Cloud-based electric vehicle charging estimation

Abstract

A hybrid electric vehicle (HEV) and method of operating the same include a battery and a communication unit configured to periodically respond to a charging signal and adjust a charging time and a battery recharging profile based on a charging time estimate received from a remote fleet server. The charging time estimate is received in response to periodic operating conditions generated and communicated to the server. The operating conditions include, among other data, one or more of charging station data, environmental and location data, vehicle data, and battery performance data. The controller is also configured to respond to a charging completion signal and generate and store an estimation error as one of the battery performance parameters, the estimation error being the difference between the charging time estimate and the actual charging time. The controller readjusts the charging time and the battery recharging profile in response to the estimation error.

Description

Technical Field

[0001] The present disclosure relates to estimating charging time for electric vehicles using remote server data analysis generated from real-time recharging performance data accumulated from a fleet of vehicles. Background Art

[0002] In electric and hybrid electric vehicles (HEVs), the recharging of the battery is affected by the surrounding environment, vehicle performance, charging station capabilities and performance, and other factors that may introduce undesirable errors in charging time estimates. Despite some attempts to improve accuracy, such charging time estimation errors still exist. Some such attempts have been directed to predicting HEV operating range, predicting optimal charging station locations, and / or predicting real-time battery state of charge (SoC). Such attempts appear to have utilized known SoC calculation and lookup table algorithms that appear to have been used in different ways with controllers located on the HEV. Summary of the invention

[0003] Hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV), and battery electric vehicles (BEV) include one or more high voltage traction batteries that may be adversely affected by inaccurate charging times. The present disclosure relates to improved systems and methods for more accurately estimating battery charging times using cloud-based neural network analysis SoC estimation capabilities, among other capabilities. The new SoC estimation system receives and aggregates HEV battery and driver performance data from a global fleet of operating HEVs. The system is configured to ingest and digest this data, and discover and exploit otherwise unknown patterns in the SoC and battery charging performance to more accurately predict charging time estimates for any individual HEV.

[0004] The present disclosure contemplates a battery charge estimation system that utilizes aggregated "big data" describing actual battery performance and driver behavior that is analyzed by a remote cloud server-based deep learning neural network engine and / or an engine trained to discover otherwise unrecognizable patterns. One or more engines predict / estimate battery SoC and charge time for any individual HEV in communication with the server with improved accuracy as needed.

[0005] In operation, HEVs in a global fleet transmit location, environmental conditions, battery performance data, and charging station performance data in real time to the remote server. The remote server retains recharging / charging event data from the global EV fleet. The received and aggregated data is analyzed using a deep learning neural network to discover hidden patterns between the data and predicted and actual SoC and charging times. The neural network is trained to predict the SoC and / or recharging time of any HEV, which can be updated periodically in real time as needed during a recharging / charging event to improve charging time estimates.

[0006] In the configuration and operating method of the present disclosure, a HEV / PHEV / BEV (hereinafter collectively referred to as "HEV") incorporates one or more controllers coupled to a battery and a communication unit, the one or more controllers being configured to periodically monitor and respond to a charging signal from the HEV indicating that a charging / recharging event has begun. The periodic monitoring and response may be configured to occur at discrete time intervals and / or when certain parameters change beyond predetermined and / or preferred thresholds.

[0007] The one or more controllers adjust the charging time and battery recharging profile based on charging time estimates received from a remote fleet server. The remote fleet server generates and transmits the charging time estimates in response to operating conditions generated by one or more HEV controllers and transmitted to the server. The one or more operating conditions include at least one and / or one or more of various local HEV and charging station data, such as charging station, environmental and location data, vehicle data, and battery performance data and parameters, and other data.

[0008] In other variations, the one or more controllers are further configured to respond to a charge completion signal indicating completion of recharging of the one or more HEV batteries. In response, the one or more controllers generate and store as one of the battery performance data and parameters an estimated error, the estimated error calculated as the difference between a previously received charge time estimate and an actual charge time established when recharging is complete and the charge completion signal is generated. The estimated error is also communicated to a remote cloud-based global fleet server to enable the learning engine to improve the long-term prediction of the charge time estimate based on various data and performance parameters accumulated during the current charge / recharge event.

