SYSTEM AND METHOD FOR MANAGING USE OF EVSE ASSEMBLY AND CHARGE PORT ASSEMBLY

This disclosure relates generally to a system and method for managing the use of an electric vehicle supply equipment (EVSE) assembly and a charge port assembly of an electrified vehicle, including balancing usage and identifying potential wear of the same. Among other benefits, this disclosure is able to readily identify whether potential wear originates from the EVSE assembly or the charge port assembly.

TECHNICAL FIELD

This disclosure relates generally to a system and method for managing the use of an electric vehicle supply equipment (EVSE) assembly and a charge port assembly of an electrified vehicle, including balancing usage and identifying potential wear of the same.

BACKGROUND

Electrified vehicles differ from conventional motor vehicles because they are selectively driven by one or more traction battery pack powered electric machines. The electric machines can propel the electrified vehicles instead of, or in combination with, an internal combustion engine. Some electrified vehicles, such as plug-in hybrid electric vehicles (PHEVs) and battery electric vehicles (BEVs), include a charge port assembly that is connectable to a plug of electric vehicle supply equipment (EVSE) assembly for charging the traction battery pack.

SUMMARY

In some aspects, the techniques described herein relate to a system, including: an electrified vehicle including a charge port assembly and a controller in communication with the charge port assembly, wherein the charge port assembly is configured to couple to an electric vehicle supply equipment (EVSE) assembly to charge a battery pack of the electrified vehicle during a charging operation, wherein the controller is configured to identify potential wear of the charge port assembly by comparing information associated with the charge port assembly during the charging operation with historical information of past charging operations of the electrified vehicle.

In some aspects, the techniques described herein relate to a system, wherein the controller is configured to identify potential wear of the charge port assembly when the information associated with the charge port assembly during the charging operation exceeds a predetermined threshold and the historical information of past charging operations of the electrified vehicle exhibits a trend toward the predetermined threshold.

In some aspects, the techniques described herein relate to a system, wherein the information associated with the charge port assembly during the charging operating is a temperature of the charge port assembly.

In some aspects, the techniques described herein relate to a system, wherein: the charge port assembly includes at least one temperature sensor in communication with the controller, and the controller is configured to interpret information from the at least one temperature sensor to determine the temperature of the charge port assembly.

In some aspects, the techniques described herein relate to a system, wherein the controller is configured to interpret information indicative of a resistance of a component of the charge port assembly to determine the temperature of the charge port assembly.

In some aspects, the techniques described herein relate to a system, wherein the information associated with the charge port assembly during the charging operation is a level of charge derate.

In some aspects, the techniques described herein relate to a system, wherein the controller is configured to identify potential wear of the EVSE assembly when the information associated with the charge port assembly during the charging operation exceeds a predetermined threshold and the historical information of past charging operations of the electrified vehicle does not exhibit a trend toward the predetermined threshold.

In some aspects, the techniques described herein relate to a system, wherein the controller is configured to identify potential wear of an EVSE assembly in a location if the trend is associated with historical information of past charging operations in the location.

In some aspects, the techniques described herein relate to a system, wherein the controller is configured to issue a message to a user recommending that the user discontinues further use of the EVSE assembly in the location.

In some aspects, the techniques described herein relate to a system, wherein the controller is configured to issue a message to a user recommending that the user discontinues further use of the EVSE assembly in the location unless an environmental temperature is below a predetermined threshold.

In some aspects, the techniques described herein relate to a system, wherein the controller is configured to issue a message to the EVSE assembly in the location indicating the EVSE assembly is potentially worn.

In some aspects, the techniques described herein relate to a system, wherein: if the controller identifies potential wear of the charge port assembly, the controller is configured to command the EVSE assembly to perform an operation to determine if a resistance of a component of the charge port assembly exceeds a predetermined threshold resistance.

In some aspects, the techniques described herein relate to a system, wherein the controller is configured to issue a message to a user when potential wear of the charge port assembly is identified.

In some aspects, the techniques described herein relate to a system, wherein the system further includes: an electric vehicle supply equipment (EVSE) assembly including at least one plug configured to couple to the charging port assembly, wherein another controller is configured to identify potential wear of the EVSE assembly based on historical information associated with past charging operations of EVSE assembly, and wherein, if potential wear of the EVSE assembly is identified, the other controller is configured to communicate the potential wear of the EVSE assembly to the electrified vehicle.

