Patent ID: 12237707

DETAILED DESCRIPTION

The present disclosure details systems, methods, and devices for controlling or influencing charging patterns for vehicle batteries.

FIG.1is a schematic diagram of an exemplary charging system.FIG.1illustrates a vehicle100, having a battery102, which can receive electrical energy (power) from an external power source by electrical pathway104. “Electrical pathway” (sometimes shortened to “pathway”) as used throughout this disclosure refers to at least one electrically conductive component which provides electrical coupling, such as wires, conductive traces, contacts, or any other appropriate electrically conductive component. An electrical pathway can be a single electrically conductive component (e.g. a single wire), but this is not necessarily the case. For example, an electrical pathway could include a plurality of wires, conductive traces, or contacts. Battery102stores received energy.

In the example ofFIG.1, the external power source is charge station110. Charge station110provides power to the vehicle100in a format which can be received by vehicle100to charge battery102. In the illustrated example, charge station110outputs power by electrical pathway112(illustrated as at least one wire) to an electrical couple114. Electrical couple114couples to vehicle100(e.g. by a coupling interface such as a plug), to provide a pathway for energy to flow from charge station110to battery102. Charge station110receives energy for example from a power grid, solar panels, or any other appropriate source of energy, and converts this energy to a format (e.g. voltage and amperage) acceptable to vehicle100. Charge station110could for example be installed at the vehicle owner's residence. As other examples, charge station110could be installed in a public location such as a workplace, parking lot, shopping center, rest stop, or any other appropriate location. Additionally, electrical pathway112is not limited to being used to provide power to the vehicle. Electrical pathway112could also be used for communication of signals between vehicle100and charge station110. To this end, electrical pathway112can include a plurality of pathways, such as at least one pathway for provision of power to battery102, and at least one other pathway for transmission of communication signals between vehicle100and charge station110.

FIG.1also illustrates charge station110as including at least one processor116, at least one non-transitory processor-readable storage medium118, and at least one sensor119. Charge station110inFIG.1is a “smart charge station”, in that charge station110can do more than just provide energy to vehicle100. For example, the at least one processor116can monitor energy provided by charge station110, monitor and/or analyze a state of connection of charge station110to vehicle100, and/or collect or prepare charge data. The at least one processor116can prepare charge data including any of energy flow rate (power), amperage, voltage, time or duration of energy transfer, waveforms representing a combination of attributes, or any other appropriate data. The at least one processor116can construct, format, process, or compress the data as needed, or the at least one processor116can prepare raw data. Collection of raw data can be performed using any appropriate hardware, such as the at least one sensor119. The at least one sensor119could include, as non-limiting examples, voltage or current detection circuits, or any other appropriate hardware that can sense electrical attributes. The at least one sensor119could also include any appropriate sensor for collecting data regarding a state of electrical couple114(couple data). For example, the at least one sensor119could include a proximity sensor which detects whether the electrical couple114is properly stowed away, which is indicative of the electrical couple not being connected to vehicle100(e.g., sensor119could include a depression switch or contact circuit which is triggered by the electrical couple being stowed away). As another example, the at least one sensor119could include a proximity sensor which detects whether the electrical couple114is connected to vehicle100(e.g. a depression switch or electrical contact circuit which is triggered by the electrical couple being connected to vehicle100).

Collected data can be stored in the at least one non-transitory processor-readable storage medium118. Further, the at least one non-transitory processor-readable storage medium118can store instructions which, when executed by the at least one processor116, cause the at least one processor116to prepare data (such as charge data or sensor data).

In some implementations, charge station110can include at least one communication interface (such as wireless communication hardware, or wired communication hardware). For example, charge station110could couple to a vehicle owner's wireless (or wired) network. Charge station110can communicate data, such as charge data or couple data, over the network. Such an implementation is discussed in more detail later with reference toFIG.3.

FIG.2is a schematic view of an exemplary charging system similar to that illustrated inFIG.1. Description of elements inFIG.1applies to similarly numbered elements inFIG.2.FIG.2includes a vehicle100and charge station110similar to as described inFIG.1. One difference betweenFIG.2andFIG.1is that inFIG.2, vehicle100is shown as including at least one processor206, at least one non-transitory processor-readable storage medium208, and at least one sensor209. The at least one processor206is similar to the at least one processor116, in that the at least one processor206can similarly monitor energy provided by charge station110, monitor and/or analyze a state of connection of charge station110to vehicle100, and/or collect or prepare charge data. The at least one non-transitory processor-readable storage medium208is similar to the at least one non-transitory processor-readable storage medium118, in that the at least one non-transitory processor readable storage medium208can similarly store instructions or data (such as charge data or couple data). The at least one sensor209is similar to the at least one sensor119, in that the at least one sensor209can similarly monitor charging and collect charge data, and/or can collect couple data regarding the state of electrical couple114.FIG.2highlights that collection and/or analysis of charge data and/or couple data can occur in vehicle100(as opposed to in charge station110as inFIG.1). However, this does not preclude charge station110inFIG.2from being a “smart charge station” similar to as inFIG.1, as appropriate for a given application. For example, analysis of charge data or couple data could be performed by the at least one processor206, and transmitted to charge station110for review by a vehicle owner (or for further transmission, such as to a remote server). Such a transmission could occur over electrical pathway112, or could occur via another pathway (such as wireless communication hardware in vehicle100). As another example, data collection could occur in vehicle100by the at least one sensor209, with raw data being transmitted to the at least one processor116for preparation or analysis. Vehicle100inFIG.1could also include at least one processor206and at least one non-transitory processor-readable storage medium208, as appropriate for a given application.

FIG.3is a schematic view of an exemplary charging system similar to that illustrated inFIGS.1and2. Description of elements inFIGS.1and2applies to similarly numbered elements inFIG.3.FIG.3includes a vehicle100and charge station110similar to as described inFIGS.1and2. One difference betweenFIG.3andFIGS.1and2is that inFIG.3, a remote device320is illustrated (such as a remote server). Remote device320includes at least one processor326similar to the at least one processor116and the at least one processor206, in that the at least one processor326can similarly analyze/process data such as charge data and/or couple data. Remote device320includes at least one non-transitory processor-readable storage medium328which is similar to the at least one non-transitory processor-readable storage medium118and the at least one non-transitory processor-readable storage medium208, in that the at least one non-transitory processor readable storage medium328can similarly store instructions or data (such as charge data or couple data).FIG.3illustrates the at least one sensor119and the at least one sensor209, which can monitor charging and/or collect data (such as charge data or couple data) similar to as discussed above with reference toFIGS.1and2. In some implementations, collected data can be transmitted from charge station110to remote device320by communication interface322. Communication interface322can for example be a wired connection between charge station110and remote device320. As another example, communication interface322can be a wireless connection between charge station110and remote device320. Further, communication interface322can be direct as illustrated, or indirect. For example, charge station110can connect to a wireless network of a vehicle owner's home (such as to a network router or hub), which in turn is connected to the internet. Remote device320can communicate with the home wireless network by the internet.

Although not explicitly illustrated, communication interface322can also be between vehicle100and remote device320. For example, vehicle100could communicate over a wireless or wired network at the home of the vehicle owner, such that data does not need to be communicated through charge station110.

Exemplary remote devices320could include a vehicle owner's personal computer, smartphone, or other device, or independently managed devices such as a data server of the vehicle manufacturer.

FIG.3highlights that analysis of data (such as couple data or charge data) can occur remotely from vehicle100and charge station110. However, this does not preclude charge station110inFIG.3from having at least one processor116and at least one non-transitory processor-readable storage medium118as inFIG.1, nor does it preclude vehicle100from having at least one processor206and at least one non-transitory processor-readable storage medium208as inFIG.2, as appropriate for a given application. For example, preparation of data could be performed by the at least one processor116inFIG.1or the at least one processor206inFIG.2, said data subsequently being transmitted to remote device320. Analysis of said data can then be performed by the at least one processor326of remote device320.

FIG.4is a schematic view of an exemplary charging system similar to that illustrated inFIGS.1,2, and3. Description of elements inFIGS.1,2, and3applies to similarly numbered elements inFIG.4.FIG.4includes a vehicle100and charge station110similar to as described inFIGS.1,2, and3. One difference betweenFIG.4andFIGS.1,2, and3is that inFIG.4, an intermediate device430is illustrated. Intermediate device430includes at least one processor436similar to the at least one processor116, the at least one processor206, and the at least one processor326, in that the at least one processor436can similarly monitor energy provided by charge station110, monitor and/or analyze a state of connection of charge station110to vehicle100, and/or collect or prepare charge data. Intermediate device430includes at least one non-transitory processor-readable storage medium438which is similar to the at least one non-transitory processor-readable storage medium118, the at least one non-transitory processor-readable storage medium208, and the at least one non-transitory processor-readable storage medium328, in that the at least one non-transitory processor readable storage medium438can similarly store instructions or data (such as charge data or couple data). Intermediate device430includes at least one sensor439which is similar to the at least one sensor119and the at least one sensor209, in that the at least one sensor439can similarly monitor charging and collect charge data, and/or can collect couple data regarding the state of electrical couple114.

Intermediate device430is positioned intermediate to vehicle100and charge station110(illustrated as being coupled between electrical couple114and vehicle100), such that energy provided by charge station110to vehicle100passes through intermediate device430. In this way, the at least one sensor439can monitor energy provided to vehicle100, and collect charge data. The at least one sensor439can include any appropriate sensors or hardware to enable this, such as voltage or current sensing circuits. This charge data can be analyzed by the at least one processor436, or the at least one sensor439can provide the charge data to another device for analysis (in some implementations after some preparation by the at least one processor436, such as compression for formatting). For example, intermediate device430could also include a communication interface, through which charge data is transmitted (e.g. to remote device320for analysis of vehicle battery health as discussed in detail with reference toFIG.5). Such a communication interface could be wireless, or could be wired (e.g. through electrical pathway112).

The at least one sensor439could include a proximity sensor which detects whether the electrical couple114is connected to vehicle100. For example, the at least one sensor439could include a depression switch which is pressed in when the electrical couple is connected to vehicle100. As another example, the at least one sensor439could include an electrical contact circuit which is closed when the electrical couple is connected to vehicle100. Any other appropriate proximity or connection sensor could be included, which is indicative of the electrical couple114being connected to vehicle100.

The inclusion of intermediate device430does not preclude charge station110from including at least one processor116or at least one non-transitory processor-readable storage medium118as inFIG.1, nor does it preclude vehicle100from including at least one processor206or at least one non-transitory processor-readable storage medium208as inFIG.2. However, intermediate device430provides a means for collecting, preparing, analyzing, and/or transmitting data (such as charge data or couple data), and is particularly useful when other elements of the system lack such functionality. For example, intermediate device430is particularly useful for retrofitting systems which lack the ability to collect, prepare, analyze, and/or transmit charge or couple data.

The concept of “energy capacity of a battery” (also called “battery energy capacity” or sometimes “battery capacity”) is discussed throughout this application. Such battery energy capacity can refer to the maximum possible amount of energy a battery can store (“total energy capacity”). However, some batteries degrade faster when they are charged to the total energy capacity, and thus some batteries (or battery charging systems) may be setup to only charge to a limited amount of stored energy less than the total energy capacity (e.g. they may only charge to 80% of the total energy capacity). Similarly, some batteries degrade faster when charge thereof is depleted below a minimum charge degradation threshold (e.g. 10% of the total energy capacity), and thus some batteries may be setup to only be usable when charge thereof is above the minimum charge degradation threshold (e.g. they may only be usable above 10% of total energy capacity). In such cases where energy storage ranges for a battery are limited to prevent premature battery degradation, “energy capacity” of a battery may refer to “usable energy capacity” of the battery (the capacity within which the battery can be charge and discharged), instead of the total energy capacity of the battery. In the example where a battery or charging system is setup to only charge to 80% of the total energy capacity, “energy capacity” of the battery may refer to the “usable energy capacity” of the battery (i.e. up to 80% of the total energy capacity of the battery). In the example where a battery or charging system is setup to only be usable to 10% of the total energy capacity of the battery, “energy capacity” of the battery may also refer to the “usable energy capacity” of the battery (i.e. 10% of the total energy capacity of the battery and above). In an example where a battery or charging system is setup to only charge to 80% of the total energy capacity of the battery, and to only be usable to 10% of the total energy capacity of the battery, “energy capacity” of the battery may refer to “usable energy capacity” of the battery (i.e. 10% of the total energy capacity of the battery up to 80% of the total energy capacity of the battery). One skilled in the art will appreciate that the examples of 10% and 80% mentioned above are merely exemplary, and the exact usable limits of energy capacity for a given battery can be determined and set as appropriate for a given application. One skilled in the art will also appreciate that, unless context dictates otherwise, uses of the terms “energy capacity of a battery”, “battery energy capacity”, “battery capacity”, or similar can be applicable to total energy capacity or usable energy capacity.

Throughout this disclosure, reference is made to providing power (or energy) to a battery of a vehicle (or batteries of vehicles), to charge said battery (or batteries). Reference to charging a “vehicle” encompasses the same concept, such that charging a vehicle means charging a battery of the vehicle.

