. The most compelling evidence is the pattern of pre-litigation transfers, with the assignment to Bunker Hill Technologies, LLC on 2026-04-09 (Reel 065096/0200) occurring shortly before an active litigation case filed in 2026, and earlier transfers in 2025 (Reel 063717/0402) coinciding with 2025 litigation filings. These cascading transfers within a short timeframe strongly suggest a deliberate setup for patent assertion.

For verification, see the USPTO Assignment Center search for US9914365: https://assignmentcenter.uspto.gov/patents/9914365

To identify the most relevant prior art for US Patent 9914365, we must examine the patents cited by US9914365 and determine which ones meet the criteria for anticipation under 35 U.S.C. § 102, considering the priority date of US9914365.

US Patent 9914365 B2 claims priority to an application filed on December 18, 2009 (U.S. patent application Ser. No. 12/641,359). Therefore, only patents or printed publications with an effective filing date before December 18, 2009, can anticipate the claims of US9914365. Furthermore, direct ancestors in the patent family cannot anticipate their progeny.

Upon reviewing the "Cited patents" section for US9914365 on Google Patents, and cross-referencing with the patent's priority chain as stated in its specification, the following observations are made:

• US8698451B2 (U.S. Pat. No. 8,698,451) and US20110156641A1 (application Ser. No. 12/641,359) are direct parent applications of US9914365 and thus cannot serve as prior art for anticipation under 35 U.S.C. § 102.
• The majority of other US patents and patent applications cited by US9914365, such as US8283884B2, US8847551B2, US8941344B2, US9000732B2, US9006900B2, US9056525B2, US9156321B2, US9227521B2, US9283838B2, US9318928B2, and US20130099745A1, have filing dates after December 18, 2009. Therefore, they cannot anticipate the claims of US9914365 that are entitled to the December 18, 2009 priority date.

The most relevant prior art from the cited US patents that precedes the December 18, 2009 priority date of US9914365 is US7940026B2.

Analysis of US7940026B2

1. US7940026B2 - Charging system with vehicle to grid communication

• Full Citation: US7,940,026 B2 to King et al.

• Publication/Issue Date: Issued May 10, 2011.

• Filing Date: January 28, 2008 (Application No. 12/021,200).

• Brief Description: This patent describes a system for charging an electric vehicle and for enabling vehicle-to-grid (V2G) power flow. It discloses a vehicle equipped with an energy storage device, an AC motor, a bi-directional inverter, and a controller. The inverter is configured to convert DC power from the energy storage device to AC for driving the motor, and also to convert AC power from an external AC power system (grid) to DC to charge the energy storage device. The vehicle's controller is designed to manage this power flow and can communicate with an external entity (e.g., a utility grid controller) to coordinate operations, including charging rate and V2G energy exchange.

• Potential Anticipation (35 U.S.C. § 102): US7940026B2 teaches several fundamental aspects also present in US9914365, such as:

  • A vehicle having an energy storage device (e.g., battery).
  • A voltage converter (bi-directional inverter) configured to both drive an electromechanical device (AC motor) and convert voltage from a remote power supply (AC grid) to charge the energy storage device.
  • A vehicle controller that controls this voltage converter for charging and communicates with a remote controller.

  However, US7940026B2 does not appear to anticipate any of the independent claims of US9914365 (Independent Claims 1, 2, and 3). The key distinguishing feature of US9914365, as defined in its independent claims, is the specific architecture for rapid charging involving:

  • Communication between a first controller (on-board the vehicle) and a second remote controller.
  • This communication causes a second charging voltage to be provided to the first energy storage device.
  • This second charging voltage originates from a second remote power supply or a first energy conversion system located remotely from the vehicle (comprising a second voltage converter and a second controller).
  • This second charging voltage is delivered via a second power bus and is combined with the vehicle's own charging current for rapid charging.

  US7940026B2 primarily focuses on a single external AC power system (the utility grid) interacting with the vehicle's onboard charging capabilities, often for V2G functions, without disclosing the combination of two distinct remote charging voltages from separate remote conversion systems, specifically orchestrated for rapid charging, as claimed in US9914365.

Summary: While US7940026B2 is the only cited US patent that qualifies as anticipatory prior art under 35 U.S.C. § 102 based on the priority date, it does not disclose all elements of the independent claims of US9914365, particularly the specific arrangement for rapid charging using multiple coordinated remote power supplies/conversion systems.

The following analysis addresses the obviousness of US Patent 9914365 under 35 U.S.C. § 103, building upon the prior art identified previously. The effective filing date for US9914365, based on its priority claim, is December 18, 2009.

Most Relevant Prior Art

As established in the "Prior art" section, US7940026B2 (King et al.) is the most relevant prior art from the cited references that precedes the December 18, 2009 priority date of US9914365. This patent describes a system for charging an electric vehicle and for vehicle-to-grid (V2G) power flow. It discloses a vehicle equipped with an energy storage device, an AC motor, a bi-directional inverter (voltage converter), and a controller. The inverter converts DC power from the energy storage device to AC to drive the motor, and also converts AC power from an external AC power system (grid) to DC to charge the energy storage device. The vehicle's controller manages this power flow and communicates with an external entity (e.g., a utility grid controller) to coordinate operations, including charging rate and V2G energy exchange.

While US7940026B2 teaches fundamental aspects of electric vehicle charging, it does not explicitly disclose the specific architecture for rapid charging involving the combination of a vehicle's onboard charging current with a second charging voltage from a second remote power supply or a remote energy conversion system, coordinated by a second controller, as claimed in US9914365. The primary focus of US7940026B2 is on single-vehicle charging from the grid and V2G functionality.

Obviousness Analysis (35 U.S.C. § 103)

To demonstrate obviousness, one must show that a Person Having Ordinary Skill in the Art (PHOSITA) would have been motivated to combine prior art references or known concepts to arrive at the claimed invention, with a reasonable expectation of success, at the time of the invention (i.e., before December 18, 2009).

Proposed Combination:
US7940026B2 in combination with general knowledge in the field of electric vehicle power systems and electrical engineering principles.