In some aspects, the techniques described herein relate to a system, including: an electric vehicle supply equipment (EVSE) assembly including at least one plug configured to couple to a charging port assembly of an electric vehicle and a controller, wherein the controller is configured to identify potential wear of the EVSE assembly based on historical information associated with past charging operations of EVSE assembly, and wherein, if potential wear of the EVSE assembly is identified, the controller is configured to communicate the potential wear of the EVSE assembly to an electrified vehicle coupled to the at least one plug.

In some aspects, the techniques described herein relate to a system, wherein the controller is configured to identify potential wear of the EVSE assembly based on historical information including at least one of use of the at least one plug, current throughput of the at least one plug, location of the EVSE assembly, and environmental conditions experienced by the EVSE assembly.

In some aspects, the techniques described herein relate to a system, wherein: the EVSE assembly includes a charger including a first plug and a second plug, each of the first and second plugs are configured to couple to a charging port assembly of an electric vehicle, and when the historical information associated with past charging operations of EVSE assembly indicates the first plug has been used in a greater number of charging operations than the second plug, the EVSE assembly is configured to issue a message indicating the second plug is recommended for use.

In some aspects, the techniques described herein relate to a method, including: identifying potential wear of a charge port assembly of an electrified vehicle by comparing information associated with the charge port assembly during a charging operation with historical information of past charging operations of the electrified vehicle.

In some aspects, the techniques described herein relate to a method, wherein potential wear of the charge port assembly is identified when the information associated with the charge port assembly during the charging operation exceeds a predetermined threshold and the historical information of past charging operations of the electrified vehicle exhibits a trend toward the predetermined threshold.

In some aspects, the techniques described herein relate to a method, further including: identifying potential wear of an electric vehicle supply equipment (EVSE) assembly when the information associated with the charge port assembly during the charging operation exceeds a predetermined threshold and the historical information of past charging operations of the electrified vehicle does not exhibit a trend toward the predetermined threshold.

DETAILED DESCRIPTION

This disclosure relates generally to a system and method for managing the use of an electric vehicle supply equipment (EVSE) assembly and a charge port assembly of an electrified vehicle, including balancing usage and identifying potential wear of the same. Among other benefits, which will be appreciated from the below description, this disclosure is able to readily identify potential wear of either the EVSE assembly or the charge port assembly, including interpreting information to identify whether the potential wear originates from the EVSE assembly or the charge port assembly, thereby permitting users of the EVSE assembly and/or the electrified vehicle to take appropriate responsive steps.

FIGS.1and2illustrate a portion of an exemplary electrified vehicle10(“vehicle10”), which includes a battery pack12, which may be a traction battery pack. The vehicle10may include any electrified powertrain capable of applying a torque from an electric machine for driving drive wheels14of the vehicle10. In an embodiment, the vehicle10is a plug-in hybrid electric vehicle (PHEV). In another embodiment, the electrified vehicle is a battery electric vehicle (BEV). Therefore, the powertrain may electrically propel the drive wheels14either with or without the assistance of an internal combustion engine.

The vehicle10ofFIGS.1-2is a sedan. However, the teachings of this disclosure are applicable to other vehicle types, including cars, trucks, vans, sport utility vehicles (SUVs), etc.

Although shown schematically, the battery pack12may be a high voltage traction battery pack that includes a plurality of battery arrays (i.e., battery assemblies or groupings of battery cells) capable of outputting electrical power to one or more electric machines of the vehicle10. Other types of energy storage devices and/or output devices can also be used to electrically power the vehicle10.

From time to time, charging the battery pack12may be required or desirable. The vehicle10may therefore be equipped with a charge port assembly18(sometimes referred to as a vehicle inlet assembly) for charging the energy storage devices (e.g., battery cells) of the battery pack12.

An electric vehicle supply equipment (EVSE) assembly20may be operably connected between the charge port assembly18and an external power source22for transferring power therebetween. In an embodiment, the external power source22includes utility grid power. In another embodiment, the external power source22includes an alternative energy source, such as solar power, wind power, etc. In yet another embodiment, the external power source22includes a combination of utility grid power and alternative energy sources. The external power source22may be accessed at a home of the user, a public charging station, etc.