FIG.5is a flowchart diagram which illustrates an exemplary method500of controlling or influencing charging of any of the batteries described herein. Method500as illustrated includes acts502,504,506,508, and510. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The discussion ofFIG.5is applicable to any of vehicle100, charge station110, remote device320, or intermediate device430as discussed with reference to any ofFIGS.1,2,3, and4. The description is also applicable to any appropriate battery charging setup or system. Any such vehicles, charge stations, devices, setups, or systems could include a control unit operable to perform the acts of method500. With reference to the examples illustrated inFIGS.1,2,3, and4, any of the at least one processor116,206,326, or436could be such a control unit. Further, said control unit can be operated in accordance with instructions on at least one non-transitory processor-readable storage medium to perform the acts of method500. With reference to the examples illustrated inFIGS.1,2,3, and4, any of the at least one non-transitory processor-readable storage medium118,208,328, or438could have instructions stored thereon, which when executed by a respective at least one processor cause the respective vehicle, charge station, device, setup, or system to perform the method500.

In act502, an indication of a minimum charge threshold MinTfor a battery is received. In some cases, this minimum charge threshold could be a minimum charge degradation threshold MinDas discussed above. In some cases, the minimum charge threshold can be decided and input by a vehicle user (or owner). For example, a vehicle user may wish to, whenever possible, have a certain minimum amount of charge in the battery to enable a certain distance of travel. As one example, a vehicle user may set the minimum charge threshold at 50% of the battery capacity.

An indication of a minimum charge threshold MinTcan be received by any appropriate means, such as those discussed later with reference toFIGS.14and15. In some implementations, a user can manually input at least one indication of a minimum charge threshold MinT, by an appropriate input device. For example, any of vehicle100, charge station110, remote device320, or intermediate device430could have a user interface device (such as controls buttons, dials, a touchscreen interface, or any other appropriate user input device), which a vehicle user can use to input an indication of minimum charge threshold MinT. In other implementations, a minimum charge threshold MinTcould be received from a manufacturer of a vehicle or vehicle battery (e.g. in the case where minimum charge threshold MinTis set as the minimum charge degradation threshold MinD). For example, a vehicle manufacturer could pre-load a minimum charge threshold MinTon a non-transitory processor-readable storage medium of vehicle100(or a charge station110, remote device320, or intermediate device430intended to be used with vehicle100). As another example, a provider of charge station110, remote device320, or intermediate device430could come pre-loaded with a default minimum charge threshold MinT.

In act504, an indication of a charge-adverse time period is received. Throughout this disclosure, the term “charge-adverse time period” refers to a period of time during which charging is less desirable than other times.

For example, in some locations monetary costs for electricity (power) are higher during certain time periods. In the City of Toronto for example, three pricing periods exist for certain customers: Off-Peak (7 PM to 7 AM Monday to Friday, and All-day Saturday and Sunday), Mid-Peak (7 AM to 11 AM and 5 PM to 7 PM Monday to Friday), and On-Peak (11 AM to 5 PM Monday to Friday). Electricity provided during On-Peak periods is more expensive than electricity provided during Mid-Peak periods, and electricity provided during Mid-Peak periods is more expensive than electricity provided during Off-Peak periods. In this sense, On-Peak periods are “charge-adverse time periods” compared to Mid-Peak and Off-Peak periods. Further, Mid-Peak periods are “charge-adverse time periods” compared to Off-Peak periods. One skilled in the art will appreciate that the described charge-adverse time periods are merely exemplary, and can differ for different regions and different electricity providers. To save money, a vehicle user may wish to delay charging of their vehicle until a non-charge-adverse time period.

As another example, available energy for charging may differ depending on time of day. A vehicle user may charge their vehicle battery at a location with solar panels (e.g. their residence may be equipped with solar panels). Such solar panels only collect energy during daytime. As such, charging a vehicle overnight may risk depleting energy stored in a battery for the solar panel system. On the other hand, the solar panel system may collect more energy during daytime than can be stored in the battery for the solar system. In this example, nighttime can be a “charge-adverse time period”.

An indication of a charge-adverse time period can be received by any appropriate means, such as those discussed later with reference toFIGS.14and15. In some implementations, a user can manually input at least one indication of at least one charge-adverse time period, by an appropriate input device. For example, any of vehicle100, charge station110, remote device320, or intermediate device430could have a user interface device (such as controls buttons, dials, a touchscreen interface, or any other appropriate user input device), which a vehicle user can use to input an indication of a charge-adverse time period. As another example, any of vehicle100, charge station110, remote device320, or intermediate device430could communicate with a peripheral device (such as a smartphone, PDA, or other device), which a vehicle user can use to input an indication of a charge-adverse time period.

In other implementations, at least one indication of at least one charge-adverse time period can be received from a source other than the vehicle user. For example, an electricity provider may provide a schedule of charge-adverse time periods, which can be accessed by at least one processor of any of vehicle100, charge station110, remote device320, or intermediate device430to automatically receive at least one indication of at least one charge-adverse time period. As another example, a schedule of charge-adverse time-periods (e.g. delineated by region) can be made available by a manufacturer or provider of any of vehicle100, charge station110, remote device320, or intermediate device430, to be accessed by the same. As yet another example, a provider of charge-management software for any of vehicle100, charge station110, remote device320, or intermediate device430could provide such a schedule of charge-adverse time periods. In such examples, said schedule or schedules could be available via the internet or other network, for download by any of vehicle100, charge station110, remote device320, or intermediate device430(via intermediate servers, as appropriate). In some implementations, any of vehicle100, charge station110, remote device320, or intermediate device430could come pre-loaded with at least one indication of at least one charge-adverse time period (e.g. a schedule of charge-adverse time periods can be stored on a non-transitory processor-readable storage medium of any of vehicle100, charge station110, remote device320, or intermediate device430).

In act502and act504, “receiving an indication of a minimum charge threshold for a battery” and “receiving an indication of a charge-adverse time period” do not necessarily require the respective indication to come directly from a vehicle user or from an external source immediately prior to act506(discussed below). For example, at least one respective indication can be stored in a non-transitory processor-readable storage medium of vehicle100, charge station110, remote device320, or intermediate device430in advance (e.g. at least one respective indication can be input or downloaded during system setup, or at regular update intervals). When it comes time to make decisions as in act506discussed below, the at least one respective indication can be retrieved from said non-transitory processor-readable storage medium.

Any of vehicle100, charge station110, remote device320, or intermediate device430can include a communication interface, by which the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period can be received. For example, any of vehicle100, charge station110, remote device320, or intermediate device430could include communication hardware (e.g. wireless transmitters, wireless receivers, wireless transceivers, wired input and output port or lines) to communicate with a device which stores the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period. Such a device could be accessed for example over the internet, a local network, or by direct communication. As another example, vehicle100can include a communication interface to communicate with charge station110, remote device320, or intermediate device430, which in turn communicates with a device which stores the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period (that is, communication can be indirect). Similarly, charge station110can include a communication interface to communicate with vehicle100, remote device320, or intermediate device430which in turn communicates with a device which stores the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period. Similarly, intermediate device430can include a communication interface to communicate with vehicle100, charge station110, or remote device320, which in turn communicates with a device which stores the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period.

In act506, a determination is made as to whether a charge level of the vehicle battery is above the minimum charge threshold MinTduring the charge-adverse period. If the charge level of the vehicle battery is NOT above the minimum charge threshold MinTduring the charge-adverse period, method500proceeds to act508. If the charge level of the vehicle battery IS above the minimum charge threshold MinTduring the charge-adverse period, method500proceeds to act510. In some implementations, act506can be performed before the charge-adverse time period, to determine whether the charge level of the battery will be above the minimum charge level threshold during the charge adverse time period.

In act508, charging of the battery is enabled at a first charge rate during the charge-adverse time period. The first charge rate could be, for example, an unrestricted charge rate (e.g. the maximum rate at which the vehicle battery can be charged without damage to the battery, or a maximum rate at which power can be provided by a charge station which provides power to the battery).

In act510, charging of the battery is restricted to a second charge rate less than the first charge rate during the charge-adverse time period. The second charge rate could be zero, for example (i.e., charging is disabled), as discussed later with reference toFIGS.8,9,10, and12. The second charge rate could alternatively be greater than zero, but less than the first charge rate, as discussed later with reference toFIG.13.

Acts508and510can be performed by different hardware depending on the nature of the system in which method500is implemented. With reference to the system ofFIG.1, the at least one processor116in charge station110can act as a control unit, which enables charging (as in act508) or restricts charging (as in act510), by controlling quantity of power provided by charge station110to vehicle100. With reference to the system ofFIG.2, the at least one processor206in vehicle100can act as a control unit, which enables charging (as in act508) or restricts charging (as in act510), by controlling quantity of power which vehicles accepts from charge station110. With reference to the system ofFIG.3, the at least one processor326in remote device320can act as a control unit, which enables charging (as in act508) or restricts charging (as in act510), by instructing the at least one processor116in charge station110to enable charging or restrict charging by controlling provision of power from charge station110, or by instructing the at least one processor206in vehicle100to enable charging or restrict charging by controlling power accepted from charge station110. With reference to the system ofFIG.4, the at least one processor436in intermediate device430can act as a control unit, which enables charging (as in act508) or restricts charging (as in act510), by controlling quantity of power which flows through intermediate device430from charge station110to vehicle100. Regardless of the hardware, restricting charging as in act510can including disabling charging by controlling flow of power such that no power is transferred to the vehicle, or can include restricting charging by controlling flow of power such that less power is transferred to the vehicle than the first charge rate.

Method500prevents or restricts charging of the vehicle battery during a charge-adverse time period. This can save money (e.g. for time-specific electricity costs), or can prevent excessive depletion of power stored externally to the vehicle (e.g. for solar power provision systems).

FIG.6is a flowchart diagram which illustrates an exemplary method600of controlling or influencing charging of any of the batteries described herein. Method600as illustrated includes acts502,504,506,508, and510similarly to method500, and method600also includes act612. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. Similar toFIG.5, the discussion ofFIG.6is applicable to any of vehicle100, charge station110, remote device320, or intermediate device430as discussed with reference to any ofFIGS.1,2,3, and4. The description is also applicable to any appropriate battery charging setup or system. Any such vehicles, charge stations, devices, setups, or systems could include at least one processor and at least one non-transitory processor-readable storage medium, the at least one non-transitory processor-readable storage medium having instructions stored thereon, wherein the instructions when executed by the at least one processor cause the vehicle, charge station, device, setup, or system to perform the method600.

Method600inFIG.6is similar to method500inFIG.5, and discussion of method500is applicable to method600unless context dictates otherwise. One difference between method600inFIG.6and method500inFIG.5is that method600includes an additional act612.

In act612, charging of the battery is enabled at the first charge rate after the charge-adverse time period, regardless of whether charging of the battery was enabled (as in act508) or restricted (as in act510) during the charge-adverse time period. This allows the battery to charge outside of the charge-adverse time period without restriction. For example, if charging of the battery is restricted to the second charge rate during the charge-adverse time period as in act510, then charging is enabled at the first charge rate as in act612, this results in charging of the battery being at least partially delayed until after the charge-adverse time period. Consequently, timing of battery charging can be selectively controlled to occur at optimal times (times outside of charge-adverse time periods).

On the other hand, if charging of the battery is enabled at the first charge rate during the charge-adverse time period as in act508, then charging is enabled at the first charge rate as in act612, the battery can be charged during the charge-adverse time period to strive to maintain a minimum charge level of the battery, and charging of the battery can be completed (if needed) after the charge-adverse time period ends.

Generally, during any of the methods discussed herein, the control unit can be operable to monitor charge level of a battery continuously, periodically, or at regular intervals. In methods500and600, act506can be performed continuously, or at regular intervals (e.g. once per minute, five minutes, ten minutes, or any other appropriate interval) during a charge-adverse time period. If the determination of act506changes during a charge-adverse time period, this can change whether act508or act510is performed. For example, charging of a battery can be restricted starting at some point during a charge-adverse time period other than the beginning of the charge-adverse time period if the minimum charge threshold MinTis met part-way through the charge-adverse time period. This is discussed in detail with reference toFIG.9.

FIG.7is a flowchart diagram which illustrates an exemplary method700of controlling or influencing charging of any of the batteries described herein. Method700as illustrated includes acts502,504,506,508, and510similarly to method500, and method700also includes acts712and714. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. Similar toFIG.5, the discussion ofFIG.7is applicable to any of vehicle100, charge station110, remote device320, or intermediate device430as discussed with reference to any ofFIGS.1,2,3, and4. The description is also applicable to any appropriate battery charging setup or system. Any such vehicles, charge stations, devices, setups, or systems could include at least one processor and at least one non-transitory processor-readable storage medium, the at least one non-transitory processor-readable storage medium having instructions stored thereon, wherein the instructions when executed by the at least one processor cause the vehicle, charge station, device, setup, or system to perform the method700.

Method700inFIG.7is similar to method500inFIG.5, and discussion of method500is applicable to method700unless context dictates otherwise. Further, method700could also be combined with method600as appropriate for a given application. One difference between method700inFIG.7and method500inFIG.5is that method700includes additional acts712and714.

In act712, an override input is received from a user. In response to the override input, in act714, charging of the battery is enabled at the first charge rate during the charge-adverse time period, even though in act506the charge level of the battery was determined to be above the minimum charge threshold MinT. Acts712and714enable a user to force charging of the vehicle battery even if charging conditions are adverse. For example, a user may have a road-trip planned, for which they need a full battery charge. They may provide an override input in order to force charging of the vehicle battery during a charge-adverse time period to ensure that the vehicle battery has sufficient charge prior to the road trip. This concept is discussed in more detail later with reference toFIGS.10and11. Such an override input could be provided by a user via an interface of a vehicle100, charging station110, remote device320, or intermediate device430.