[0009] In other modifications, one or more controllers are further configured to periodically and / or at discrete time intervals readjust the charging time and battery recharging profile based on updated charging time estimates received by the communication unit from a remote fleet server. The remote fleet server sends the updated charging time estimates in response to one or more HEV controllers generating and sending new real-time operating conditions (which may also include estimation errors). Such operating conditions and vehicle data may further include, among other data, a vehicle identification number (VIN) and on-board diagnostic (OBD) codes and data, vehicle power, and climate control profiles.

[0010] Additionally, battery performance data and parameters may include battery pack capacity and chemistry, battery health and state of charge, battery temperature, charging station power and performance, and low voltage battery status. Charging station data sent to the remote global fleet server may also include charging station power cost and capacity data, as well as charging station performance data generated and accumulated during the current charging event, during discrete time intervals only, and / or during intervals where various parameters change.

[0011] The present disclosure contemplates that the one or more controllers are further configured to readjust the charging time and battery recharging profile based on an initially determined and estimated charging time and recharging profile, which may be initially estimated when the vehicle is connected to the charging source based on the capacity of the charging source and the current condition of the vehicle, and is also received from a remote fleet server in response to new operating conditions generated by the one or more controllers and communicated to the server, and may include pushing the initially estimated and determined charging time and recharging profile from the remote fleet server to replace the initial charging time and battery recharging profile stored for all vehicles in the global fleet when it is determined that such an update is desirable.

[0012] The present disclosure also includes a method for controlling a HEV using the capabilities and improvements. For example, the method includes adjusting the charging time and the battery recharging profile by one or more controllers coupled to the battery and the communication unit and periodically responding to the charging signal. The adjustment is performed by the one or more controllers based on the charging time estimate received from the remote fleet server. Adjusting the charging time is also performed in response to operating conditions generated periodically and / or at discrete time intervals and transmitted to the server, which includes one or more of the charging station, environmental and location data, vehicle data, and battery performance data, among other data and parameters.

[0013] and controlling recharging of the HEV battery in response to the charge completion signal, wherein one or more controllers generate and store an estimation error as one of battery performance data and parameters, the estimation error being a difference between the charging time estimate and the actual charging time. Adjusting the charging time and battery recharging profile is also performed by the one or more controllers based on the updated charging time estimate received by the communication unit from the remote fleet server, also in response to the generated operating conditions, and including the estimation error transmitted by the communication unit to the server.

[0014] The present disclosure also contemplates that the operating conditions are generated by the one or more controllers to include: environmental and location data, which incorporates geographic location as well as ambient temperature, humidity, and atmospheric pressure; vehicle data, which incorporates vehicle identification number and on-board diagnostic codes and data, vehicle power and climate control profiles; and battery performance data and parameters, which include, among other parameters and data, battery pack capacity and chemistry, battery health and state of charge, battery temperature, charging station power and performance, and low voltage battery status.

[0015] The methods may also include readjusting, by the controller, the charging time and battery recharging profile based on an updated charging time estimate received by the communication unit from the remote fleet server and in response to operating conditions generated and communicated to the server and including charging station data including power cost and capacity data and charging station performance data accumulated during discrete time intervals and during a current charging event.

[0016] This overview of implementations and configurations of the HEV and described components and systems introduces alternative exemplary implementations, configurations and arrangements in a simplified and less technically detailed arrangement, and these are described in more detail in the following detailed description in conjunction with the illustrations and drawings and the appended claims.

[0017] This summary is not intended to identify key features or essential features of the claimed technology, nor is it intended to be used as an aid in determining the scope of the claimed subject matter. The features, functions, capabilities, and advantages discussed herein may be implemented independently in various exemplary implementations, or may be combined in other exemplary implementations, as further described elsewhere herein, and may also be understood by those skilled in the relevant art with reference to the following description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] A more complete understanding of exemplary implementations of the present disclosure may be obtained by reference to the detailed description and claims when considered in light of the following drawings, wherein the same reference numerals throughout the drawings refer to similar or identical elements. The drawings and annotations are provided to facilitate understanding of the present disclosure and are not intended to limit the breadth, scope, scale, or applicability of the present disclosure. The drawings are not necessarily drawn to scale.