The EVSE assembly20may include a charger23and at least one plug that can be coupled to a port24of the charge port assembly18to charge the battery pack12of the vehicle10. In this example, the charger23includes a first plug28and a second plug30. The port24may be configured as a male connector, including pins configured to couple to the first and second plugs28,30, which are configured as female connectors, including sockets configured to receive corresponding pins. While two plugs28,30are shown, this disclosure extends to EVSE assemblies with chargers having one or more plugs. In an example, the charger23is located at a public charging station, and may be located at a shopping center, parking structure, workplace, condominium complex, etc.

The first plug28is connected to the charger23via a first cable32, and the second plug30is connected to the charger23via a second cable34. The EVSE assembly20may include additional components, such as a charge circuit interrupting device (CCID) for selectively disabling the transfer of power from the external power source22to the first and second plugs28,30during various conditions.

In addition to the port24, the charge port assembly18may include a charge port door36that is closed during typical operation of the vehicle10. When charging the vehicle10from the external power source22is desired, the charge port door36can move to the open position shown inFIGS.1and2. The charge port assembly18further includes components configured to transfer power from the port24to the battery pack12, as represented schematically at37. A user can couple the first plug28or the second plug28to the port24of the charge port assembly18so that power from the external power source22can be provided to the battery pack12of the vehicle10for charging the battery cells contained therein.

The port24of the exemplary charge port assembly18may be configured to receive AC power from the external power source22. In another embodiment, the port24of the charge port assembly18is configured to receive DC power from the external power source22. In yet another example, the port24is a combined AC/DC charge port that is configured to receive AC power, DC power, or both from the external power source22. The EVSE assembly20may thus be configured to provide any level of charging (e.g., level 1, level 2, DC, etc.).

In this disclosure, the vehicle10includes a controller38configured to receive and interpret information, including information related to charging operations of the vehicle10. The controller38includes electronics, software, or both, to perform the necessary control functions for operating the vehicle10and executing various functions of the vehicle10. In one non-limiting embodiment, the controller38is a combination vehicle system controller and powertrain control module (VSC/PCM). Although it is shown as a single hardware device, the controller38may include multiple controllers in the form of multiple hardware devices, or multiple software controllers within one or more hardware devices.

The controller38is part of an overall computing system of the vehicle10. In addition to the controller38. The controller38is configured to receive and process a plurality of different types of data D1-DN, where “N” represents any number.

One example type of data D1-DNincludes, for example, a temperature of the port24or a temperature of a component associated with the charge port assembly18, such as a temperature of a pin of the port24. Alternatively, the data D1-DNcan include other data that the controller38can use to estimate or derive a temperature of the port24and/or a component of the port24. In this respect, a sensor40is in communication with the controller38. The sensor40is representative of a temperature sensor mounted adjacent the port24and/or a component of the port24. Alternatively, the sensor40is able to generate a signal indicative of a resistance of a component of the port24, such as a pin, and the controller38can use the signal to estimate a temperature of the corresponding component.

The data D1-DNmay also include environmental conditions of the vehicle10. In this respect, the controller38is in communication with one or more sensors, such as sensor42, configured to generate signals indicative of environmental conditions of the vehicle10, such as a temperature, humidity, etc., of the environment immediately outside the vehicle10.

The vehicle10may also include a transceiver44in communication with the controller38. The transceiver44is configured to send and receive information between the vehicle10and other locations, including other vehicles, remote servers, and/or the EVSE assembly20. The transceiver44may receive weather information pertaining to a location of the vehicle10. The environmental conditions of the vehicle10may be determined using the transceiver44in addition to or as an alternative to the sensor42. The transceiver44is also representative of a global positioning system (GPS) of the vehicle10. In this respect, the data D1-DNincludes information usable by the controller38to determine the location of the vehicle10and/or the environmental conditions in the location of the vehicle10.

The data D1-DNmay also include a level of power derate that occurs during a charging operation. A charging operation is an operation in which the EVSE assembly20is coupled to the vehicle10, via the port24and one of the first and second plugs28,30, and is charging the battery pack12. The level of power derate is the level of a reduction in power. The controller38receives information during the charging operation that indicates a lever of power transferred from the EVSE assembly20to the battery pack12during the charging operation. The level of power transferred from EVSE assembly20may derate as a temperature of components of the EVSE assembly20and/or the vehicle10approaches rated temperatures of those components during a charging operation, for example. The rated temperatures may be set by a manufacturer of the particular component and stored in the controller38and/or a controller46of the EVSE assembly20.