FIGS.8,9,10,11,12, and13are charge plots which illustrate several exemplary charging scenarios for a vehicle battery, with reference to a charge-adverse time period. As discussed later,FIGS.8,9,10,11,12, and13are also applicable to charge-restriction events. Though only a single charge-adverse time period (or charge-restriction event) is illustrated, the concepts discussed regardingFIGS.8,9,10,11,12, and13are applicable to any number of charge-adverse time periods (or charge-restriction events). Each ofFIGS.8,9,10,11,12, and13show a charge level of a vehicle battery over time (as a black line tracing through each plot). Each ofFIGS.8,9,10,11,12, and13include the following labels, which refer to concepts discussed above:

MinTrepresents a minimum charge threshold of the battery.

MinDrepresents a minimum charge degradation threshold of the battery.

MaxArepresents an absolute maximum energy storage capacity (total energy capacity) of a battery.

MaxDrepresents a usable maximum energy capacity of the battery set to prevent premature degradation as discussed above.

In the context of charge-adverse time periods, TSrepresents a start of a charge-adverse time period, and TErepresents an end of the charge-adverse time period. In the context of charge-restriction events as discussed later, TSrepresents a start of a charge-restriction event, and TErepresents an end of the charge-restriction event.

In some implementations, MinTequals MinD; that is, the minimum charge threshold can be set as the minimum charge degradation threshold. In other implementations, a minimum charge degradation threshold MinDmay not be set. In some implementations, MaxDmay not be set, such that the battery will charge all the way to MaxA.

FIG.8illustrates an example where a vehicle battery is connected to a power source (e.g. charge station) prior to TS. Prior to TS, charging of the vehicle battery is enabled at a first rate (e.g. an unrestricted rate, such that the battery can charge as fast as possible without damaging the vehicle, the battery, or the charge station), as indicated by the sloped solid line increasing prior to TS. At TS, the charge level of the battery is determined to be above the minimum charge threshold MinTin accordance with act506in method500,600, or700(or act1706discussed later with reference toFIGS.17,18, and19). Consequently, charging of the battery is restricted to a second charge rate less than the first charge rate in accordance with act510in methods500,600, and700(or act1710discussed later with reference toFIGS.17,18, and19). In the example ofFIG.8, the second charge rate is zero, i.e. charging is disabled. The charge level of the battery stays above the minimum charge threshold MinTuntil TE(i.e. for the duration of the charge-adverse time period or charge-restriction event). At TE, charging of the battery is enabled at the first charge rate (in accordance with act612in method600, or act1712discussed later with reference toFIG.17), as shown inFIG.8by the sloped line indicating increasing charge of the battery after TE. Once the charge level of the battery reaches the maximum threshold to prevent premature degradation MaxD, charging of the battery stops. In case where MaxDis not set, charging can continue to MaxA.

In the example ofFIG.8, unnecessary charging of the battery under adverse charging conditions or during a charge-restriction event is avoided.

FIG.9illustrates an example where a vehicle battery is connected to a power source (e.g. charge station) prior to TS. Prior to the start of the charge-adverse time period TS, charging of the vehicle battery is enabled at a first rate (e.g. an unrestricted rate, such that the battery can charge as fast as possible without damaging the vehicle, the battery, or the charge station), as indicated by the sloped solid line increasing prior to TS. At TS, the charge level of the battery is determined to be below the minimum charge threshold MinTin accordance with act506in method500,600, or700(or act1706discussed later with reference toFIGS.17,18, and19). Consequently, charging of the battery is enabled at the first charge rate during the charge-adverse time period (or charge-restriction event), as indicated by the sloped solid line increasing after TS, in accordance with act508in methods500,600, and700(or act1708discussed later with reference toFIGS.17,18, and19).

Act506(or act1706discussed later with reference toFIGS.17,18,19) is performed continuously or at regular intervals during the charge-adverse time period (or charge-restriction event), such that once the charge level of the battery reaches the minimum charge threshold MinT(highlighted by point902), charging of the battery is restricted to a second charge rate less than the first charge rate in accordance with act510in methods500,600, and700(or act1710discussed later with reference toFIGS.17,18, and19). In the example ofFIG.9, the second charge rate is zero, i.e. charging is disabled, as shown by the flat sold line during the charge-adverse time period. The charge level of the battery stays at or above the minimum charge threshold MinTuntil TE(i.e. for the duration of the charge-adverse time period or the charge-restriction event). At TE, charging of the battery is enabled at the first charge rate (in accordance with act612in method600or act1714as discussed later with reference toFIG.17), as shown inFIG.9by the sloped solid line indicating increasing charge of the battery after TE. Once the charge level of the battery reaches the maximum threshold to prevent premature degradation MaxD, charging of the battery stops. In cases where MaxDis not set, charging can continue to MaxA.

In the example ofFIG.9, a minimum charge in the vehicle battery can be reached to enable a certain degree of vehicle usability. Subsequent unnecessary charging of the battery under adverse charging conditions or during a charge-restriction event is prevented.

FIG.10illustrates an example where a vehicle battery is connected to a power source (e.g. charge station) prior to TS. Prior to TS, charging of the vehicle battery is enabled at a first rate (e.g. an unrestricted rate, such that the battery can charge as fast as possible without damaging the vehicle, the battery, or the charge station), as indicated by the sloped solid line increasing prior to TS. At TS, the charge level of the battery is determined to be above the minimum charge threshold MinTin accordance with act506in method500,600, or700(or act1706discussed later with reference toFIGS.17,18, and19). Consequently, charging of the battery is restricted to a second charge rate less than the first charge rate in accordance with act510in methods500,600, and700(or act1710discussed later with reference toFIGS.17,18, and19). In the example ofFIG.10, the second charge rate is zero, i.e. charging is disabled.

At point1002, an override input is received from a user as in act712of method700(or act1814discussed later with reference toFIG.18). In response to the override input, charging is enabled at the first rate during the charge-adverse time period in accordance with act714of method700(or during the charge-restriction event in accordance with act1816discussed later with reference toFIG.18), as shown inFIG.10by the sloped solid line indicating increasing charge of the battery after TSand before TE. Once the charge level of the battery reaches the maximum threshold to prevent premature degradation MaxD, charging of the battery stops. In cases where MaxDis not set, charging can continue to MaxA.

In the example ofFIG.10, a user can override charging controls, to charge the vehicle battery during a charge-adverse time period or charge-restriction event, for situations where it is desirable to promptly charge the vehicle above the minimum charge threshold MinT.

FIG.11illustrates a plot which is similar to the plot illustrated inFIG.10. Unless context dictates otherwise, the description ofFIG.10is applicable toFIG.11. One difference betweenFIG.11andFIG.10is that inFIG.11, the override input is received at point1102before TS(instead of after as inFIG.10). As a result, charging of the vehicle battery is not restricted to the second rate in the example ofFIG.11. That is, the user pre-empts the charging controls which would have restricted charging of the battery, prior to such restriction taking place. Such an implementation provides a user with greater flexibility and control over charging (e.g., they can provide the override input at a time convenient to them, without having to wait for the charge-adverse time period or charge-restriction event to start).

FIG.12illustrates an example where a vehicle battery is connected to a power source (e.g. charge station) after TS(shown as point1202). At point1202, the charge level of the battery is determined to be above the minimum charge threshold MinTin accordance with act506in method500,600, or700(or act1706as discussed later with reference toFIGS.17,18, and19). Consequently, charging of the battery is restricted to a second charge rate less than the first charge rate in accordance with act510in methods500,600, and700(or act1710as discussed later with reference toFIGS.17,18, and19). In the example ofFIG.12, the second charge rate is zero, i.e. charging is disabled. The charge level of the battery stays above the minimum charge threshold MinTuntil TE(i.e. for the duration of the charge-adverse time period or the charge-restriction event). At TE, charging of the battery is enabled at the first charge rate (in accordance with act612in method600or act1714discussed later with reference toFIG.17), as shown inFIG.12by the sloped line indicating increasing charge of the battery after TE. Once the charge level of the battery reaches the maximum threshold to prevent premature degradation MaxD, charging of the battery stops. In case where MaxDis not set, charging can continue to MaxA.

FIG.12illustrates that charging does not need to occur at the first charge rate in order to be restricted to the second charge rate. Rather, charging can be restricted to the second charge rate upon connecting the vehicle battery to a power source.

FIG.13illustrates a plot which is similar to the plot illustrated inFIG.8. Unless context dictates otherwise, the description ofFIG.8is applicable toFIG.13. One difference betweenFIG.13andFIG.8is that inFIG.13, the second charge rate is non-zero. That is, inFIG.13, the vehicle battery is still charged during the charge-adverse time period (or charge-restriction event), but at a slower rate such that less energy is consumed. In any of the implementations discussed herein, the second charge rate can be non-zero.

FIGS.14and15illustrate exemplary user interfaces by which a user can input an indication of at least one minimum charge threshold MinTand/or an indication of at least one charge-adverse time period. The interfaces ofFIGS.14and15could be presented via any appropriate device, including vehicle100, charge station110, remote device320, or intermediate device430. For example, the user interfaces could be presented by screens built into said devices, with corresponding means for receiving user input (e.g. touchscreens, display screens and button interfaces, etc.).

The user interface illustrated inFIG.14shows a current setting for minimum charge threshold for “High-Adverse Periods”1410, which can be adjusted by the user using the up input1414or the down input1412. The user interface illustrated inFIG.14also shows a current setting for minimum charge threshold for “Medium-Adverse Periods”1420, which can be adjusted by the user using the up input1424or the down input1422. The user interface illustrated inFIG.14also shows a current setting for minimum charge threshold for Charge-Restriction Events1430, which can be adjusted by the user using the up input1434or the down input1432. “High-Adverse Periods” and “Medium-Adverse Periods” are discussed below, and “Charge-Restriction Events” are discussed later with reference toFIGS.17,18,19,20,21,22,23, and24. Although the user controls are illustrated as up and down buttons, any appropriate controls could be used, such as dials, sliders, typing a desired value, etc. Further, limits may be imposed on what extent to which a user can set minimum charge thresholds. This can prevent user error in setting minimum charge thresholds. As one example, minimum charge thresholds may be constrained to being set within 20% and 70% of the energy capacity of a battery. If a minimum charge threshold were set by a user to be too high (e.g. 90%) this would eliminate most of the benefits of controlled charging, and is indicative of likely input error. Similarly, if minimum charge threshold were to be set below a minimum charge degradation threshold for a battery, this could be harmful for the battery and/or prevent operation of the vehicle until the battery can charge after a charge-adverse period (e.g. this could be equivalent to setting the battery to not charge ever during charge-adverse events), which is also indicative of input error because the intended advantages of setting a minimum charge threshold are not being utilized.

Charging patterns for different adversity levels to charging (how adverse a particular period is to charging) can optionally be controlled independently to improve flexibility for users. The example ofFIG.14illustrates setting separate minimum charge thresholds for “High-Adverse Periods” and “Medium-Adverse Periods”. Although not illustrated, a “Non-Adverse Period” or similar could also be included, for which a minimum charge threshold may not need be set, or could be set as the maximum usable energy storage capacity of the battery (e.g. there is no need to restrict charging during the Non-Adverse Period). In the above example for Toronto, “On-Peak” has the highest cost of energy, and thus could be classified as a “High Adverse Period”. “Off-Peak” has a cost of energy which is the lowest possible, and thus could be classified as a “Non-Adverse Period”. “Mid-Peak” has a cost of energy which is between On-Peak and Off-Peak, and thus could be classified as a “Medium-Adverse Period”.

In the example ofFIG.14, minimum charge threshold for High-Adverse Periods is set at 30%. This will provide a vehicle battery with enough energy for short trips (e.g. for emergency or basic convenience), but will prevent charging the vehicle battery unnecessarily during a period which is highly adverse to charging. Also in the example, minimum charge threshold for Medium-Adverse Periods is set at 50%. This will provide a vehicle battery with a balanced amount of energy, while avoiding some extra expense for charging during periods which are non-ideal for charging. Setting minimum charge threshold for Charge-Restriction Events is discussed later with reference toFIG.22.

FIG.15illustrates an exemplary user interface by which a user can provide an indication of charge-adverse time periods, and optionally provide an indication of minimum charge thresholds. Each row in the interface ofFIG.15represents a specified time period or schedule of time periods. Each column in the interface ofFIG.15represents a specific aspect of time periods. In the example, column1501represents labels or names of time periods. As examples, these labels or names can be manually input by a user, selected by a user from a list, pre-defined, or any other appropriate format. In the example, column1502represents a day or days in which a given time period occurs. As examples, this day or these days could be days of the week, specific dates, holidays or non-holidays, or any other appropriate way of delineating days. In the example, column1503illustrates a time of day in which a given time period occurs. As examples, times of day could be manually input by a user, selected from a list of options, or any other appropriate means. In the example, column1504illustrates an adversity classification of a given time period. As examples, these classifications could be manually defined by the user, selected from a list, or any other appropriate means of generating classifications. In the example, column1505represents a minimum charge threshold set for the time period. As an example, minimum charge thresholds could be set by a user similarly to as described with reference toFIG.14. Columns1504and1505are optional alternatives that could be used together, but may be implemented separately (i.e. a given implementation may have only one of column1504or column1505).