Reasoning for Obviousness:

1. Baseline System (from US7940026B2):

   • US7940026B2 teaches an electric vehicle (40) comprising an energy storage device (42) and a bi-directional inverter (44) (a first voltage converter). This inverter is configured to convert DC power from the energy storage device to AC to drive an electromechanical device (AC motor 46) and to convert AC power from a remote power supply (utility grid) into DC to charge the energy storage device.
   • The vehicle also includes a first controller (48) configured to control the inverter for charging and to communicate with a remote utility grid controller (20). This covers many elements of the independent claims of US9914365 related to the vehicle's onboard system and communication with a remote entity.
   • Crucially, US7940026B2 also teaches that the vehicle's inverter can operate in a V2G mode, meaning it can supply power to an external system (the grid). This demonstrates that the vehicle's onboard power electronics are capable of acting as a power source for an external load.

2. Motivation for Rapid Charging (General Knowledge):

   • At the priority date of December 18, 2009, the slow charging times of electric vehicles were a well-recognized drawback hindering widespread adoption. A PHOSITA in the field would have been acutely aware of the need for "rapid charging" solutions. The primary way to achieve rapid charging is to increase the power (current and/or voltage) delivered to the vehicle's battery.

3. Motivation to Combine Multiple Power Sources (General Electrical Engineering Principles):

   • A PHOSITA would understand the fundamental electrical engineering principle that current delivered to a load can be increased by combining multiple power sources in parallel.
   • Given the limitations of single onboard chargers and the high cost and complexity associated with designing and implementing large, dedicated off-board rapid charging units, a PHOSITA would be motivated to find more cost-effective means to deliver higher charging power.
   • Recognizing the V2G capability of vehicle inverters as taught by US7940026B2 (i.e., their ability to act as power sources), it would be a logical and economical design choice to repurpose the power electronics of other available vehicles (or even a simplified, smaller dedicated external charging unit, as shown in later embodiments of US9914365) as an auxiliary "second remote power supply." This directly addresses the stated problem in US9914365 of reducing dedicated components and increasing available charging current.

4. Coordination of Multiple Sources (Routine Engineering):

   • When combining multiple power sources to feed a single load (such as a vehicle battery), it is routine engineering practice to employ a centralized control system to manage and coordinate their operation. Thus, a PHOSITA would find it obvious to include a "second controller" (e.g., located at a charging station, as depicted in US9914365's FIG. 1) to communicate with the vehicle's "first controller" to regulate the combined "first charging voltage" from the onboard system and the "second charging voltage" from the auxiliary source(s) to ensure safe and efficient "rapid charging" of the target vehicle's energy storage device. The use of a shared DC bus (also described in US9914365) is a common topology for combining multiple DC power sources.

Conclusion:
A PHOSITA, starting with the teachings of US7940026B2 and motivated by the well-known need for rapid and cost-effective electric vehicle charging, would have found it obvious to augment the charging capabilities of a vehicle's onboard system by incorporating a second remote power supply. This remote supply could logically be derived from the underutilized power electronics of other vehicles (given their V2G capabilities in US7940026B2) or a dedicated external unit, all coordinated by a central controller to achieve rapid charging. This combination represents a logical step for a PHOSITA to overcome existing limitations in charging technology. Therefore, the independent claims of US9914365 would likely be rendered obvious by this combination of prior art and general engineering principles.

To provide the most accurate and up-to-date information regarding US Patent 9914365, a direct query of the USPTO's Patent Center or Public Search database would be necessary, as specific Patent Term Adjustment (PTA) and Patent Term Extension (PTE) calculations are provided within those official records. However, based on the provided patent text and general USPTO rules, the following details can be established:

Patent Term Adjustments (PTA) and Patent Term Extensions (PTE):
Specific values for Patent Term Adjustments (PTA) or Patent Term Extensions (PTE) for US9914365 are not explicitly detailed in the provided patent text or the general search results.

• PTA compensates for certain delays caused by the USPTO during the patent prosecution process. This is calculated based on specific statutory deadlines, such as the USPTO failing to issue an office action within 14 months of filing, or failing to issue a patent within three years of the filing date.
• PTE extends the patent term to compensate for delays due to regulatory review processes before a product can be commercially marketed, typically for pharmaceutical patents. There is no indication from the patent's subject matter that it would be eligible for PTE.

To determine the exact PTA or PTE, if any, for US9914365, one would need to consult the "Patent Term Adjustments" section within the official USPTO file wrapper for application US15/265,404.

Continuation Applications:
US Patent 9914365 is part of a continuation chain:

• It is a continuation of U.S. patent application Ser. No. 14/219,201, filed March 19, 2014.
• Application Ser. No. 14/219,201, in turn, is a continuation of U.S. patent application Ser. No. 12/641,359, filed December 18, 2009. This earlier application matured into U.S. Pat. No. 8,698,451.

Divisional Applications:
The provided patent text does not explicitly mention any divisional applications stemming from US9914365 or its direct parent applications. Divisional applications typically arise when the USPTO issues a restriction requirement, indicating that a single application contains two or more independent and distinct inventions.

Related Family Members:
The following related family members are identifiable from the patent information:

• US9914365B2: The patent itself.
• US15/265,404: The application number for US9914365.
• US20170001528A1: A patent application publication for the same application as US9914365.
• US14/219,201: A direct parent application (continuation of US12/641,359).
• US12/641,359: The earliest parent application in the chain, claiming priority to December 18, 2009.
• US8,698,451B2: The patent issued from application Ser. No. 12/641,359.

Projected Expiration Date:
The anticipated expiration date for US9914365 is December 18, 2029. This date is derived from the earliest priority date of December 18, 2009 (of application Ser. No. 12/641,359) plus 20 years, which is the standard patent term for utility patents filed on or after June 8, 1995. This calculation does not account for any potential Patent Term Adjustments (PTA) that may have been granted due to USPTO delays, or Patent Term Extensions (PTE).