The controller46of the EVSE assembly20includes electronics, software, or both, to perform the necessary control functions for operating the EVSE assembly20and executing various functions of the EVSE assembly20. The controllers38,46may communicate with one another when one of the first or second plugs28,30is coupled to the port24or via the transceiver44. The EVSE assembly20can include one or more transceivers. The data D1-DNmay include information the controller38receives from controller46. The controllers38,46can communicate with one another and with the various components of the vehicle10and the EVSE assembly20using one or more controller area networks (CANs).

While exemplary types of data have been described, the data D1-DNmay include additional types of data usable by the controller38and/or the controller46in identifying potential wear of the EVSE assembly20and/or the charge port assembly18. Wear of the charge port assembly18or the EVSE assembly20can increase the resistance of the associated worn components, which increases heat generated during a charging operation, which in turn leads to power derating during the charging operation. In general, worn components lead to inefficient charging. In this disclosure, potential wear refers to any conditions of the charge port assembly18or the EVSE assembly20that cause reduced performed of those components during charging operations. An example of potential wear is corrosion of a pin of the charge port24.

One aspect of this disclosure relates to identifying information that indicates one of the charge port assembly18or the EVSE assembly20has potentially worn and potentially requires some service or maintenance. Specifically, in this aspect of the disclosure, the controller38is able to identify potential wear and determine whether the potential wear originates with the charge port assembly18or the EVSE assembly20.

If potential wear is identified during or following a charging process, the controller38can issue a message to a user of the vehicle10. The message may be displayed on a human-machine interface48, such as a screen of an infotainment system of the vehicle10. The message could be sent to a mobile device, such as a phone of a user, to an operator of the EVSE assembly20, and/or to a remote server for forwarding or evaluation.

In an aspect of this disclosure, the controller38is configured to identify potential wear of the charge port assembly18by comparing information associated with the charge port assembly18during a charging operation with historical information of past charging operations of the vehicle10. In this respect, the controller38saves, or has access to via the transceiver44, the historical information of past charging operations of the vehicle10. The controller38may compare one type of data collected during a charging operation with the same type of data from a past charging operation or a series of past charging operations.

In an example, the controller38is configured to identify potential wear of the charge port assembly18when the information associated with the charge port assembly18during the charging operation exceeds a predetermined threshold and the historical information of past charging operations of the vehicle10exhibits a trend toward the predetermined threshold. In this disclosure, a trend refers to data that is changing or developing in a general direction over time, such as over at least two previous charging operations. The controller38may use algorithms and/or lookup tables to identify a trend.

In a particular example, the information associated with the charge port assembly18is temperature of a component of the charge port assembly18, as determined based on information from the sensor40. If the controller38determines that a temperature of the port24or another component of the charge port assembly18has exceeded a particular threshold corresponding to that component, such as a manufacturer-set temperature rating for that component, then the controller38will next determine if the relatively high temperature experienced by the component was indicated by a trend in historical data associated with past charging operations. By comparing the data from the present charging operation to historical data, the controller38can determine whether the potential wear originates from the charge port assembly18or the EVSE assembly20.

In an example, if over the most recent previous three charging operations the temperature of the particular component was trending gradually closer to its manufacturer-set temperature rating, coupled with the fact that the controller38has already determined that the temperature of that component exceeded the manufacturer-set temperature rating in the most recent charging operation, then the controller38will determine that the potential wear originated from the charge port assembly18as opposed to wear of any components of the EVSE assembly20. On the other hand, if there is no trend in data indicating that the particular component was trending gradually closer to the manufacturer-set temperature rating during recent charging operations, then the controller38will determine that the potential wear originates from the EVSE assembly20.

In another aspect, the controller38alternatively or additionally performs a similar analysis with respect to a level of charge derate occurring during a particular charging operation. If the controller38determines that a level of charge derate exceeds a predefined threshold during a charging operation, the controller38will then use historical data to determine whether previous charging operations included levels of charge derating trending gradually closer to the predefined threshold. If such a trend is present, then the controller38will determine that the potential wear originates from the charge port assembly18. If no such trend is present, then the controller38will determine that the potential wear originates from the EVSE assembly20.