The example illustrated inFIG.15corresponds to the time-of-use energy pricing example in Toronto as discussed above. The user can input as many rows represented schedules of time periods as needed.

In row1511, a time period labelled “On-Peak” is input, which occurs on weekdays (Monday to Friday; may or may not include holidays as appropriate for a given situation) from 11 AM to 5 PM. As discussed in the above example of Toronto, during this time period energy is at its most expensive, and so charge adversity is set to High. The minimum charge threshold could be set as discussed with reference toFIG.14, and subsequently the minimum charge threshold for the time period specified by row1511could be retrieved as needed based on the minimum charge threshold set for time periods of the “High” charge-adversity classification. Alternatively, a minimum charge threshold for the schedule of time periods specified by row1511can be specified directly in column1505, in this case 25%.

In row1512, a time period labelled “Mid-Peak” is input, which occurs on weekdays (Monday to Friday; may or may not include holidays as appropriate for a given situation) from 7 AM to 11 AM and 5 PM to 7 PM. In the illustrated example, row1512includes two schedule time ranges in column1503(7 AM to 11 AM, and 5 PM to 7 PM); in alternative implementations, two separate rows can be input, with each row specifying one time range. As discussed in the above example of Toronto, during these time periods energy is more expensive than off-peak times, but less expensive that on-peak times, and so charge adversity is set to Medium. The minimum charge threshold could be set as discussed with reference toFIG.14, and subsequently the minimum charge threshold for the time periods specified by row1512could be retrieved as needed based on the minimum charge threshold set for time periods of the “Medium” charge-adversity classification. Alternatively, a minimum charge threshold for the schedule of time periods specified by row1512can be specified directly in column1505, in this case 40%.

In rows1513and1514, time periods labelled “Off-Peak” are input, which occur on weekdays (Monday to Friday; may or may not include holidays as appropriate for a given situation) from 7 PM to 7 AM, and all day on weekends. In the illustrated example, rows1513and1514each include one scheduled time range; in alternative implementations, two separate time ranges could be input in a single row, as in the example of row1512. As discussed in the above example of Toronto, during these time periods energy is at its lowest cost, and so charge adversity is set to None (or Low). The minimum charge threshold could be set and subsequently the minimum charge threshold for the time periods specified by rows1513and1514could be retrieved as needed based on the minimum charge threshold set for time periods of the “None” charge-adversity classification. As an alternative, as discussed with reference toFIG.14above, no minimum charge threshold could be set, or no minimum charge threshold could be needed/used for time periods of the “None” charge-adversity classification; in such time periods, the vehicle battery is charged to its maximum usable energy capacity since there is no or little adversity to charging (relative to other time periods). As another alternative, a minimum charge threshold for the schedule of time periods specified by rows1513and1514can be specified directly in column1505, in this case 100%.

In optional row1515, no time period is shown as being input. Instead, an “Add New” control for adding a new time period is illustrated in column1501, which a user can use to input time periods, if desired. One example form of control for adding new time periods is illustrated (an “Add New” button), but in practice any appropriate form of control for adding time periods (positioned in any appropriate manner) could be used. In the illustrated example, each of the time periods in rows1511,1512,1513, and1514could have been adding by clicking the “Add New” control, and filling in the details in columns1501,1502,1503,1504, and1505for the respective row.

In view of setting different minimum charge thresholds for different levels of charge-adversity as inFIGS.14and15, act506in methods500,600, and700can involve determining if the charge level of the battery is above a minimum charge threshold as set for an adversity level for a charge-adverse time period.

FIG.16is a schematic view of a system for controlling power distribution to a plurality of vehicles.FIG.16shows a distribution control device1640, which includes at least one processor1642, at least one non-transitory processor-readable storage medium1644, and a communication interface1646. Although illustrated as one device, distribution control device1640can include a plurality of devices, a plurality of processors1642, a plurality of non-transitory processor-readable storage mediums1644, and/or a plurality of communication interfaces1646. Further, such a plurality of distribution control devices can be in close proximity (e.g. in a central server location), or can be distributed across different locations (e.g. as remote devices). Communication interface1646can be a wired or wireless interface, through which distribution control device1640communicates with a plurality of control units which control charging for respective vehicles. In the illustrated example, distribution control device1640communicates with a control unit in a charge station110acoupled to a vehicle100a, a control unit in a vehicle100b, a control unit in a remote device320coupled to a charge station110cor vehicle100c, and a control unit in an intermediate device430coupled to a vehicle100dand a charge station110d. However, distribution control device1640could communicate with any appropriate number of control units, such as one control unit, dozens of control units, hundreds of control units, thousands of control units, or even more control units. The illustrated example shows a case of distribution control device1640in communication with each of the charging systems illustrated inFIGS.1,2,3, and4, but in practice distribution control device1640can communicate with any appropriate charging system.

In the example illustrated inFIG.16, vehicle100acorresponds to vehicle100as discussed with reference toFIG.1, and discussion of components inFIG.1is applicable to similarly named components inFIG.16. Vehicle100aincludes a battery102a, which receives power from a charge station110a. Charge station110aincludes the “control unit” for this example charging system, in that charge station110aincludes at least one processor116and at least one non-transitory processor readable storage medium118, which control provision of power from charge station110ato battery102aof vehicle100a. Though not illustrated to avoid clutter, charge station110aalso includes a communication interface (such as a wireless transmitter, wireless receiver, wireless transceiver, or wired input and output ports or lines) by which charge station110acommunicates with distribution control device1640.

In the example illustrated inFIG.16, vehicle100bcorresponds to vehicle100as discussed with reference toFIG.2, and discussion of components inFIG.2is applicable to similarly named components inFIG.16. Vehicle100bincludes a battery102b, which receives power from a charge station110b. Vehicle100bincludes the “control unit” for this example charging system, in that vehicle100bincludes at least one processor206and at least one non-transitory processor readable storage medium208, which control acquisition of power from charge station110bto battery102bof vehicle100b. Though not illustrated to avoid clutter, vehicle100bor charge station110balso include a communication interface (such as a wireless transmitter, wireless receiver, wireless transceiver, or wired input and output ports or lines) by which vehicle100bcommunicates with distribution control device1640(directly from vehicle100bor indirectly via charge station110b).

In the example illustrated inFIG.16, vehicle100ccorresponds to vehicle100as discussed with reference toFIG.3, and discussion of components inFIG.3is applicable to similarly named components inFIG.16. Vehicle100cincludes a battery102c, which receives power from a charge station110c. Remote device320includes the “control unit” for this example charging system, in that remote device320includes at least one processor326and at least one non-transitory processor readable storage medium328, which control provision of power from charge station110cto battery102cof vehicle100c(e.g. by providing control instructions to charge station110cor vehicle100c). Though not illustrated to avoid clutter, remote device320includes a communication interface (such as a wireless transmitter, wireless receiver, wireless transceiver, or wired input and output ports or lines) by which remote device320communicates with distribution control device1640. In the context ofFIG.16, remote device320is called “remote” in that it is remote from vehicle100cand charge station110c, as inFIG.3.

In the example illustrated inFIG.16, vehicle100dcorresponds to vehicle100as discussed with reference toFIG.4, and discussion of components inFIG.4is applicable to similarly named components inFIG.16. Vehicle100dincludes a battery102d, which receives power from a charge station110d. Intermediate device430includes the “control unit” for this example charging system, in that intermediate device430includes at least one processor436and at least one non-transitory processor readable storage medium438, which control flow of power from charge station110dto battery102dof vehicle100d(e.g. by controlling power which is provided by charge station110d). Though not illustrated to avoid clutter, intermediate device430includes a communication interface (such as a wireless transmitter, wireless receiver, wireless transceiver, or wired input and output ports or lines) by which intermediate device430communicates with distribution control device1640. In the context ofFIG.16, intermediate device430is called “intermediate” in that it is intermediate to vehicle100dand charge station110d, as inFIG.4.

Each of the control units discussed with reference toFIG.16are shown as communicating directly with distribution control device1640, but this is not necessarily the case. For example, each of the control units can communicate with distribution control device1640indirectly through the internet or other network, where communication signals pass through one or more intermediary servers or connection devices.

Unless context requires otherwise, generally acts of information processing which are performed by distribution control device1640can be performed by the at least one processor1642.

At leastFIGS.17,18,19,20,21,22,23, and24discuss acts and methods which can be performed by the components illustrated inFIG.16, to control distribution of power.

FIG.17is a flowchart diagram which illustrates an exemplary method1700performed by a control unit corresponding to a vehicle. Method1700as illustrated includes acts1702,1704,1706,1708,1710,1712, and1714. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, any of the at least one non-transitory processor-readable storage mediums118,208,328, or438could have instructions stored thereon, which when executed by a respective at least one processor cause the respective vehicle, charge station, device, setup, or system to perform the method1700.

In act1702, an indication of a minimum charge threshold MinTfor a battery is received. In some cases, this minimum charge threshold could be a minimum charge degradation threshold MinDas discussed above. An indication of a minimum charge threshold MinTfor a battery can be received similarly to as discussed above with reference to act502in method500illustrated inFIG.5. The above discussion of act502inFIG.5also applies to act1702inFIG.17.

In act1704, an indication of a charge-restriction event is received. Throughout this disclosure, the term “charge-restriction event” refers to an event (period of time) where a supplier of power (e.g. utility company or government entity) can solicit or control restrictions on charging of vehicle batteries to limit power usage during the charge-restriction event. This alleviates strain or burden on power distribution networks and infrastructure. A charge-restriction event can alternatively be called a “demand-response event” (DRE). Charge-restriction events can be scheduled, based on expected periods of high power usage, or can be initiated as needed (such as an emergency event where power usage needs to be promptly decreased).

An indication of a charge-restriction event can be received by any appropriate means. For example, an electricity provider may provide a schedule of charge-restriction events, or a notification service which indicates upcoming charge-restriction events, which can be accessed by at least one processor of any of vehicle100b, charge station110a, remote device320, or intermediate device430to automatically receive an indication of a charge-restriction event. As yet another example, a provider of charge-management software or hardware for any of vehicle100b, charge station110a, remote device320, or intermediate device430could provide such a schedule or notifications of charge-restriction events (e.g. an electricity provider could notify the provider of charge-management software or hardware of upcoming charge-restriction events, and the provider of charge-management software or hardware can provide an indication (or indications) of a charge-restriction event (or charge-restriction events). Said schedule or notifications of charge-restriction events could be available via the internet or other network, for download by any of vehicle100b, charge station110a, remote device320, or intermediate device430(via intermediate servers, as appropriate). Said schedule or notifications of charge-restriction events can also be sent directly to any of vehicle100b, charge station110a, remote device320, or intermediate device430(e.g. like push notifications). An indication of a charge restriction event can be distributed (e.g. sent to control units corresponding to vehicles; made accessible to control units, etc.) by distribution control device1640.

In acts1702and act1704, “receiving an indication of a minimum charge threshold for a battery” and “receiving an indication of a charge-restriction event” do not necessarily require the respective indication to come directly from a vehicle user or from an external source immediately prior to act1706(discussed below). For example, at least one respective indication can be stored in a non-transitory processor-readable storage medium of vehicle100b, charge station110a, remote device320, or intermediate device430in advance (e.g. an indication of minimum charge threshold can be input or downloaded during system setup, or indications can be downloaded and stored at regular update intervals). When it comes time to make decisions as in act1706discussed below, the at least one respective indication can be retrieved from said non-transitory processor-readable storage medium.

As mentioned above, vehicle100b, charge station110a, remote device320, or intermediate device430can include a respective communication interface, by which the indication of a charge-restriction event can be received. For example, any of vehicle100b, charge station110a, remote device320, or intermediate device430could include communication hardware to communicate with the distribution control device1640, to receive an indication of a charge-restriction event. Such communication can occur example over the internet, a local network, or by direct communication.

In act1706, a determination is made as to whether a charge level of the vehicle battery is above the minimum charge threshold MinTbefore an end of the charge-restriction event. In some implementations, this can include determining whether a charge level of the vehicle battery is above the minimum charge threshold MinTbefore a beginning of the charge-restriction event, as discussed in detail with reference toFIG.19below. In other implementations, this can include determining whether a charge level of the vehicle battery is above the minimum charge threshold MinTduring the charge-restriction event, as discussed in detail with reference toFIG.19below. If the charge level of the vehicle battery is NOT above the minimum charge threshold MinTbefore an end of the charge-restriction event, method1700proceeds to act1708. If the charge level of the vehicle battery IS above the minimum charge threshold MinTbefore an end of the charge-restriction event, method1700proceeds to act1710.

In act1708, charging of the battery is enabled at a first charge rate during the charge-restriction event. The first charge rate could be, for example, an unrestricted charge rate (e.g. the maximum rate at which the vehicle battery can be charged without damage to the battery, or a maximum rate at which power can be provided by a charge station which provides power to the battery).

In act1710, charging of the battery is restricted to a second charge rate less than the first charge rate during the charge-restriction event. The second charge rate could be zero, for example (i.e., charging is disabled), as discussed with reference toFIGS.8,9,10and12. The second charge rate could alternatively be greater than zero, but less than the first charge rate, as discussed with reference toFIG.13.