[0019] Figure 1 is a diagram of a hybrid electric vehicle and its systems, components, sensors, actuators, and methods of operation; and

[0020] Figure 2 Showing the present disclosure Figure 1 In some aspects depicted in FIG, components have been removed and rearranged for illustration purposes. DETAILED DESCRIPTION

[0021] As required, detailed embodiments of the present invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely exemplary of the present invention, which may be embodied in different and alternative forms. The drawings are not necessarily drawn to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, the specific structural details and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art to employ the present invention in different ways.

[0022] As will be understood by those of ordinary skill in the art, the various features, components, and processes shown and described with reference to any one of the accompanying drawings may be combined with the features, components, and processes shown in one or more other drawings to achieve embodiments that are apparent to those skilled in the art but not explicitly shown or described. The combinations of features shown are representative embodiments of typical applications. However, various combinations and modifications of features consistent with the teachings of the present disclosure may be desired for particular applications or implementations and should be readily within the knowledge, skills, and capabilities of those working in the relevant technical field.

[0023] Referring now to the various drawings and illustrations and to Figure 1 and Figure 2 , and specifically refer to Figure 1, showing a schematic diagram of a hybrid electric vehicle (HEV) 100, and showing representative relationships between the components of the HEV 100, the HEV 100 shown may also be a battery electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV), and combinations and modifications thereof, collectively referred to herein as "HEV". The physical placement and orientation of the components within the vehicle 100 may vary. The vehicle 100 includes a transmission 105, which has a powertrain 110, the powertrain 110 including an internal combustion engine (CE) 115 and an electric machine or electric motor / generator / starter (EM) 120 that generates power and torque to propel the vehicle 100. The engine or CE 115 is a gasoline, diesel, biofuel, natural gas or alternative fuel powered internal combustion engine that generates output torque through a front end engine accessory device (FEAD) described elsewhere herein in addition to other forms of electrical, cooling, heating, vacuum, pressure and hydraulic power. The CE 115 is coupled to the EM 120 through a disconnect clutch 125. The CE 115 generates such power and associated engine output torque for transmission to the EM 120 when the disconnect clutch 125 is at least partially engaged.

[0024] EM 120 can be any of a variety of types of electric machines, and can be, for example, a permanent magnet synchronous motor, a generator, and an engine starter. For example, when disconnect clutch 125 is at least partially engaged, power and torque can be transmitted from engine 115 to EM 120 to achieve operation as a generator, and to other components of vehicle 100. Similarly, in a vehicle that includes or does not include an independent engine starter 135, EM 120 can operate as a starter for engine 115, wherein disconnect clutch 125 is partially or fully engaged to transmit power and torque to engine 115 via disconnect clutch drive shaft 130 to start engine 115.

[0025] In addition, the EM 120 can assist the engine 115 in a "hybrid electric mode" or "electric assist mode" by transmitting additional power and torque to rotate the drive shafts 130 and 140. Moreover, the EM 120 can be operated in a pure electric mode, in which the engine 115 is decoupled by the disconnect clutch 125 and can be turned off, thereby enabling the EM 120 to transmit positive or negative (reverse) mechanical torque to the EM drive shaft 140 in both forward and reverse directions. When in generator mode, the EM 120 can also be commanded to produce negative electrical torque (when driven by the CE 115 or other powertrain elements) and thereby generate electricity for charging the battery and powering the vehicle electrical system while the CE 115 is generating propulsion power for the vehicle 100. When in generator mode, the EM 120 can also convert rotational kinetic energy from the powertrain 110 and / or wheels 154 during deceleration into negative electrical torque and into regenerative storage electrical energy in one or more batteries 175, 180, as described in more detail below.

