A control device that controls an in-vehicle battery and a charger in a demand and supply control system is configured to obtain total demand for electric power or the like generated in in-vehicle equipment, determine whether or not the total demand is able to be satisfied with electric power or the like suppliable from the in-vehicle battery, when the total demand is not able to be satisfied solely with the in-vehicle battery, and bring the charger into a drive state in a case where the total demand is able to be satisfied with total electric power or the like suppliable from the in-vehicle battery and the charger.

A device is disclosed, which includes: a charge portion with a plurality of piezoelectric elements embedded in a tire configured for a vehicle, a capacitor mechanically coupled to the tire and electrically coupled to the plurality of piezoelectric elements; a transmitter coil, mechanically coupled to the tire and electrically coupled to the capacitor through a discharge portion; wherein in response to an external radial pressure on the tire resulting from movement of the vehicle which causes a pressure on the plurality of piezoelectric elements, the plurality of piezoelectric elements produce an electrical charge on the capacitor, and wherein the discharge portion electrically connects the electrical charge on the capacitor to the transmitter coil to send electromagnetic power to the vehicle.

Techniques are presented for scheduling the charging of electric vehicles (EVs) that protect the resources of local low voltage distribution networks. From utilities, data on local low voltage distribution networks, such as the rating of a distribution transformer through which a group of EVs are supplied, is provided to a load manager application. Telematics information on vehicle usage is provided from the EVs, such as by way of the original equipment manufacturer. From these data, the load manager application determines schedules for charging the group of EVs through a shared low voltage distribution network so that the capabilities of the local low voltage distribution network are not exceeded while meeting the needs of the EV user. Charging schedules are then transmitted to the on-board control systems of the EVs for implementation.

An example operation includes one or more of determining, by a transport at a first location, that the transport is not in use, determining, by the transport, a second location to transfer energy stored in the transport, maneuvering, by the transport, to the second location, discharging, by the transport, the stored energy to the second location, and maneuvering, by the transport, to the first location.

A charging apparatus for charging a battery of an electrically operable vehicle includes a plug element, a base element, and adjusting facility. The plug element is connectable to a corresponding, vehicle-side plug element of the motor vehicle and via which electrical energy is transferrable to the motor vehicle so as to charge the battery. The base element is connected to a current source and provides electrical energy from the current source for the plug element. Via the adjusting facility the plug element is movable relative to the base element in order to connect the plug element to the vehicle-side plug element, and via which an electrical connection is provided between the base element and the plug element. The adjusting facility has an overload protection via which the base element is electrically separated from the plug element in the event of a predetermined mechanical maximal load being exceeded.

An apparatus may generate energy in response to a vehicle wheel rotation. The apparatus may include a roller, a shaft, and a generator. The roller may rotate in response to a movement or motion of the wheel and may apply a friction to the wheel to decrease a rotational velocity of the wheel. The shaft may rotate in response to a rotation of the roller. The generator may generate an electrical output based on rotation of the shaft and convey the electrical output to an energy storage device or to a motor of the vehicle.

An electrical charging structure comprising: a plurality of panels coupled to a frame surrounding an electricity distribution asset; a roof panel fastened to the plurality of panels, thereby substantially enclosing the electricity distribution asset; and an electrical charging device having an electrical charging cable supported upon an external surface of a panel of the plurality of panels, wherein the electrical charging device is electrically connected to an electrical distribution board of the electrical distribution asset within an area substantially enclosed by the electrical charging structure.

A charging connection device for a drone according to an embodiment of the present invention comprises: a core (20) installed on a drone (10); an electrically conductive member (30) positioned on the outer contour of the core (20) and formed o a conductive material; and a tension unit (40) positioned between the core (20) and the electrically conductive member (30) and absorbing shock transmitted from the electrically conductive member (30).

Various disclosed embodiments include illustrative controller units, direct current fast charging (DCFC) units, and methods. In an illustrative embodiment, a controller unit includes a controller and a memory configured to store computer-executable instructions. The computer-executable instructions are configured to cause the controller to determine status of a power electronics module (PEM) of a direct current fast charging (DCFC) unit, and instruct the PEM to control power quality of a three-phase alternating current (AC) grid power signal in response to the determined status being available.

A vehicle charging method includes obtaining overall trip information of a vehicle, the overall trip information including at least one trip segment, assigning a charging strategy to each trip segment, and according to the trip segment and a corresponding charging mode, performing a charging service on the vehicle during a trip of the vehicle. In response to existence of a driving trip segment, a driving charging mode is assigned corresponding to the driving trip segment. In response to existence of a parking trip segment, a stationary charging mode is assigned corresponding to the parking trip segment.