Defensive Disclosure: US Patent 9914365 Derivatives

This document outlines potential derivative works and technical disclosures related to US Patent 9914365, "Apparatus and method for rapid charging using shared power electronics." The objective is to establish prior art for various incremental improvements, thereby rendering them obvious or non-novel for future competitive advancements. This disclosure avoids summarizing the existing patent and focuses solely on novel variations.

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Derivatives of Independent Claim 1 (Apparatus)

Independent Claim 1 describes an apparatus comprising a first energy storage device, a first voltage converter (bi-directional), and a first controller communicating with a second remote controller to enable a second charging voltage for rapid charging.

Derivative 1.1: GaN-based Ultra-High Frequency Bidirectional Converter

Enabling Description:
This apparatus utilizes a first voltage converter constructed with Gallium Nitride (GaN) high-electron-mobility transistors (HEMTs) in a multi-level topology (e.g., flying capacitor multilevel inverter or cascaded H-bridge) for significantly increased switching frequencies (e.g., 200 kHz to 1 MHz) compared to conventional silicon IGBTs. This allows for a drastic reduction in the size and weight of associated passive components (inductors, capacitors), leading to higher power density and efficiency. The first controller implements advanced control algorithms (e.g., space vector modulation with adaptive switching frequency control) specifically optimized for GaN device characteristics to minimize switching losses and manage thermal dissipation, enabling the first voltage converter to achieve 98% efficiency during both motoring and rapid charging modes. Communication with the second controller is optimized for high-bandwidth, low-latency data exchange to synchronize the GaN-based converter's output with the second charging voltage, ensuring seamless power aggregation on the DC bus. The first energy storage device is a solid-state battery (SSB) with enhanced power density and cycle life, leveraging fast charging capabilities.

graph TD
    A[First Energy Storage Device (SSB)] --> B(DC Bus)
    B -- High-Freq DC --> C{First Voltage Converter (GaN Multilevel Inverter)}
    C -- High-Freq AC --> D[Electromechanical Device]
    E[Remote Power Supply] -- AC --> F(AC-DC Rectifier)
    F -- DC --> B
    G[First Controller] -- Control --> C
    G -- Data --> H[Second Controller (Remote)]
    H -- Control --> I[Second Voltage Converter (Remote)]
    I -- DC --> B
    subgraph Rapid Charging
        F --> B
        I --> B
    end
    style C fill:#f9f,stroke:#333,stroke-width:2px
    style G fill:#ccf,stroke:#333,stroke-width:2px
    style H fill:#ccf,stroke:#333,stroke-width:2px

Derivative 1.2: Cryogenically Cooled Superconducting Energy Storage System

Enabling Description:
This apparatus integrates a high-temperature superconducting (HTS) magnetic energy storage (SMES) coil as the first energy storage device, operating at cryogenic temperatures (e.g., 77K using liquid nitrogen) to achieve extremely high power density and near-unity efficiency during charge/discharge cycles. The first voltage converter is a specialized cryo-compatible DC-DC converter, utilizing SiC MOSFETs designed for operation within or adjacent to the cryogenic environment, minimizing thermal transfer. This converter handles megawatt-scale power flows with minimal resistive losses. The electromechanical device is a direct-drive superconducting motor. The first controller employs predictive thermal management algorithms to optimize the SMES coil's temperature and charge rate, coordinating with the second controller for the provision of the second charging voltage. The combined power allows for charging rates of >5C for large-scale industrial or grid-support applications.

graph TD
    A[HTS SMES (77K)] --> B(Cryo-Compatible DC Bus)
    B -- MW DC --> C{Cryo SiC DC-DC Converter}
    C -- Control --> D[Superconducting Motor]
    E[First Controller] -- Predictive Thermal Mgmt --> C
    E -- Sync Control --> F[Second Controller (Remote)]
    F -- Power Provision --> G[Second Remote Power Supply]
    G -- Augmented DC --> B
    subgraph Rapid Charging
        C --> B
        G --> B
    end
    style A fill:#afe,stroke:#333,stroke-width:2px
    style C fill:#f9f,stroke:#333,stroke-width:2px

Derivative 1.3: Marine Vessel Shore-to-Ship Rapid Charging System

Enabling Description:
This apparatus is designed for electric marine vessels (e.g., ferries, tugboats). The first energy storage device is a large-scale marine-grade battery pack (e.g., 2 MWh LiFePO4). The first voltage converter is the vessel's propulsion inverter, rated for multi-megawatt AC motor drive for marine thrusters. When the vessel is docked, the first controller (on-board ship) communicates with a shore-side second controller (at the charging station). This shore-side controller orchestrates the transfer of a second charging voltage from a dedicated shore power converter and potentially from the propulsion inverters of other docked or connected vessels (acting as remote energy conversion systems) via a shared shore DC bus. This combined power flow enables rapid charging of the marine vessel's battery, reducing port turnaround times. The connection system uses high-current, liquid-cooled plugs compliant with maritime standards.

graph TD
    subgraph Electric Marine Vessel
        A[Marine Battery Pack] --> B(Vessel DC Bus)
        B -- Propulsion DC --> C{Vessel Propulsion Inverter}
        C -- AC --> D[Marine Thruster Motor]
        E[Vessel Controller] -- Control --> C
        E -- Communication (IEC 61892) --> F[Shore-Side Controller]
    end
    subgraph Charging Station (Shore)
        G[Shore Power Grid] -- AC --> H[Dedicated Shore Converter]
        H -- DC --> I(Shared Shore DC Bus)
        J[Other Docked Vessels' Inverters] -- DC --> I
        F -- Control --> H
        F -- Control --> J
        I -- High-Power DC Link --> B
    end
    E -- Request Charge --> F
    F -- Coordinate --> E
    H & J --> I
    I --> B

Derivative 1.4: AI-Optimized Adaptive Charging Network (ACN) with Swarm Intelligence