Acts1708and1710can be performed by different hardware depending on the nature of the system in which method1700is implemented. With reference to the charging system of vehicle100ainFIG.16, the at least one processor116in charge station110acan act as a control unit, which enables charging (as in act1708) or restricts charging (as in act1710), by controlling quantity of power provided by charge station110ato vehicle100a. With reference to the charging system of vehicle100binFIG.16, the at least one processor206in vehicle100bcan act as a control unit, which enables charging (as in act1708) or restricts charging (as in act1710), by controlling quantity of power which vehicle100baccepts from charge station110a. With reference to the charging system of vehicle100cinFIG.16, the at least one processor326in remote device320can act as a control unit, which enables charging (as in act1708) or restricts charging (as in act1710), by instructing the at least one processor116in charge station110cto enable charging or restrict charging by controlling provision of power from charge station110c, or by instructing the at least one processor206in vehicle100cto enable charging or restrict charging by controlling power accepted from charge station110c. With reference to the charging system of vehicle100dinFIG.16, the at least one processor436in intermediate device430can act as a control unit, which enables charging (as in act1708) or restricts charging (as in act1710), by controlling quantity of power which flows through intermediate device430from charge station110dto vehicle100d.

In act1712, an indication of whether charging of the battery is enabled at the first charge rate or restricted to the second charge rate for the charge-restriction event is transmitted, for example by a communication interface of any of vehicles100a,100b,100c, or100d; charge stations110a,110b,110c, or110d; remote device320; or intermediate device430. The indication of whether charging of the battery is enabled at the first charge rate or restricted to the second charge rate is transmitted to distribution control device1640(directly or indirectly), for allocation of rewards as discussed in detail with reference toFIGS.20and21below. Further, the indication of whether charging of the battery is enabled at the first charge rate or restricted to the second charge rate can be transmitted at any appropriate time, including prior to a beginning of the charge-restriction event, during the charge-restriction event, or after an end of the charge-restriction event. Allocation of rewards can be performed after the charge-restriction event, so the indication of whether charging of the battery is enabled at the first charge rate or restricted to the second charge rate does not need to be transmitted in real time.

In act1714, charging of the battery is enabled at the first charge rate after the charge-restriction event. That is, outside of the charge-restriction event, charge rate of the vehicle battery is not restricted.

Method1700provides a means for determining and communication whether a vehicle participates in a charge-restriction event, which can be used to inform or audit allocation of rewards based on participation in charge-restriction events.FIGS.8,9,10,11,12, and13discussed above show exemplary charging scenarios which can play out in the context of method1700.

FIG.18is a flowchart diagram which illustrates an exemplary method1800performed by a control unit corresponding to a vehicle. Method1800as illustrated includes acts1702,1704,1706,1708, and1710similarly to method1700, and method1800also includes acts1812,1814, and1816. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, any of the at least one non-transitory processor-readable storage mediums118,208,328, or438could have instructions stored thereon, which when executed by a respective at least one processor cause the respective vehicle, charge station, device, setup, or system to perform the method1800.

Acts1702,1704,1706,1708, and1710in method1800are similar to as in method1700; description of these acts with reference toFIG.17is also applicable to method1800inFIG.18.

In act1812, an override input is received from a user (e.g. via a user interface or peripheral device). In response to the override input, in act1814, charging of the battery is enabled at the first charge rate during the charge-restriction event, even though in act1706the charge level of the battery was determined to be above the minimum charge threshold MinT. Acts1812and1814enable a user to force charging of the vehicle battery even during a charge-restriction event. For example, a user may have a road-trip planned, for which they need a full battery charge. They may provide an override input in order to force charging of the vehicle battery during a charge-restriction event to ensure that the vehicle battery has sufficient charge prior to the road trip. This concept is discussed in more detail with reference toFIGS.10and11.

In act1816, an indication of when charging of the battery is enabled at the first charge rate is transmitted by the communication interface. This indication of when charging of the battery is enabled at the first charge rate is received by the distribution control device1640, for determination, adjustment, or proration of rewards allocated to a user or owner of the vehicle. In some implementations, if charging at the first rate was enabled partway through the charge-restriction event, rewards may be prorated to be allocated only for the portion of the charge-restriction event for which charging was restricted to the second rate (i.e., a proportional reward is allocated based on a proportion of the event for which charging is restricted). In other implementations, if charging was enabled at the first charge rate for any portion of the charge-restriction event, rewards may not be allocated to the user for the charge-restriction event (i.e., rewards may only be allocated in cases where charge rate is restricted for the entirety of the charge-restriction event). In some implementations, a proportional reward is allocated based on a quantity of energy which is saved during the charge-restriction event by restricting charging of the battery to the second charge rate instead of enabling charging of the battery at the first charge rate. The quantity of energy can be approximated based on a proportion of time of the charge-restriction event for which charging is restricted to the second charge rate, or a difference in energy (or power) used during the charge-restriction event by restricting charging to the second charge rate instead of enabling charge rate at the first charge rate can be calculated. Determination and allocation of rewards is described in greater detail with reference toFIGS.20and21below.

FIGS.10and11discussed above show exemplary charging scenarios which can play out in the context of method1800.

FIG.19is a flowchart diagram which illustrates an exemplary method1900performed by a control unit corresponding to a vehicle. Method1900as illustrated includes acts1702,1704,1708, and1710similarly to method1700, and method1900also includes acts1906,1912,1914,1916,1918, and1920. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, any of the at least one non-transitory processor-readable storage mediums118,208,328, or438could have instructions stored thereon, which when executed by a respective at least one processor cause the respective vehicle, charge station, device, setup, or system to perform the method1900.

Acts1702,1704,1708, and1710in method1900are similar to as in method1700; description of these acts with reference toFIG.17are also applicable to method1900inFIG.19.

Act1906in method1900is similar to act1706in method1700, and description of act1706is applicable to act1906unless context dictates otherwise. One difference between act1906and act1706is that in act1906a charge level of the battery above the minimum charge threshold is determined before a beginning of the charge-restriction event (instead of before an end of the charge-restriction event). This is because method1900includes act1914which pertains to making a determination of whether the charge level is above the minimum charge threshold during the charge-restriction event as discussed in detailed below.

In act1912, charge level of the battery is monitored during charging of the battery by a control unit corresponding to the battery. In act1914, a determination is made as to whether the charge level of the battery goes above the minimum charge threshold during the charge-restriction event. If the charge level of the battery does not go above the minimum charge threshold during the charge-restriction event, method1900proceeds to act1916, where charging of the battery is enabled at the first charge rate throughout the charge-restriction event. If the charge level of the battery goes above the minimum charge threshold during the charge-restriction event, method1900proceeds to act1918, where charging of the battery is restricted to the second charge rate until an end of the charge-restriction event. That is, partway through the charge-restriction event, charging of the battery can be restricted to the second charge rate once the minimum charge threshold is met. Acts1912and1914can be performed continuously, repeatedly, or periodically (e.g. a regular intervals) during the charge-restriction event, so that charge rate can be restricted to the second charge rate shortly after the minimum charge threshold is met.

In act1920, an indication of when charging of the battery is restricted to the second charge rate is transmitted by the communication interface. This indication of when charging of the battery is restricted to the second charge rate is received by the distribution control device1640, for determination or adjustment of rewards allocated to the user. In some implementations, if charging was restricted to the second charge rate partway through the charge-restriction event, rewards may be prorated to be allocated only for the portion of the charge-restriction event for which charging was restricted to the second rate (i.e., a proportional reward is allocated based on a proportion of the event for which charging is restricted). In other implementations, if charging was enabled at the first rate for any portion of the charge-restriction event, rewards may not be allocated to the user for the charge-restriction event (i.e., rewards may only be allocated in cases where charge rate is restricted for the entirety of the charge-restriction event). However, in such an implementation where prorated rewards are not allocated, a control unit may be programmed to only determine whether a charge level of the battery is above the minimum charge threshold before the beginning of the charge-restriction event, so that the vehicle may be charged at the first charge rate throughout the charge-restriction event (even if the charge level goes above the minimum charge threshold), since no rewards will be issued for partial participation in the charge-restriction event. In some implementations, a proportional reward is allocated based on a quantity of energy which is saved during the charge-restriction event by restricting charging of the battery to the second charge rate instead of enabling charging of the battery at the first charge rate. The quantity of energy can be approximated based on a proportion of time of the charge-restriction event for which charging is restricted to the second charge rate, or a difference in energy (or power) used during the charge-restriction event by restricting charging to the second charge rate instead of enabling charge rate at the first charge rate can be calculated. Determination and allocation of rewards is described in greater detail with reference toFIGS.20and21below.

FIG.9discussed above shows an exemplary charging scenario which can play out in the context of method1900.

In some implementations, restricting charging to the second charge rate, as in acts1710and1918discussed with reference toFIGS.17,18, and19above, entails restricting charging to a charge rate of zero (i.e. disabling charging) as shown in the examples ofFIGS.8,9,10, and12discussed above. In other implementations, restricting charging to the second charge rate, as in acts1710and1918discussed with reference toFIGS.17,18, and19above, entails restricting charging to a charge rate greater than zero but less than the first charge rate, as shown in the examples ofFIG.13discussed above.

FIG.20is a flowchart diagram which illustrates an exemplary method2000performed by distribution control device1640. Method2000as illustrated includes acts2002,2004, and2006. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, the at least one non-transitory processor-readable storage medium1644could have instructions stored thereon, which when executed by the at least one processor1642cause the distribution control device1640to perform the method2000.

In act2002, an indication of a charge-restriction event is transmitted to a plurality of control units which control charging of batteries of respective vehicle (in the example ofFIG.16, charge station110a, vehicle100b, remote device320, and intermediate device430comprise such control units). As mentioned above, the term “charge-restriction event” refers to an event (period of time) where a supplier of power (e.g. utility company or government entity) can solicit or control restrictions on charging of vehicle batteries to limit power usage during the charge-restriction event. This alleviates strain or burden on power distribution networks and infrastructure. A charge-restriction event can alternatively be called a “demand-response event” (DRE). Charge-restriction events can be scheduled, based on expected periods of high power usage, or can be initiated as needed (such as an emergency event where power usage needs to be promptly decreased).

An indication of a charge-restriction event can be transmitted by any appropriate means. For example, as described above, an electricity provider may provide a schedule of charge-restriction events, or a notification service which indicates upcoming charge-restriction events, which can be accessed by at least one processor of any of vehicle100b, charge station110a, remote device320, or intermediate device430. As yet another example, a provider of charge-management software or hardware for any of vehicle100b, charge station110a, remote device320, or intermediate device430could provide (transmit) such a schedule or notifications of charge-restriction events (e.g. an electricity provider could notify the provider of charge-management software or hardware of upcoming charge-restriction events, and the provider of charge-management software or hardware can provide an indication (or indications) of a charge-restriction event (or charge restriction events)). Said schedule or notifications of charge-restriction events can also be transmitted directly to any of vehicle100b, charge station110a, remote device320, or intermediate device430(e.g. like push notifications). An indication of a charge restriction event can be distributed (e.g. sent to control units corresponding to vehicles; made accessible to control units, etc.) by distribution control device1640.

In act2004, the distribution control device1640receives, from each control unit of a set of control units of the plurality of control units, a respective indication of participation in the charge-restriction event by a respective vehicle, wherein indication of participation in the charge-restriction event is indicative of a charge rate of a battery of the respective vehicle being restricted from a first charge rate outside of the charge restriction event to a second charge rate less than the first charge rate during the charge-restriction event. Such an indication can be transmitted from a control unit as in act1714in method1700as discussed with reference toFIG.17above. That is, in accordance with method1700inFIG.17, a control unit of a vehicle can determine whether a vehicle participates in a charge-restriction event based on a minimum charge threshold for a battery of the vehicle, and transmit an indication of participation to distribution control device1640. Receiving an indication from each control unit of a set of control units of the plurality of control units refers to receiving respective indications from vehicles which participated in the charge-restriction event (the set of vehicles, which is not required to be the entire plurality of vehicles), but does not require that other vehicles provide an indication of non-participation in the event (although such indications of non-participation could be received in an optional implementation).

In act2006, the distribution control device1640allocates a respective reward for a respective recipient for each vehicle (e.g. a respective owner for each vehicle) for which an indication of participation in the charge-restriction event was received, each reward based on a quantity of energy which is saved during the charge-restriction event by the respective vehicle restricting charge rate to the second charge rate instead of enabling charging of the battery at the first charge rate. Allocating a reward provides incentive for recipients (e.g. vehicle owners) to participate in charge-restriction events, thereby reducing power usage during charge-restriction events and saving the power distribution entity power capacity at crucial times. “Allocating a reward” can include, as non-limiting examples, providing any appropriate incentive or bonus to a recipient, such as: providing monetary funds (money), providing credit (reduction on a future bill), providing coupons, providing discounts, or providing extra services to a recipient associated with the vehicle which participated in the charge-restriction event.

FIG.21is a flowchart diagram which illustrates an exemplary method2100performed by distribution control device1640. Method2100as illustrated includes acts2002,2004, and2006, similarly to method2000, and method2100also includes acts2108and2110. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, the at least one non-transitory processor-readable storage medium1644could have instructions stored thereon, which when executed by the at least one processor1642cause the distribution control device1640to perform the method2100.