In additional aspect of this disclosure, the controller38is able to use location information in determining whether potential wear originates from the charge port assembly18or the EVSE assembly20. For instance, in the above example, if the component of the charge port assembly18was trending toward its temperature rating over the previous charging operations, but was vehicle10has charged at the same EVSE assembly20during each of the previous charging operations, the controller38will not rule out the possibility that the EVSE assembly20is the origin of the potential wear. In that same example, however, if the vehicle10was charged at different EVSE assemblies in different locations, and the trend of increasing temperature is still present, the controller38will determine that the origin of the potential wear is the charge port assembly18.

In a further aspect, the controller38uses location information to determine whether a particular EVSE assembly20in a particular location is the cause of the potential wear. For instance, if the level of charge derate exceeds a predefined threshold during a series of charging operations in a particular location but not in other locations, the controller38will then determine that the particular location includes one or more potentially worn EVSE assemblies. The controller38may issue a message to a user indicating the user should not use EVSE assemblies in that location in the future, in an example. Alternatively, the controller38may issue a message indicating that the user should discontinue further use of the EVSE assembly in that location unless an environmental temperature is below a predetermined threshold, during which conditions the relatively low outside temperature may be sufficient to absorb any excess heat that may otherwise occur during a charging operation.

If a potential wear condition is identified, the controller38may command the vehicle10and/or the EVSE assembly20to perform a test operation to determine if a resistance of one or more components of the charge port assembly18exceeds an expected resistance level, which would suggest a wear condition of that component. In a particular test operation, the EVSE assembly20injects current relative to the charge port assembly18, and by using the output voltage of the EVSE assembly20and the input voltage of the charge port assembly18, the controller38can determine a voltage drop between the EVSE assembly20and the input voltage of the charge port assembly18, which can be used by the controller38to estimate the associated resistance of the charge port assembly18. If the resistance exceeds a predetermined threshold, potential wear of the charge port assembly18will be confirmed.

In another aspect of this disclosure, if potential wear is confirmed, the controller38may issue a message to the user suggesting the vehicle10be serviced. A service station can inspect the charge port assembly18for corrosion, clean the charge port assembly18, apply grease to the charge port assembly18, etc., as indicated by the inspection.

Another aspect of this disclosure relates to preventing wear of the EVSE assembly20. In an example, the controller46monitors historical information associated with past charging operations performed by the EVSE assembly20. The controller46monitors the information for trends and compares the information to predefined thresholds.

The types of information monitored by the controller46includes, for example, the use of the first plug28and the use of the second plug30. Specifically, the controller46monitors the number of times and the length of time each of the first and second plugs28,30has been used in charging operations. The controller46also monitors, for example, lifetime current throughput of the first and second plugs28,30, charging station location (e.g., outdoors, uncovered or covered from the environment), environmental factors (e.g., time spent in cold conditions, time spent in hot conditions, times subject to snow, times subjected to rain).

The controller46is configured to identify potential wear of the EVSE assembly20based on historical information associated with past charging operations of EVSE assembly20, including by determining if any of the above-listed types of information are trending toward a predefined threshold. In one particular example, if the first plug28has been used a number of times that is approaching or has reached a predefined threshold number of uses corresponding to potential wear of the first plug28, the controller46will identify potential wear of the first plug28. The EVSE20is configured to issue a message to a user of the vehicle10, such as when the first plug28is inserted into the port24, recommending that the user unplugs the first plug28and instead uses the second plug30, assuming the second plug30has been used in fewer charging operations than the first plug28and/or is not also approaching or exceeding a predefined threshold number of uses. This aspect of the disclosure balances the use of the EVSE assembly20, and therefore balances wear of the EVSE20. This aspect of the disclosure may be particularly beneficial in situations in which users use some subset of the total available plugs at a charging station more frequently than other plugs at the charging station. This may occur for certain reasons, including proximity of the plugs to the entrance or exit of the charging station, the handedness of the user (i.e., right-handed users reach for a plug closer to their right hand), etc.

It should be understood that terms such as “about,” “substantially,” and “generally” are not intended to be boundaryless terms, and should be interpreted consistent with the way one skilled in the art would interpret those terms.