Enabling Description:
This apparatus features an AI-driven first controller on-board the vehicle, which continuously monitors the first energy storage device's state (SoC, SoH, temperature, internal resistance) and predicts optimal charging profiles using deep learning models. This controller communicates with a second remote controller, which is part of a distributed charging network employing swarm intelligence. The second controller coordinates multiple adjacent energy conversion systems (e.g., other vehicles' inverters, stationary battery storage, local solar PV) to collectively supply the second charging voltage. The AI algorithms optimize power allocation in real-time, considering battery degradation models, grid load balancing, localized energy prices, and individual vehicle charging priorities. Charging currents are dynamically adjusted across multiple parallel paths to maximize charging speed while extending battery lifespan and minimizing local grid impact. Data is exchanged securely with cryptographic protocols.

graph TD
    subgraph Vehicle (First Apparatus)
        A[First Energy Storage Device] --> B(Vehicle DC Bus)
        B -- DC --> C{First Voltage Converter}
        C -- AC --> D[Electromechanical Device]
        E[First Controller (AI Agent)] -- Control --> C
        E -- Data (Secured Protocol) --> F[Shared DC Bus Controller (AI Orchestrator)]
        A -- Telemetry (IoT Sensors) --> E
    end
    subgraph Adaptive Charging Network
        F -- Optimization Commands --> G[Remote Energy Conversion System 1]
        F -- Optimization Commands --> H[Remote Energy Conversion System 2]
        F -- Optimization Commands --> I[...]
        G -- DC --> J(Shared DC Bus)
        H -- DC --> J
        I -- DC --> J
        J -- Aggregated DC --> B
        F -- Grid/Renewable Data --> K[Grid Management System]
        K -- Power Flow --> G
        K -- Power Flow --> H
        K -- Power Flow --> I
    end
    E --> F
    J --> B

Derivative 1.5: Passive Power-Sharing System with Thermal Dissipation Management

Enabling Description:
This apparatus operates in a low-power, limited-functionality mode or a safe-fail condition where the rapid charging capability is temporarily suspended or reduced. In this scenario, the first controller detects an anomaly (e.g., elevated internal temperature of the first voltage converter, partial failure of an inverter leg, or degraded insulation resistance). Instead of relying on active boosting from the first voltage converter and external sources, the system defaults to a direct, current-limited rectification of the remote power supply. The second charging voltage from the second remote power supply is provided as a lower, trickle-charge current via passive current-sharing resistors or inductors on the shared DC bus, rather than actively controlled boosting. This "limp-home" or "maintenance charge" mode prevents further damage to components while ensuring a minimal energy transfer. The first controller monitors a set of critical fault parameters and broadcasts a reduced capability status to the second controller, which then adjusts its output to a safe, pre-defined low-power profile.

stateDiagram-v2
    [*] --> Idle
    Idle --> Connected: Plug-in
    Connected --> Charging_Request: User Selects Mode
    Charging_Request --> Rapid_Charging: Normal Operation
    Rapid_Charging --> Fault_Detected: Component Over-temp / Fault
    Fault_Detected --> Safe_Mode_Charging: Degraded Operation
    Safe_Mode_Charging --> Charging_Complete: Low Power Charge Complete
    Rapid_Charging --> Charging_Complete: Normal Charge Complete
    Charging_Complete --> Disconnected: Unplug
    Disconnected --> Idle
    Safe_Mode_Charging --> Emergency_Shutdown: Critical Failure
    Emergency_Shutdown --> [*]

    state Rapid_Charging {
        Rapid_Charging: High Power, Coordinated
        Rapid_Charging --> Monitor_Thermal_Load
        Monitor_Thermal_Load --> Fault_Detected: Thermal Exceeded
    }
    state Safe_Mode_Charging {
        Safe_Mode_Charging: Low Power, Passive Sharing
        Safe_Mode_Charging --> Current_Limit_Engaged
    }

---

Derivatives of Independent Claim 2 (Method)

Independent Claim 2 describes a method for rapid charging, involving coupling a first energy storage device to a first voltage converter, configuring a first controller to use the first voltage converter for a first charging voltage, and configuring the first controller to cause a second charging voltage from a second remote power supply to be provided for rapid charging.

Derivative 2.1: Method for Interoperable Multi-Standard Charging Protocol Negotiation

Enabling Description:
This method enhances the rapid charging process by dynamically negotiating charging parameters between the first controller (on-board vehicle) and the second controller (charging station) using an extended communication protocol that supports multiple charging standards (e.g., CCS, CHAdeMO, GB/T, Tesla Supercharger). The method involves an initial handshake where the first controller advertises its supported protocols and maximum charging capabilities (voltage, current, power) for both its internal converter and for receiving external power. The second controller then analyzes this information, along with the availability and capabilities of connected remote power supplies, the current grid conditions, and the vehicle's requested charging speed. It then selects the optimal charging standard and power distribution strategy, instructing the first voltage converter and the second remote power supply to establish the first and second charging voltages according to the agreed-upon profile. This allows for universal rapid charging without requiring dedicated hardware for each standard on the vehicle.

sequenceDiagram
    participant VC as Vehicle Controller (First Controller)
    participant CS as Charging Station Controller (Second Controller)
    participant RP1 as Remote Power Supply 1
    participant RP2 as Remote Power Supply 2

    VC->CS: Initiate_Charging_Request (Desired_Mode: Rapid, Supported_Protocols: [CCS, CHAdeMO], Max_Onboard_Power: X kW)
    CS->VC: Acknowledge_Request (Available_Protocols: [CCS], Available_Power_Sources: [RP1, RP2])
    CS->CS: Evaluate_Charging_Strategy (based on vehicle capabilities, grid, energy price, RP availability)
    CS->VC: Negotiate_Charging_Profile (Protocol: CCS, Target_Voltage: Y V, Target_Current: Z A, Split: {Onboard: Z1 A, RP1: Z2 A, RP2: Z3 A})
    VC->CS: Accept_Charging_Profile
    CS->RP1: Command_Set_Output (Voltage: Y V, Current: Z2 A)
    CS->RP2: Command_Set_Output (Voltage: Y V, Current: Z3 A)
    VC->VC: Configure_Onboard_Converter (to generate Z1 A at Y V)
    CS->VC: Close_Contactor_Shared_DC_Bus
    VC-->VC: Monitor_Battery_Status
    VC->CS: Send_Status_Updates (SoC, Temp, Health)
    CS->CS: Dynamically_Adjust_Power (if needed)
    CS->VC: Send_Adjustment_Commands
    Note over VC,CS: Rapid Charging in Progress
    VC->CS: Charging_Complete / Stop_Request
    CS->RP1: Command_Disable_Output
    CS->RP2: Command_Disable_Output
    CS->VC: Open_Contactor_Shared_DC_Bus