Acts2002,2004, and2006in method2100are similar to as in method2000; description of these acts with reference toFIG.20is also applicable to method2100inFIG.21.

In act2108, distribution control device1640receives an indication of partial participation in the charge-restriction event by a respective vehicle. Partial participation refers to when charge rate of a battery of the respective vehicle is restricted to the second charge rate for only a portion of the charge-restriction event. As one example, method1800inFIG.18discussed above describes an example where a user can override restriction of charging to the second charge rate, such that the battery is charged at the first charge rate thereafter. In this example, the vehicle can be considered as having participated in the charge-restriction event until the charge rate was enabled at the first charge rate during the charge-restriction event. As another example, method1900inFIG.19discussed above describes an example where charging of the battery is restricted to the second charge rate partway through the charge-restriction event, in response to the charge level of the battery going above the minimum charge threshold. In both examples, charging of the vehicle battery was not restricted to the second charge rate for the entire charge-restriction event, and hence the vehicle has “partially” participated in the charge-restriction event.

The amount of rewards allocated to a recipient can be determined in any appropriate way. In some implementations, energy savings by the vehicle being restricted to the second charge rate for the charge-restriction event (compared to the vehicle charging at the first charge rate) can be calculated. For example, if the first charge rate is 7 kilowatts (kW), and the second charge rate is 0 kW, and the charge-restriction event is one hour long, than a vehicle (Vehicle A) which fully participates in the charge-restriction event will save 7 kWh (kilowatt-hours) of energy. In this example, if a vehicle (Vehicle B) participates in only 30 minutes (0.5 hours) of the charge-restriction event, only 3.5 kWh of energy will be saved, and thus an allocated reward may be a prorated reward (e.g. half the reward allocated to Vehicle A), a lesser reward, or no reward at all compared to Vehicle A which fully participates in the charge event. In other implementations, calculations can be simplified by allocating reward based on proportion of time a vehicle participates in a charge event. In the above example, the distribution control device1640can determine that Vehicle A participated fully in the charge-restriction event and is entitled to full rewards, whereas Vehicle B participated in only half of the charge-restriction event, and is thus only entitled to half the rewards compared to Vehicle A. In yet other implementations, rewards can be allocated based on saved capacity for a given time. In the above example, Vehicle A saves 7 kW of capacity for the entire event, whereas Vehicle B saves 7 kW of capacity for 30 minutes of the event. This can result in partial rewards not being exactly equivalent to partial rewards calculated based on total energy saved over the course of the event. For example, different time segments of the charge-restriction event may have different “reward values”; that is, power capacity saved during one portion of the event may receive higher rewards than power capacity saved during another time portion of the event. Rewards could be higher during a “peak” portion of the event where power capacity savings are most valuable.

In some implementations, allocation of rewards may be based on actual energy saved. For example, a vehicle may be fully charged prior to a charge-restriction event, such that restricting charging of the vehicle to the second charge rate does not save any actual energy (since the vehicle would not charge at the first charge rate anyway). As such, the distribution control device1640may not receive an indication of actual restriction of charge rate to the second charge rate (since charge rate was effectively zero anyway), and thus no rewards may be allocated for participation in the charge-restriction event. This model saves a rewards provider or power distributor expense for cases where no actual energy is saved. However, such an arrangement may frustrate reward recipients (e.g. vehicle owners/users) who's charging schedules don't necessarily align with common charge-restriction events, as they will receive less rewards. This may prevent potential recipients from signing up or staying signed up with a rewards program.

In other implementations, allocation of rewards may be based on a calculated “possible” energy saved, regardless of whether actual energy saved actually equals the calculated possible energy saved. For example, a vehicle may be fully charged prior to a charge-restriction event, such that restricting charging of the vehicle to the second charge rate does not save any actual energy (since the vehicle would not charge at the first charge rate anyway). Nonetheless, “possible” energy saved can be calculated by determining how much energy the vehicle would use if it charged at the first charge rate for the duration of the charge-restriction event, and subtracting an amount of energy the vehicle would use if it charged at the second charge rate for the duration of the charge-restriction event. By rewarding recipients (e.g. vehicle owners/users) based on possible energy saved, more recipients are incentivized to enter into rewards programs (even if their usual charging schedules don't necessarily align with common charge-restriction events). However, expense on the reward program or power distribution company are higher because rewards are being allocated even when power isn't actually being saved.

Whether allocation of rewards is based on actual energy saved or possible energy saved should be chosen as appropriate for a given application or scenario.

In addition to the acts in methods2000and2100discussed with reference toFIGS.20and21, the distribution control device1640can also transmit (distribute) helpful information to recipients (e.g. vehicle owners/users). For example, distribution control device1640can transmit or make available a schedule of upcoming charge-restriction events to be presented to recipients. As another example, distribution control device1640can transmit or make available, to a control unit associated with a given vehicle, an indication of the given vehicle's participation in past charge-restriction events.

FIG.22illustrates an exemplary user interface by which a user can input an indication of at least one minimum charge threshold MinT. The interface ofFIG.22could be presented via any appropriate device, including any of vehicles100a,100b,100c, or100d; any of charge stations110a,110b,110c, or110d; remote device320, intermediate device430, or any peripheral device, as discussed for example with reference toFIG.16. For example, the user interface could be presented by screens built into said devices, with corresponding means for receiving user input (e.g. touchscreens, display screens and button interfaces, etc.), or the user interfaces could be presented by a peripheral device such as a smartphone or tablet in communication with said devices.

The user interface illustrated inFIG.22shows a current setting for minimum charge threshold for automatically opting into charge-restriction events2210, which can be adjusted by the user using the up input2214or the down input2212. The user interface illustrated inFIG.22also shows a current setting for minimum charge threshold for automatically opting into emergency charge-restriction events2220, which can be adjusted by the user using the up input2224or the down input2222. The difference between a charge-restriction event and an emergency charge-restriction event can be an amount of advance notice prior to the event. For example, a charge-restriction event can be planned in advance based on expected peaks in power usage, such that recipients (e.g. vehicle owners/users) have plenty of time to plan around the charge-restriction event (e.g. by charging their vehicle battery in advance, or not planning to drive immediately after the event). An emergency charge-restriction event can be initiated with little to no advance warning, such as when a power supplier faces an unexpected surge in power usage. Such emergency events leave little time for recipients to plan around the event, and as such minimum charge threshold for such emergency events can be set higher, to reduce the risk that recipients are caught off guard by unexpected lack of charge in their vehicle. Alternatively, such emergency charge-restriction events can be limited to require manual indication of participation by a recipient; that is, the user may need to explicitly indicate that they agree to participate in an emergency charge-restriction event, instead of the control unit associated with their vehicle automatically participating based on a minimum charge-threshold.

The user interface inFIG.22also shows upcoming charge restriction events, so that the recipient may plan around such events. Further, although the interface inFIG.22shows up and down controls for inputting minimum charge thresholds, any appropriate form of input could be used, such as sliders, dials, typing in a desired value, etcetera.

FIG.23is a flowchart diagram which illustrates an exemplary method2300performed by distribution control device1640. Method2300as illustrated includes acts2302,2304, and2306. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, the at least one non-transitory processor-readable storage medium1644could have instructions stored thereon, which when executed by the at least one processor1642cause the distribution control device1640to perform the method2300.

In act2302, a quantity of a plurality of vehicles expected to be connected to respective charge stations during a first time period is determined (e.g. by the at least one processor1642). That is, there is a plurality of vehicles, and of this plurality of vehicles, a quantity of vehicles expected to be connected to respective charge stations during a first time period is determined. The plurality of vehicles could include a number of vehicles such as any of vehicles100a,100b,100c,100d, or any other appropriate number or type of vehicles. The plurality of vehicles could for example be vehicles which normally connect to charge stations serviced by particular power distribution systems. As an example, the plurality of vehicles could be vehicles typically connected to charge stations within a neighborhood serviced by a common power transformer. As another example, the plurality of vehicles could be vehicles typically connected to charge stations within a region where power is supplied by a common power facility (i.e., a common source of power). It is desirable to determine a quantity of vehicles of the plurality of vehicles expected to be connected to respective charge stations (e.g. how much load is expected on the power supply system), to inform decision-making regarding implementation of charge-restriction events as discussed later.

Act2302can include determining a quantity of a plurality of vehicles which are presently connected to respective charge stations based on connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station. In the example ofFIG.16, connection data for each of vehicles100a,100b,100c, and100dcan be sent to distribution control device1640. Such connection data can be sent by the respective vehicles themselves, by charge stations (e.g. charge station110a), by remote devices (e.g. remote device320), or by intermediate devices (e.g. intermediate device430). In some implementations, connection data includes an explicit indication of whether a given vehicle is connected to a respective charge station (e.g., any of processor116,206,326, or436can processor sensor data, charge data, or similar data to determine whether a vehicle is connected to a respective charge station, and a result of the processing is sent to distribution control device1640). In other implementations, connection data includes context data of a given vehicle, from which an inference can be made as to whether the given vehicle is connected to a respective charge station. Detailed implementations for determining whether a given vehicle is connected to a respective charge station are discussed later with reference toFIGS.25,26,27,28,29,30,31,32,33, and34, and are fully applicable in the context of method2300illustrated inFIG.23. Determining whether a given vehicle is connected to a respective charge station as discussed with reference toFIGS.25,26,27,28,29,30,31,32,33, and34can be performed by the at least one processor1642.

In some implementations, act2302can comprise the at least one processor1642determining whether each vehicle in the plurality of vehicles is presently connected to a respective charging station. In some examples, connection data may only be sent to distribution control device1640for vehicles which are connected to a respective charging station. In such examples, the distribution control device1640can infer that vehicles for which connection data is not received are not presently connected to respective charging stations. In this example, “quantity of the plurality of vehicles expected to be connected to respective charge stations” refers to the expectation that vehicles which are presently connected to respective charge stations will stay connected until the first time period, and that additional vehicles will not connect to respective charge stations by the first time period. This expectation can be reasonably accurate, particularly when the first time period is soon, but can be improved upon for greater accuracy.

In other implementations, act2302can comprise estimating the quantity of the plurality of vehicles which are expected to be connected based on historical connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station. For example, each vehicle of the plurality of vehicles can be associated with a respective schedule indicative of when the vehicle is typically connected to a respective charge station. Such a schedule can be learned and refined by a machine learning algorithm over time. In this example, “quantity of the plurality of vehicles expected to be connected to respective charge stations” refers to a quantity of the plurality of vehicles which are likely to be connected to respective charging stations based on respective schedules for the vehicles.

Advantageously, real-time connection data for each vehicle is not needed when act2302is performed based on historical data or schedules. Instead, connection data for each vehicle could be received by distribution control device1640when available or at regular intervals, to inform or refine a schedule for the respective vehicle.

In act2304, a quantity of preventable power usage is determined (e.g. by the at least one processor1642), where the preventable power usage refers to power that can be saved (or at least usage of power can be deferred to a later time) by restricting charging of respective batteries of the quantity of the plurality of vehicles during the first time period, from a first charge rate outside of the first time period to a second charge rate less than the first charge rate during the first time period. This preventable power usage could be determined by summing a difference between power usage for each vehicle at the first charge rate and power usage for each vehicle at the second rate. Preventable power usage can also be used to determine preventable energy usage, by tabulating preventable power usage over the first time period.

Additionally, predicted preventable power usage can be determined accounting for vehicles which are connected to a respective charge station, but for which a charge-restriction event will not be effective at preventing power consumption. For example, some vehicle owners/users may choose not to participate in a charge-restriction event, such that charging of their vehicles is not restricted. As another example, some vehicles may already be fully charged by the beginning of the charge-restriction event, such that charge rate of such vehicles is already zero or near-zero during the charge-restriction event. Such examples can be accounted for in a number of ways. In one case, predicted preventable power usage can be reduced by a factor derived from historical data on charge-restriction effectiveness. In another case, charge level data for the plurality of vehicles could be communicated to distribution control device1640, such that vehicles with fully charged batteries will be excluded from predicted preventable power usage calculations. In yet another example, historical data of participation in charge-restrictions events (on an individual level or on an aggregate level) can be used to identify a likelihood of certain vehicles participating in charge-restriction events, so that vehicles which are unlikely to participate can be removed from predicted preventable power usage calculations.

In act2306, a charge-restriction event is initiated during the first time period. Initiation of the charge-restriction event can be in response to an operator (user) input to initiate the charge-restriction event as discussed later with reference toFIG.24. Alternatively, initiation of the charge-restriction event can be automatic. For example, the at least one processor1642could determine that power usage for a particular service area (e.g. a transformer or power supply facility) is expected to exceed (or is already in excess of) a power output capacity for said service area. In response, the at least one processor1642can initiate a charge-restriction event to curb power usage to prevent power outages or damage. In this example, the actual power output capacity for the service area is used as a power distribution threshold for determining whether to initiate a charge-restriction event. In other examples, instead of using the actual power output capacity for a service area as a power distribution threshold, a power distribution threshold which is lower than the actual power output capacity for the service area can be implemented, where a charge-restriction event will be initiated if the expected (or actual) power usage is above the power distribution threshold, even if power usage is not expected to exceed (or is not already in excess of) the actual power output capacity for the service area. This provides extra flexibility in the event power usage increase further.