Derivative 2.2: Thermal-Aware Adaptive Charging Method for Battery Longevity

Enabling Description:
This method focuses on optimizing battery health during rapid charging. The first controller integrates a sophisticated battery thermal model and state-of-health (SoH) estimator. During rapid charging, the first controller continuously monitors individual battery cell temperatures, internal impedance, and degradation indicators. It uses this data to predict potential thermal runaway or accelerated aging. This information is then communicated to the second controller, which dynamically adjusts the magnitude and duty cycle of the first and second charging voltages. For instance, if a battery hot spot is detected, the second controller might reduce the current from the second remote power supply and request the first controller to lower its contribution, or even implement a pulsed charging strategy with integrated cooling cycles. This adaptive method prioritizes battery longevity over peak charging speed when thermal limits are approached, extending the overall useful life of the energy storage device.

flowchart TD
    A[Vehicle Controller (First Controller)] -- Monitor --> B{Battery Pack (Temp, SoH)}
    B -- Data --> A
    A -- Predict Thermal Risk --> C{Thermal Model / SoH Estimator}
    C -- Risk Level / Recommended Action --> D[Charging Station Controller (Second Controller)]
    D -- Adjust Commands --> E[First Voltage Converter (Vehicle)]
    D -- Adjust Commands --> F[Second Remote Power Supply]
    E -- First Charging Voltage --> G[Energy Storage Device]
    F -- Second Charging Voltage --> G
    subgraph Adaptive Charging Loop
        A -- (Pulsed Current/Voltage) --> G
        D -- (Reduced Power) --> G
    end

Derivative 2.3: Blockchain-Validated Peer-to-Peer (P2P) Energy Sharing

Enabling Description:
This method describes a P2P energy sharing model for rapid charging within a localized network of electric vehicles (EVs). The first controller of the charging EV initiates a request for rapid charging, broadcasting its energy needs and desired price per kilowatt-hour onto a localized blockchain network. The second controllers of other connected EVs with surplus energy and bi-directional charging capabilities (acting as "second remote power supplies") detect this request. They then autonomously offer to contribute a second charging voltage, specifying their available power and asking price. Smart contracts on the blockchain validate these offers, mediate the energy transaction, and securely record the energy transfer and payment. The second controller of the charging station facilitates the physical power flow via shared DC buses but the financial transaction and trust verification are handled by the distributed ledger, ensuring transparency and enabling dynamic pricing models based on local supply and demand among vehicles.

sequenceDiagram
    participant EV_A as Charging EV (First Controller)
    participant EV_B as Supplying EV (Second Controller 1)
    participant EV_C as Supplying EV (Second Controller 2)
    participant CS as Charging Station (Central Node)
    participant BC as Blockchain Network

    EV_A->BC: Request_Charge (kW, Price_Bid)
    EV_B->BC: Offer_Energy (kW_avail, Price_Ask)
    EV_C->BC: Offer_Energy (kW_avail, Price_Ask)
    BC->EV_A: Validate_Offers (from EV_B, EV_C)
    EV_A->BC: Select_Offers (e.g., EV_B)
    BC->EV_B: Initiate_Smart_Contract
    CS->CS: Establish_Physical_Connection (EV_A, EV_B)
    CS->EV_B: Command_Begin_Power_Export
    CS->EV_A: Command_Begin_Power_Import
    Note over EV_A,EV_B: Energy Transfer in Progress
    EV_B->CS: Monitor_Export_Telemetry
    EV_A->CS: Monitor_Import_Telemetry
    CS->BC: Record_Transaction_Data (Energy_Transferred, Duration)
    BC->EV_A: Deduct_Funds
    BC->EV_B: Distribute_Payment
    EV_A->BC: Confirm_Transaction

Derivative 2.4: Integrated Hydrogen Fuel Cell Assisted Charging

Enabling Description:
This method involves coupling a first energy storage device (e.g., Li-ion battery) to a first voltage converter, where the first controller is configured to cause the first voltage converter to provide a first charging voltage. Additionally, the second remote power supply is a modular hydrogen fuel cell system. The method configures the first controller to communicate with a second controller integrated into the fuel cell system. This second controller manages the fuel cell's power output, converting the fuel cell's DC output into a second charging voltage. This second charging voltage is then combined with the first charging voltage from the vehicle's onboard converter to rapidly charge the first energy storage device. The system can dynamically adjust the power contribution from the fuel cell based on hydrogen availability, load demand, and grid conditions, providing a localized, emission-free augmentation to the charging process.

graph TD
    A[Vehicle Energy Storage Device] --> B(Vehicle DC Bus)
    B -- DC --> C{Vehicle Voltage Converter}
    C -- AC --> D[Motor]
    E[Vehicle Controller] -- Control --> C
    E -- Comm --> F[Fuel Cell Controller (Second Controller)]
    subgraph Fuel Cell System
        G[Hydrogen Tank] --> H[Fuel Cell Stack]
        H -- DC Power --> I{Fuel Cell DC-DC Converter}
        I -- DC --> J(Shared DC Voltage Bus)
    end
    J --> B
    E & F -- Coordinated Power Delivery --> B

Derivative 2.5: Demand-Response Optimized Charging using Predictive Analytics

Enabling Description:
This method leverages predictive analytics for rapid charging within a smart grid context. The first controller collects usage patterns, planned travel routes, and desired departure times from the vehicle's owner. This data, along with the current state of the first energy storage device, is transmitted to the second controller at the charging station. The second controller processes this data using predictive algorithms that forecast future energy demand, local renewable energy generation, and real-time electricity pricing. It then dynamically schedules and adjusts the delivery of the first and second charging voltages. For example, it might initiate a rapid charge during periods of low grid demand or high renewable availability (e.g., midday solar peak), even if the immediate need for rapid charging isn't critical, to optimize energy costs and grid stability. Conversely, if grid stress is high, it might suggest a delayed or slower charge. This method balances rapid charging needs with grid sustainability and economic efficiency.

sequenceDiagram
    participant VC as Vehicle Controller (First Controller)
    participant CS as Charging Station Controller (Second Controller)
participant G as Smart Grid
    VC->CS: Upload_Usage_Data (Route, Departure, SoC)
    CS->G: Request_Grid_Status (Demand, Renewables, Price)
    G->CS: Provide_Grid_Data
    CS->CS: Run_Predictive_Analytics (Optimal_Charging_Window, Power_Target)
    CS->VC: Suggest_Charging_Plan (Start_Time, Duration, Power_Level)
    VC->CS: Accept_Plan / Override_Request
    alt If Plan Accepted
        CS->CS: Prepare_Charging_Resources (First_VC, Second_PS)
        CS->VC: Initiate_Coordinated_Charge (Power_Profile)
        VC->VC: Control_First_VC
        CS->CS: Control_Second_PS
        Note over VC,CS: Rapid Charging (Adaptive)
    else If Override Requested
        CS->CS: Adjust_Plan_Instantly (Max_Available_Power_Now)
        CS->VC: Initiate_Coordinated_Charge (Immediate_High_Power)
        VC->VC: Control_First_VC
        CS->CS: Control_Second_PS
        Note over VC,CS: Rapid Charging (Immediate)
    end

---

Derivatives of Independent Claim 3 (System)

Independent Claim 3 describes a system with a first power bus, a second power bus, a first vehicle (with its energy storage device, motor, voltage converter, and first controller), and a first energy conversion system (remote from the vehicle, with a second voltage converter and second controller) providing a second charging voltage for rapid charging.

Derivative 3.1: Distributed Network of Mobile Energy Storage (Power Banks on Wheels)

Enabling Description:
This system envisions a network where the "first energy conversion system" is not a stationary charging station, but another electric vehicle specifically configured as a mobile energy storage unit (MESU) or "power bank on wheels." These MESUs are equipped with large-capacity energy storage devices and robust bi-directional voltage converters optimized for both vehicle propulsion and high-power energy transfer. The second power bus is a standardized high-voltage DC coupling port on the MESU. The MESU's second controller communicates with the first vehicle's controller via a wireless mesh network (e.g., IEEE 802.11s) and orchestrates the delivery of the second charging voltage. The MESU can draw power from the first power bus (utility grid) at opportunistic times to charge its own battery, then deploy to locations needing rapid vehicle charging, effectively decentralizing the charging infrastructure.

graph LR
    subgraph Grid Infrastructure
        A[First Power Bus (Utility Grid)]
    end
    subgraph Mobile Energy Storage Unit (MESU)
        B[MESU Energy Storage] -- DC --> C{MESU Voltage Converter}
        C -- AC --> D[MESU Motor]
        E[MESU Controller (Second Controller)] -- Control --> C
        C -- DC --> F(Second Power Bus - DC Coupling Port)
        E -- Wireless Mesh (802.11s) --> G[First Vehicle Controller]
        A -- AC Charge --> C
    end
    subgraph First Vehicle
        G[First Vehicle Controller] -- Control --> H{First Vehicle Voltage Converter}
        H -- AC --> I[First Vehicle Motor]
        H -- DC --> J[First Vehicle Energy Storage]
        F -- High-Power DC Link --> J
    end
    E -- Coordinate Power Transfer --> G
    C -- Rapid Charge --> J

Derivative 3.2: Industrial Fleet Management Charging System

Enabling Description:
This system is deployed in an industrial setting for charging a fleet of electric material handling equipment (e.g., forklifts, automated guided vehicles (AGVs)). The first vehicle (e.g., a forklift) comprises its traction battery (first energy storage device), drive motor, and onboard DC-DC converter (first voltage converter) suitable for its voltage range (e.g., 48V-96V). The first power bus is the facility's localized DC microgrid. The first energy conversion system is a centralized charging hub, comprising a large DC-DC converter (second voltage converter) drawing power from the facility's main AC supply or a dedicated DC bus. The second controller at the charging hub dynamically dispatches charging slots and power levels based on operational schedules, real-time battery status of the forklifts, and shift changes, ensuring maximum fleet uptime. The second power bus is a robust, quick-connect DC interface in each charging bay.

flowchart TD
    A[Facility AC Supply] --> B{AC-DC Rectifier}
    B -- DC --> C(Facility DC Microgrid)
    subgraph Central Charging Hub (First Energy Conversion System)
        C -- DC --> D{Central DC-DC Converter (Second Voltage Converter)}
        D -- DC --> E(Shared DC Power Bus - Charging Bays)
        F[Hub Controller (Second Controller)] -- Control --> D
        F -- Schedule/Monitor --> G[Fleet Management System]
    end
    subgraph Electric Forklift (First Vehicle)
        E -- Quick-Connect DC --> H{Onboard DC-DC Converter (First Voltage Converter)}
        H -- DC --> I[Forklift Battery (First Energy Storage)]
        H -- DC --> J[Forklift Motor]
        K[Forklift Controller (First Controller)] -- Control --> H
        K -- Report Status --> F
    end
    G -- Optimize Fleet --> F
    F -- Commands --> K
    D -- Rapid Charge --> I

Derivative 3.3: Dynamic Voltage Bus for Extreme Fast Charging (XFC)