In some implementations, charge-restriction events can be mandatory. For example, with reference toFIG.16, an instruction can be sent to any of vehicles100a,100b,100c,100d, charge station110a, remote device320, or intermediate device430to restrict charging of a battery of the vehicle to the second charge rate. This achieves close compliance with predicted power usage savings.

In other implementations, charge-restriction events can be optional. For example, with reference toFIG.16, an indication of a charge-restriction event can be sent to any of vehicles100a,100b,100c,100d, charge station110a, remote device320, or intermediate device430to offer an option to restrict charging of a battery of the respective vehicle to the second charge rate. This provides vehicles owners/users with greater flexibility to opt in (e.g. in exchange for allocation of rewards) or opt out of a charge-restriction event. Such opting in can be performed automatically, as discussed above with reference toFIGS.17-22. Allocation of rewards is also described above with reference toFIGS.17-22.

FIG.24illustrates an exemplary operator (user) interface2400for controlling and initiating charge-restriction events, as could be used with method2300inFIG.23. One skilled in the art will appreciate that while interface2400is shown as including certain interface elements, other interface elements could be added, or some interface elements could be removed, as appropriate for a given application. Interface2400can be run, for example, on distribution control device1600inFIG.16, or a terminal included therein. For example, distribution control device1600could comprise a plurality of operator (user) terminals, such that a plurality of operators can control and initiate charge-restriction events. Such terminals could comprise respective processors for controlling and initiating charge-restriction events, or could rely on at least one centralized processor of the distribution control device1640. Both examples (respective processors in terminals, or centralized processors utilized by terminals) are encompassed in the terminology “at least one processor1642”.

Interface2400is shown as including time period interface elements2402and2404. In some implementations, interface elements2402and2404can be used by a user to input the first time period in method2300discussed above with reference toFIG.23, by inputting a beginning and an end of the first time period, respectively. In some implementations, the first time period shown by interface elements2402and2404can be initialized automatically. For example, the at least one processor1642can determine a peak time period where the quantity of the plurality of vehicles expected to be connected to respective charge stations is greater than other periods. Such a scenario is useful for a charge-restriction event because it is likely that greater reduction in power usage can be achieved than at other times. As another example, the at least one processor1642can determine a time period where power usage for a service area is expected to exceed a power distribution threshold (as discussed above). Determinations of the first time period by the at least one processor1642can be based on historical data, such as schedules when vehicles are connected to respective charging stations, or historical power usage data. In some implementations, the first time period in interface elements2402and2404can be initialized automatically as above, and adjusted manually by an operator. In other implementations, the first time period in interface elements2402and2404can be set automatically as above, and may not be manually adjustable by an operator.

Interface elements2402and2404are illustrated as being time and date fields, but any other appropriate format of interface could be used, such as sliding time bars, calendar listings, etcetera.

Interface element2406is a counter which shows a quantity of vehicles expected to be connected to respective charge stations during the first time period (as discussed in detail above with reference toFIG.23).

Interface element2408shows an expected participation rate for a charge-restriction event during the first time period. Interface element2408can be omitted in implementations where participation in charge-restriction events is mandatory. In some implementations, expected participation rate can be determined for example by the at least one processor1642determining the likelihood of each vehicle which is expected to be connected to a respective charging station during the first time period restricting charging from the first charge rate to the second charge rate (as discussed above with reference toFIGS.17,18,19,20, and21). This determination can be based on historical data, such as how often a vehicle participates in charge-restriction events, what times and dates a vehicle typically participates in charge-restriction events, a charge-level of the vehicle battery and for what charge level of the battery the vehicle typically participates in charge-restriction events, or any other appropriate information. In other implementations, expected participation rate can be determined based on historical participation rates for the service area of interest (as opposed to a per-vehicle determination).

Interface element2410illustrates potential energy savings for a charge-restriction event initiated for the first time period. The potential energy savings can be a function of a quantity of vehicles expected to participate in the event, the first and second charge rates for said vehicles, and the duration of the charge-restriction event. In some implementations, the number of vehicles expected to participate in the event can be based on the participation rate (as shown in interface element2408) and the quantity of vehicles expected to be connected to respective charge stations (as shown in interface element2406). In other implementations, the number of vehicles expected to participate in the event can be determined based on historical participation numbers for the service area of interest (interface elements2406and2408can be omitted, with the number of vehicles expected to participate in the event being determined directly). In some implementations, the first charge rate for said vehicles can be identified on a per-vehicle basis, such that actual charging capabilities of each vehicle/charge station can be tabulated to provide an accurate estimation of potential energy savings. In other implementations, the first charge rate for said vehicles can be identified broadly, such as an average charge rate (which may or may not be an average based on vehicles in the service area of interest). The second charge rate can be set by an operator via interface2400(specific element not illustrated), or can be set by the at least one processor1642.

Interface element2412illustrates potential power capacity savings for a charge-restriction event initiated for the first time period. The potential energy savings can be a function of a quantity of vehicles expected to participate in the event and the first and second charge rates for said vehicles. Potential energy savings can be determined similarly to potential energy savings discussed above with reference to interface element2410. However, potential power capacity savings refers to power output capacity of a power distribution system which is released (i.e., not burdened) during the first time period. That is, potential power capacity savings refers not to total energy saved over the course of the charge-restriction event, but rather refers to power capacity available in a given moment, which is saved by the charge-restriction event.

Interface element2414is a control which an operator uses to initiate a charge-restriction event. If the operator is satisfied with the savings the charge-restriction event during the first time period can achieve, the operator can interact with interface element2414, thereby providing an instruction to proceed with the charge-restriction event. Interface element2414is an optional element, which can be eliminated in implementations where initiation of charge-restriction events is automatic (i.e. does not require manual approval).

As discussed above with reference toFIGS.23and24, it is desirable to be able to determine whether a given vehicle is coupled to a respective charge station. In some cases, this can be determined based on charge data for the vehicle which is indicative of the vehicle being charged, and thereby indicative of the vehicle being connected to a respective charge station. However, it is desirable to determine whether a vehicle is connected to a respective charge station, even if the vehicle is not presently charging. This can be inferred by at least one processor (e.g. any of processors116,206,326,436, or1642discussed above with reference toFIGS.1,2,3,4, and16) based on “connection data”, which broadly refers to data which is indicative of a vehicle being connected to a respective charge station, or provides context information which can be used to infer whether the vehicle is connected to a respective charge station.

FIG.25Ais a top view of a vehicle2500, having a charge port2502. Charge port2502is connectable to a charge station (e.g. by a power cord), to receive power from the charge station and provide the received power to a battery of the vehicle (not shown to avoid clutter). Charge port2502is covered by a charge port cover2504(shown as a hinge door, but any appropriate cover construction, such as a sliding construction, could be used). A state of charge port cover2504can be indicated by a sensor associated with cover2504. As one example, a depression switch could be included at or adjacent the charge port2502, or on cover2504. As another example, an electrical contact circuit could be included at or adjacent the charge port2502, or on cover2504. Whether cover2504is open or closed can be indicated by the state of the sensor (depression switch or electrical contact circuit in the examples). For example, closing cover2504could depress the switch, or complete the electrical contact circuit, providing a signal that the cover2504is closed. By inference, if the cover is not closed, it can be considered to be open. In another example, opening cover2504could depress the switch, or complete the electrical contact circuit (e.g. if the switch or electrical contacts are provided on the hinge of cover2504, or are activated by sliding cover2504to the open position. In this example, a signal is provided that the cover2504is open, and by inference, if the cover is not open, it can be considered to be closed. Data from any sensors associated with charge port2502and cover2504can be used as “connection data” mentioned above to infer whether the vehicle is connected to a respective charge station.

Inferring whether a vehicle is connected to a respective charge station can be performed based on connection data indicating the state of cover2504. However, there are cases where such inferences will not be correct. For example, a user could forget to close cover2504before driving. As another example, vehicle2500could be connect to a charge station, which is not considered as a “respective” or “corresponding” charge station for the vehicle2500, for the purposes of assessing charge-restriction events. In an example scenario, a “respective” charge station for vehicle2500could be considered as a charge station located at a residence of the owner of vehicle2500. Vehicle2500could be connected to a public charge station remote from a residence of the owner of vehicle2500, but this may not qualify as a “respective” charge station for the vehicle2500. In particular, for a power distribution entity wishing to restrict charging in a given service area including the vehicle owner's residence, restricting charging at the public charge station may not achieve the goal of reducing power consumption in the service area of interest.

FIG.25Bis a front view of a charge station2510, having a body2511, power cord2513, cord holder2512, power couple2515, and couple holder2514. Body2511contains electrical hardware or circuitry to receive power (e.g. from a breaker panel of a building or other power distribution system), and convert the received power to a format (e.g. amperage and voltage) acceptable to a vehicle. A first end of power cord2513is coupled to body2511, and a second end of power cord2513is coupled to power couple2515. Power couple2515is operable to connect to a charge port of a vehicle (e.g. charge port2502inFIG.25A). Body2511is operable to output power to a vehicle via power cord2513and power couple2515. Cord holder2512is operable to hold power cord2513for storage, and couple holder2514is operable to hold power couple2515for storage. Cord holder2512and couple holder2514are shown as hooks, but any appropriate storage mechanism can be used, such as reels, clips, magnetic couples, etcetera. A storage state of power cord2513and/or power couple2515can be indicated by at least one sensor associated with charge station2510. As one example, a depression switch could be included on or proximate couple holder2514, where the state of the depression switch indicates whether power couple2515is stored or not. A similar depression switch could be included on or proximate cord holder2512, where the state of the depression switch indicates whether power cord2513is stored or not. Instead of depression switches, any appropriate detection mechanism (sensor) could be implemented, such as an electrical contact circuit. Further, detection mechanisms (sensors) do not necessarily have to directly contact the power cord2513or the power couple2515. As an example, cord holder2512could move in response to weight of power cord2513when stored, or couple holder2514could move in response to weight of power couple2515when stored. The movement of cord holder2512or couple holder2514can activate a respective detection mechanism (sensor), which is indicative the power cord2513or the power couple2515being stored.

Data from any detection mechanisms (sensors) associated with storage of power cord2513or power couple2515can be used as “connection data” mentioned above to infer whether the vehicle is connected to a respective charge station. In particular, if power couple2515is stored, an inference can be made that the vehicle is not coupled to charge station2510. Similarly, if power cord2513is stored, an inference can be made that the vehicle is not coupled to charge station2510(however, this inference may have less weight than a determination of the power couple2515being stored, because it is possible that a vehicle is close enough to charge station2510that the vehicle can be connected to charge station2510without removing power cord2513entirely from cord holder2512). If it is determined that power couple2515or power cord2513are not stored, an inference can be made that a vehicle is coupled to charge station2510. This inference may not be entirely accurate however, as it is possible to unplug a vehicle from charge station2510, without properly storing power cord2513or power couple2515. As such, it may be desirable to increase accuracy of an inference of a vehicle being connected to charge station2510with additional connection data as discussed below.

In some implementations, power couple2515inFIG.25bcould have a detection mechanism (sensor) which detects when power couple2515is connected to a vehicle. For example, power couple2515can have a depression switch, electrical contact circuit, or any other appropriate detection mechanism to detect when power couple2515is coupled to a vehicle. Similarly, in implementations where an intermediate device430(as described above with reference toFIG.4) couples between power couple2515and a vehicle, intermediate device430can have a detection mechanism (sensor) which detects when intermediate device430is connected to a vehicle. Such a detection mechanism can include a depression switch, electrical contact circuit, or any other appropriate detection mechanism to detect when intermediate device430is coupled to a vehicle.

Additional information can be used or included in the connection data to increase accuracy of inferences, as discussed in several examples with reference toFIGS.26,27,28,29,30,31,32,33, and34below.

FIG.26is a flowchart diagram which illustrates an exemplary method2600for inferring whether a vehicle is connected to a respective charge station. Method2600as illustrated includes acts2602,2604,2606, and2608. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts of method2600can be performed by any of processors116,206,326,436, or1642as discussed above with reference toFIGS.1,2,3,4, and16. Any of at least one non-transitory processor-readable storage mediums118,208,328,438, or1644could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform the method2600.

In act2602, a determination is made as to whether a charge port cover of a vehicle is open, as discussed above with reference toFIG.25A.

In act2604, a determination is made as to whether the vehicle is positioned proximate a charge station. Examples of this are discussed below with reference toFIGS.27and28.

In act2606, an inference is made that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle is positioned proximate the charge station.

In act2608, an inference is made that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle is not positioned proximate the charge station.

FIG.27is a top view of an exemplary scenario where a vehicle2500is within a threshold distance2710of the residence of an owner of the vehicle (or in some implementations, within a threshold distance of a charge station2702associated with the residence). In this scenario, act2604comprises determining whether the position of vehicle2500is within a distance threshold of the residence (or within a distance threshold of the charge station2702). While the exemplary scenario relates to a residence of a vehicle owner, the distance threshold can be set at any appropriate location, such as a workplace or vehicle storage location.

FIG.28is a top view of an exemplary scenario where a vehicle2500connects with a wireless network2810associated with the residence of an owner of the vehicle (or in some implementations, associated with a charge station2702associated with the residence). In this scenario, act2604comprises determining whether the vehicle2500is communicatively coupled to a wireless network2810associated with the residence (or the charge station2702) based on communication data at a communication interface of the vehicle2500. In the example, the residence can have a short-range wireless network2810, which vehicle2500automatically connects to when vehicle2500is within range of the wireless network2810. Consequently, if vehicle2500is able to connect to wireless network2810, then vehicle2500is proximate to the charge station2702. While the exemplary scenario relates to a residence of a vehicle owner, the distance threshold can be set at any appropriate location, such as a workplace or vehicle storage location.