Enabling Description:
This system implements a dynamic, multi-voltage shared DC bus as the second power bus. Instead of a fixed DC voltage, the second remote power supply (first energy conversion system) and the vehicle's onboard converter are capable of operating across a wide output voltage range (e.g., 400V to 1500V). The second controller dynamically adjusts the voltage of the second power bus to match the optimal charging voltage profile required by the first energy storage device, which might change during different phases of charging (e.g., constant current phase at lower voltage, constant voltage phase at higher voltage). This reduces conversion losses and allows for higher power transfer by minimizing current for a given power level. The communication protocol between the first and second controllers includes real-time voltage synchronization commands to prevent current surges or mismatches when combining the first and second charging voltages. The first power bus is a high-voltage AC utility connection.

graph TD
    A[First Power Bus (High-Voltage AC Grid)] -- AC --> B{Rectifier/PFC}
    B -- DC --> C(HV DC Link)
    subgraph Remote Energy Conversion System
        C -- DC --> D{Second Voltage Converter (Bidirectional, Wide-Range DC-DC)}
        D -- Dynamic DC --> E(Dynamic Shared DC Power Bus)
        F[Second Controller] -- Control --> D
        F -- Voltage Sync --> G[First Vehicle Controller]
    end
    subgraph First Vehicle
        H{First Voltage Converter (Bidirectional, Wide-Range DC-DC)} -- Dynamic DC --> E
        H -- DC --> I[First Energy Storage Device]
        H -- AC --> J[First Motor]
        G[First Vehicle Controller] -- Control --> H
        G -- Request Profile --> F
    end
    F -- Optimal Voltage Setpoint --> E
    D & H -- Dynamic Voltage & Current --> I

Derivative 3.4: Predictive Maintenance with Digital Twin Integration

Enabling Description:
This system incorporates a digital twin of both the first vehicle's power electronic energy conversion system and the remote energy conversion system. IoT sensors embedded in all critical components (IGBTs, GaN FETs, inductors, capacitors, battery cells) continuously stream operational data (temperature, voltage, current, vibration) to the respective controllers. These controllers (first and second) feed the data to a cloud-based digital twin platform. The digital twin uses machine learning models to simulate component degradation, predict potential failures (e.g., capacitor aging, IGBT bond wire lift-off, battery thermal runaway), and recommend proactive maintenance or adjustments to charging parameters. For example, if the digital twin predicts reduced lifespan for a specific vehicle's battery under current rapid charging conditions, the second controller might autonomously reduce the combined charging power or suggest a specific charging profile to the operator to mitigate degradation.

classDiagram
    class First_Vehicle_System {
        +FirstEnergyStorageDevice
        +FirstVoltageConverter
        +FirstController
        +IoTSensors: List<SensorData>
    }
    class Remote_Conversion_System {
        +SecondVoltageConverter
        +SecondController
        +IoTSensors: List<SensorData>
    }
    class Cloud_Digital_Twin_Platform {
        +DigitalTwinModel: ML_Model
        +PredictiveMaintenanceEngine
        +DataHistorian
    }
    class Charging_Optimization_Engine {
        +ML_Algorithms
        +ChargingProfileGenerator
    }

    First_Vehicle_System "1" --> "1..*" IoTSensors: streams data
    Remote_Conversion_System "1" --> "1..*" IoTSensors: streams data
    IoTSensors --> Cloud_Digital_Twin_Platform: real-time data
    Cloud_Digital_Twin_Platform --> PredictiveMaintenanceEngine: provides insights
    First_Vehicle_System --> FirstController
    Remote_Conversion_System --> SecondController
    FirstController --> Cloud_Digital_Twin_Platform: aggregates data
    SecondController --> Cloud_Digital_Twin_Platform: aggregates data
    PredictiveMaintenanceEngine --> Charging_Optimization_Engine: suggests adjustments
    Charging_Optimization_Engine --> FirstController: sends optimized commands
    Charging_Optimization_Engine --> SecondController: sends optimized commands

Derivative 3.5: Hybrid Power Train Sharing for Energy Resiliency

Enabling Description:
This system extends the concept of shared power electronics to include vehicles with hybrid powertrains (e.g., plug-in hybrids or range-extended EVs). The "first vehicle" could be a purely electric vehicle, while the "first energy conversion system" (remotely located) is a hybrid electric vehicle (HEV). The HEV's internal combustion engine and generator (part of its propulsion system) function as a flexible "second remote power supply." When the HEV is connected to the charging station and is not actively driving, its engine can operate at its optimal efficiency point to generate electrical power via its onboard generator and voltage converter. This generated power is then converted by the HEV's bi-directional inverter (second voltage converter) and delivered as a second charging voltage to the first vehicle's energy storage device via the shared DC power bus. This allows for rapid charging in locations with limited grid infrastructure or during grid outages, leveraging the HEV as a mobile generator and power bank.

graph TD
    subgraph First Vehicle (Pure EV)
        A[EV Battery] --> B(EV DC Bus)
        B -- DC --> C{EV Inverter/Converter}
        C -- AC --> D[EV Motor]
        E[EV Controller] -- Control --> C
        F[Shared DC Power Bus] --> B
    end
    subgraph Charging Station
        G[Grid Power] -- AC --> H{AC-DC Charger}
        H -- DC --> F
    end
    subgraph First Energy Conversion System (HEV)
        I[Gasoline Tank] --> J[Internal Combustion Engine (ICE)]
        J --> K[Generator]
        K -- AC --> L{HEV Inverter/Converter (Second Voltage Converter)}
        L -- DC --> M[HEV DC Bus]
        M --> N[HEV Battery]
        O[HEV Controller (Second Controller)] -- Control --> L
        M -- DC --> F
    end
    O -- Coordinate Power Contribution --> E
    E -- Request Power --> O
    L -- DC Charge --> B
    H -- DC Charge --> B

---

Combination Prior Art Scenarios

Here are three scenarios combining the concepts of US Patent 9914365 with existing open-source standards to create prior art.