FIG.29is a flowchart diagram which illustrates an exemplary method2900for inferring whether a vehicle is connected to a respective charge station. Method2900as illustrated includes acts2902,2904,2906, and2908. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts of method2900can be performed by any of processors116,206,326,436, or1642as discussed above with reference toFIGS.1,2,3,4, and16. Any of at least one non-transitory processor-readable storage mediums118,208,328,438, or1644could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform the method2900.

In act2902, a determination is made as to whether a charge port cover of a vehicle is open, as discussed above with reference toFIG.25A. Further, a time period since the charge port cover has changed between being closed and being open is also determined. For example, a non-transitory processor-readable storage medium of the vehicle could store sensor data which indicates open events and/or close events for the charge port cover. In act2902a time period since such an event can be determined.

In act2904, a determination is made as to whether the vehicle has received power from the charge station during the time period determined in act2902. That is, it is determined whether the vehicle has charged since the charge port cover was opened. This determination can be made based on charge sensor data from the vehicle (i.e. a sensor on the vehicle which monitors incoming power), or from charge sensor data from the charge station (i.e. a sensor on the charge station which monitors output power).

In act2906, an inference is made that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle received power from the charge station during the time period determined in act2902. In an example, this can be indicative that the vehicle is still connected to the charge station even though the vehicle may no longer be charging (e.g. the vehicle battery is now fully charged).

In act2908, an inference is made that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle has not received power from the charge station during the time period determined in act2902. In an example, this can be indicative that the vehicle was never connected to the charge station in the time period, since the vehicle was never charged.

FIG.30is a flowchart diagram which illustrates an exemplary method3000for inferring whether a vehicle is connected to a respective charge station. Method3000as illustrated includes acts3002,3004,3006, and3008. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts of method3000can be performed by any of processors116,206,326,436, or1642as discussed above with reference toFIGS.1,2,3,4, and16. Any of at least one non-transitory processor-readable storage mediums118,208,328,438, or1644could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform the method3000.

In act3002, a determination is made as to whether a charge port cover of a vehicle is open, as discussed above with reference toFIG.25A. Further, a time period since the charge port cover has changed between being closed and being open is also determined. For example, a non-transitory processor-readable storage medium of the vehicle could store sensor data which indicates open events and/or close events for the charge port cover. In act3002a time period since such an event can be determined.

In act3004, a determination is made as to whether the vehicle has moved during the time period determined in act3002. That is, it is determined whether the vehicle has moved since the charge port cover was opened. This determination can be made based on sensor data from the vehicle, such as position data from a position sensor indicating position of the vehicle over time, velocity data from a velocity sensor (e.g. wheel rotation sensor or speedometer) indicating movement speed of the vehicle, interior data from an inertial sensor (e.g. gyroscope, IMU, or accelerometer) indicating acceleration of the vehicle.

In act3006, an inference is made that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle has not moved during the time period determined in act3002. In an example, this can be indicative that the vehicle is connected to the charge station in that the charge port cover was opened, and the vehicle has not moved since.

In act3008, an inference is made that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle has moved during the time period determined in act3002. In an example, this can be indicative that the vehicle was never connected to the charge station in the time period, since the vehicle cannot be connected to a charge station while moving.

As discussed above with reference toFIG.25B, whether a power couple2515or power cord2513of a charge station is stored can be used as connection data to infer whether a vehicle is connected to a charge station. In the context of methods2600,2900, and3000discussed with reference toFIGS.26,29, and30, respectively, an act can be added of determining, by at least one processor, whether a power couple or power cord of a charge station is stored. If the power couple of the charge station is stored, an inference can be made that the vehicle is not coupled to the charge station. If the power cord of the charge station is stored, an inference can be made (or an inference can be strengthened) that the vehicle is not coupled to the charge station. If the power cord or power couple of the charge station is not stored, an inference can be made (or an inference can be strengthened) that the vehicle is coupled to the charge station. An a storage state of the power cord2513or power couple2515can be analyzed in combination with other connection data to determine whether the vehicle is coupled to the charge station.

Alternatively, in the context of methods2600,2900, and3000discussed with reference toFIGS.26,29, and30, respectively, in acts2602,2902, and3002, instead of determining whether a charge port cover of a vehicle is open, a determination can be made as to whether a power couple or power cord of a charge station is stored. Subsequent acts where inferences are made based on whether the charge port cover is open or not can instead be based on whether a power couple or power cord of a charge station is stored. If the power couple of the charge station is stored, an inference can be made that the vehicle is not coupled to the charge station. If the power cord of the charge station is stored, an inference can be made (or an inference can be strengthened) that the vehicle is not coupled to the charge station. If the power cord or power couple of the charge station is not stored, an inference can be made (or an inference can be strengthened) that the vehicle is coupled to the charge station.FIGS.31,32, and33below discuss exemplary implementations where a determination can be made as to whether a power couple or power cord of a charge station is stored, for inferring whether a charge station is coupled to a vehicle.

FIG.31is a flowchart diagram which illustrates an exemplary method3100for inferring whether a charge station is connected to a vehicle. Method3100as illustrated includes acts3102,3104,3106, and3108. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts of method3100can be performed by any of processors116,206,326,436, or1642as discussed above with reference toFIGS.1,2,3,4, and16. Any of at least one non-transitory processor-readable storage mediums118,208,328,438, or1644could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform the method3100.

In act3102, a determination is made as to whether a vehicle connection facet of a charge station is in a storage connection. “Vehicle connection facet” generally refers to a component which connects the charge station to a vehicle, and can include power cord2513or power couple2515inFIG.25Bdiscussed above. As discussed above with reference toFIG.25B, a sensor or detection mechanism can be used to collect connection data regarding whether the power cord2513or power couple2515is in a storage configuration (i.e., stored on the charging station in a position that impedes connection to a vehicle).

In act3104, a determination is made as to whether the vehicle is positioned proximate a charge station. Examples of this are discussed above with reference toFIGS.27and28, and are fully applicable to method3100. Determination of the vehicle being positioned proximate the charge station does not necessarily require data from the vehicle. For example, with reference toFIG.28, data can be received from the wireless network2810that the vehicle2500is connected to the network.

In act3106, an inference is made that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storge configuration and if the vehicle is positioned proximate the charge station.

In act3108, an inference is made that that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storge configuration, or if the vehicle is not positioned proximate the charge station.

FIG.32is a flowchart diagram which illustrates an exemplary method3200for inferring whether a charge station is connected to a vehicle. Method3200as illustrated includes acts3202,3204,3206, and3208. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts of method3200can be performed by any of processors116,206,326,436, or1642as discussed above with reference toFIGS.1,2,3,4, and16. Any of at least one non-transitory processor-readable storage mediums118,208,328,438, or1644could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform the method3200.

In act3202, a determination is made as to whether a vehicle connection facet of a charge station is in a storage configuration, similarly to as discussed above regarding act3102in method3100. Further, a time period since the vehicle connection facet of the charge station has changed between not being in the storage configuration and being in the storage configuration is also determined. For example, a non-transitory processor-readable storage medium of the charge station could store sensor data which indicates storage events and/or storage retrieval events for the vehicle connection facet (e.g. events where the vehicle connection facet is placed in the storage configuration, or removed from the storage configuration). In act3202a time period since such an event can be determined.

In act3204, a determination is made as to whether the charge station has provided power to the vehicle during the time period determined in act3202. That is, it is determined whether the vehicle has been charged since the vehicle connection facet was removed from the storage configuration. This determination can be made based on charge sensor data from the vehicle (i.e. a sensor on the vehicle which monitors incoming power), or from charge sensor data from the charge station (i.e. a sensor on the charge station which monitors output power).

In act3206, an inference is made that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storge configuration and if the charge station provided power to the vehicle during the time period determined in act3202. In an example, this can be indicative that the vehicle is still connected to the charge station even though the vehicle may no longer be charging (e.g. the vehicle battery is now fully charged).

In act3208, an inference is made that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storge configuration or if the charge station has not provided power to the vehicle during the time period determined in act3202. In an example, this can be indicative that the vehicle was never connected to the charge station in the time period, since the vehicle was never charged.

FIG.33is a flowchart diagram which illustrates an exemplary method3300for inferring whether a charge station is connected to vehicle. Method3300as illustrated includes acts3302,3304,3306, and3308. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts of method3300can be performed by any of processors116,206,326,436, or1642as discussed above with reference toFIGS.1,2,3,4, and16. Any of at least one non-transitory processor-readable storage mediums118,208,328,438, or1644could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform the method3300.

In act3302, a determination is made as to whether a vehicle connection facet of a charge station is in a storage configuration. Further, a time period since the vehicle connection facet of the charge station has changed between not being in the storage configuration and being in the storage configuration is also determined, similarly to as in act3202in method3200discussed above.

In act3304, a determination is made as to whether the vehicle has moved during the time period determined in act3302. That is, it is determined whether the vehicle has moved since the vehicle connection facet was removed from the storage configuration. This determination can be made based on sensor data from the vehicle, such as position data from a position sensor indicating position of the vehicle over time, velocity data from a velocity sensor (e.g. wheel rotation sensor or speedometer) indicating movement speed of the vehicle, interior data from an inertial sensor (e.g. gyroscope, IMU, or accelerometer) indicating acceleration of the vehicle.

In act3306, an inference is made that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storge configuration and if the vehicle has not moved during the time period determined in act3302. In an example, this can be indicative that the charge station is connected to the vehicle, in that the vehicle connection facet was removed from the storage configuration, and the vehicle has not moved since.

In act3308, an inference is made that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storge configuration or if the vehicle has moved during the time period determined in act3002. In an example, this can be indicative that the charge station was never connected to the vehicle in the time period, since the vehicle cannot be connected to a charge station while moving.

As discussed above with reference toFIG.25A, whether a charge port cover of a vehicle is open or closed can be used as connection data to infer whether the vehicle is connected to a charge station. In the context of methods3100,3200, and3300discussed with reference toFIGS.31,32, and33, respectively, an act can be added of determining, by at least one processor, whether a charge port cover of the vehicle is open. If the charge port cover of the vehicle is not open, an inference can be made that the vehicle is not coupled to the charge station. If the charge port cover of the vehicle is open, an inference can be made (or an inference can be strengthened) that the vehicle is coupled to the charge station. An open or closed state of the charge port cover can be analyzed in combination with other connection data to determine whether the vehicle is coupled to the charge station.

FIG.34is a flowchart diagram which illustrates an exemplary method3400for determining whether a vehicle is connected to a respective charge station. Method3400as illustrated includes acts3402,3404,3406, and3408. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts of method3400which are performed by at least one processor can be performed by any of processors116,206,326,436, or1642as discussed above with reference toFIGS.1,2,3,4, and16. Any of at least one non-transitory processor-readable storage mediums118,208,328,438, or1644could have instructions stored thereon, which when executed by a respective at least one processor cause a system including the respective at least one processor to perform the method3400.

In act3402, a pulse of energy is output by a charge station to be received by a vehicle. The pulse of energy is intended to test whether the vehicle will accept power (i.e., is connected to the charging station).

In act3404, energy expended by the pulse of power is measured. For example, a power monitoring sensor of the charge station can measure how much energy is output in the pulse of power.

In act3406, if the energy expended is over an energy threshold, a determination is made that the vehicle is coupled to the charging station.

In act3408, if the energy expended is not over the energy threshold, a determination is made that the vehicle is not coupled to the charging station.

The amount of power in the pulse of power, and the energy threshold are set such that, when the vehicle is not connected to the charge station (i.e. the vehicle cannot accept power), energy expended by the pulse due to resistance or other causes of power loss will not be over the energy threshold.

While the present invention has been described with respect to the non-limiting embodiments, it is to be understood that the invention is not limited to the disclosed embodiments. Persons skilled in the art understand that the disclosed invention is intended to cover various modifications and equivalent arrangements included within the scope of the appended claims. Thus, the present invention should not be limited by any of the described embodiments.

Throughout this specification and the appended claims, infinitive verb forms are often used, such as “to operate” or “to couple”. Unless context dictates otherwise, such infinitive verb forms are used in an open and inclusive manner, such as “to at least operate” or “to at least couple”.

The specification includes various implementations in the form of block diagrams, schematics, and flowcharts. A person of skill in the art will appreciate that any function or operation within such block diagrams, schematics, and flowcharts can be implemented by a wide range of hardware, software, firmware, or combination thereof. As non-limiting examples, the various embodiments herein can be implemented in one or more of: application-specific integrated circuits (ASICs), standard integrated circuits (ICs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), computer programs executed by any number of computers or processors, programs executed by one or more control units or processor units, firmware, or any combination thereof.

The disclosure includes descriptions of several processors. Said processors can be implemented as any hardware capable of processing data, such as application-specific integrated circuits (ASICs), standard integrated circuits (ICs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), logic circuits, or any other appropriate hardware. The disclosure also includes descriptions of several non-transitory processor-readable storage mediums. Said non-transitory processor-readable storage mediums can be implemented as any hardware capable of storing data, such as magnetic drives, flash drives, RAM, or any other appropriate data storage hardware.