Scenario 1: OCPP-Enabled Dynamic Shared Charging with Load Balancing

Enabling Description:
An electric vehicle charging system that implements the principles of US9914365 (shared power electronics for rapid charging) and is fully compliant with the Open Charge Point Protocol (OCPP), specifically OCPP 2.0.1. The first controller (vehicle-side) communicates with the second controller (charging station) using OCPP messages for detailed charging profile negotiation, real-time status updates (State of Charge, battery health parameters), and fault reporting. The second controller leverages OCPP's Smart Charging profiles and Schedule Charging functionality to orchestrate the power contribution from both the vehicle's onboard converter (first charging voltage) and the remote energy conversion systems (second charging voltage). This orchestration is dynamically adjusted to perform load balancing across the charging station and optimize grid interaction, considering the station's total available power and individual vehicle charging demands, as specified in OCPP's local smart charging features.

sequenceDiagram
    participant EV as Electric Vehicle (First Controller)
    participant CP as Charge Point (Second Controller)
    participant CSMS as Central System Management Server
    participant RPS as Remote Power Supply
    EV->CP: BootNotification.req (OCPP)
    CP->CSMS: BootNotification.req (OCPP)
    CP->EV: Authorize.req (OCPP)
    EV->CP: StartTransaction.req (OCPP)
    CP->CSMS: StatusNotification.req (OCPP)
    EV->CP: MeterValues.req (SoC, Temp, Power)
    CP->CSMS: MeterValues.req (Aggregated Data)
    CP->CP: Negotiate_Shared_Charging (US9914365 logic)
    CP->RPS: Command_Set_Output (Voltage, Current)
    EV->EV: Configure_Onboard_Converter (First Charging Voltage)
    RPS->EV: Deliver_Second_Charging_Voltage
    EV->EV: Combine_Power_for_Rapid_Charge
    CP->CSMS: Send_Composite_Charging_Profile (OCPP Smart Charging)
    CP->CP: Dynamic_Load_Balancing (OCPP)
    Note over EV,CP: Rapid Charging Active
    EV->CP: StopTransaction.req (OCPP)
    CP->CSMS: StopTransaction.req (OCPP)
    RPS->CP: Report_Status
    CP->RPS: Command_Disable_Output

Scenario 2: ISO 15118 Compliant Bidirectional Shared Charging

Enabling Description:
A vehicle-to-grid (V2G) enabled charging system where electric vehicles can rapidly charge from an external supply and other vehicles, fully compliant with ISO 15118 (Road vehicles - Vehicle to grid communication interface). The first vehicle's first controller and the charging station's second controller utilize the ISO 15118 communication protocol, specifically focusing on the advanced charging schedules and bi-directional power transfer capabilities (Extended V2G Message) within the standard. This allows for not only the vehicle to communicate its charging needs and battery parameters but also to inform the second controller about its capability to provide power (acting as a remote energy conversion system for another vehicle) or accept complex charging profiles from shared sources. The second power bus facilitates DC energy transfer, adhering to ISO 15118's DC charging communication messages for dynamic power management and grid interaction within the shared charging ecosystem.

sequenceDiagram
    participant EV as Electric Vehicle (First Controller)
    participant EVSE as Charging Station (Second Controller)
    participant GV as Guest Vehicle (Another EV sharing power)
    EV->EVSE: SessionSetupReq (ISO 15118)
    EVSE->EV: SessionSetupRes (ISO 15118)
    EV->EVSE: ServiceDiscoveryReq (ISO 15118, with BPT support)
    EVSE->EV: ServiceDiscoveryRes (ISO 15118)
    EV->EVSE: ServiceDetailReq (ISO 15118, DC charging)
    EVSE->EV: ServiceDetailRes (ISO 15118)
    EV->EVSE: PaymentServiceSelectionReq (ISO 15118)
    EVSE->EV: PaymentServiceSelectionRes (ISO 15118)
    EV->EVSE: ChargeParameterDiscoveryReq (ISO 15118, desired charging power, battery status)
    EVSE->EV: ChargeParameterDiscoveryRes (ISO 15118, proposed charging limits)
    EVSE->GV: Check_Power_Availability (internal communication)
    GV->EVSE: Announce_Power_Offer (kW)
    EVSE->EV: PowerDeliveryReq (ISO 15118, target power from EVSE + GV)
    EV->EV: Control_Onboard_Converter
    GV->GV: Activate_Bi-directional_Export
    Note over EV,EVSE: Rapid Charging via Shared DC Bus (ISO 15118)
    EV->EVSE: MeteringReceiptReq (ISO 15118)
    EVSE->EV: MeteringReceiptRes (ISO 15118)
    EV->EVSE: PowerDeliveryReq (ISO 15118, Stop Charging)
    EVSE->EV: PowerDeliveryRes (ISO 15118)

Scenario 3: OpenADR Integrated Grid-Responsive Shared Charging

Enabling Description:
A rapid charging system that actively participates in demand-response programs, integrating with the Open Automated Demand Response (OpenADR) 2.0b standard. The charging station's second controller acts as a Virtual End Node (VEN) in an OpenADR network, receiving price signals, demand-response events, and grid constraints from a central Virtual Top Node (VTN) (e.g., utility or independent system operator). The second controller uses these signals to intelligently manage the aggregate power draw for rapid charging. During peak demand or high electricity prices, the second controller might reduce the total combined charging power (from both the vehicle's onboard converter and remote energy conversion systems) or temporarily defer non-critical rapid charge sessions, while still guaranteeing a baseline charge. Conversely, during periods of surplus renewable energy, the system could initiate accelerated rapid charging using maximum available shared power, all in response to OpenADR signals.

graph TD
    A[Utility/ISO (VTN - OpenADR)] --> B{OpenADR Server}
    B -- OpenADR Signals (Price, DR Events) --> C[Charging Station Controller (VEN - Second Controller)]
    C -- Control --> D[Remote Energy Conversion System]
    C -- Control --> E[First Vehicle Controller]
    E -- Control --> F{First Voltage Converter}
    D -- DC Power --> G(Shared DC Power Bus)
    F -- DC Power --> G
    G --> H[First Energy Storage Device (Vehicle)]
    C -- Monitor & Report --> H
    C -- Adjust Charging Strategy (US9914365) --> G