[0026] The disconnect clutch 125 may be disengaged to enable the engine 115 to be stopped or independently operated to power engine accessories, while the EM 120 generates drive power and torque to propel the vehicle 100 via the EM drive shaft 140, the torque converter drive shaft 145, and the transmission output drive shaft 150. In other arrangements, both the engine 115 and the EM 120 may be operated with the disconnect clutch 125 fully or partially engaged to cooperatively propel the vehicle 100 through the drive shafts 130, 140, 150, the differential 152, and the wheels 154. Each or any of these components may also be partially and / or fully combined in a comparable transaxle configuration (not shown). The drivetrain 105 may be further modified using optional and / or controllable differential torque capability to enable regenerative braking from one, any, or all of the wheels 154. Although Figure 1 Two wheels 154 are schematically shown, but the present disclosure contemplates that the drivetrain 105 includes additional wheels 154 .

[0027] Figure 1The schematic diagram of also contemplates alternative configurations with more than one engine 115 and / or EM 120, which may be offset from the drive shafts 130, 140, and wherein one or more of the engine 115 and EM 120 are positioned in series and / or in parallel elsewhere in the drive train 105, such as between or as part of a torque converter and a transmission and / or transaxle, off-axis from the drive shaft, and / or elsewhere and in other arrangements. Other variations are also contemplated without departing from the scope of the present disclosure. The drive train 105 and drivetrain 110 also include a transmission that includes a torque converter (TC) 155 that couples the engine 115 and EM 120 of the drivetrain 110 to and / or to the transmission 160. The TC 155 may also incorporate a bypass clutch and a clutch lock 157 that may also operate as a launch clutch to enable further control and regulation of power and torque transferred from the powertrain 110 to other components of the vehicle 100 .

[0028] The powertrain 110 and / or drive train 105 also include one or more batteries 175, 180. One or more such batteries may be one or more higher voltage DC batteries 175 operating in the range of about 48 volts to 600 volts, and sometimes about 140 volts to 300 volts or greater or less, used to store and supply power to the EM 120, and to capture and store energy during regenerative braking, and to power and store energy from other vehicle components and accessories. Other batteries may be one or more low voltage DC batteries 180 operating in the range of about 6 volts to 24 volts or greater or less, used to store and supply power for the starter 135 to start the engine 115, and for other vehicle components and accessories.

[0029] like Figure 1 As depicted, batteries 175, 180 are coupled to the engine 115, EM 120, and vehicle 100, respectively, through various mechanical and electrical interfaces and vehicle controllers, as described elsewhere herein. The high voltage EM battery 175 is also coupled to the EM 120 through one or more of a motor control module, a battery control module, and / or a power electronics device (MCM / BCM / power electronics device) 185, which is configured to convert and regulate direct current (DC) power provided by the high voltage (HV) battery 175 to the EM 120.

[0030] The MCM / BCM / power electronics 185 is also configured to condition, invert, and transform the DC battery charge into three-phase alternating current (AC), which is typically required to power the motor or EM 120. The MCM / BCM / power electronics 185 is also configured to charge one or more batteries 175, 180 with energy generated by the EM 120 and / or front-end accessory drive components, and receive, store, and supply power from and to other vehicle components as needed. Such controllers, including, for example, controllers in conjunction with the MCM / BCM / power electronics 185, are configured to monitor battery sensors to detect voltage, current, state of charge (SoC), charge one or more batteries; regulate and control the charge rate and its charging time; monitor and estimate charging time; monitor recharging; and discharge from a battery and deliver power from one or more batteries, among other capabilities.

[0031] Continue to refer Figure 1 , in addition to the MCM / BCM / power electronics 185, the vehicle 100 also includes one or more controllers and computing modules and systems that implement various vehicle capabilities. For example, the vehicle 100 may incorporate a vehicle system controller (VSC) 200 that communicates with the MCM / BCM / power electronics 185, as well as a vehicle computing system (VCS) and controller 205, other controllers and vehicle networks such as a controller area network (CAN) 210, and larger vehicle control systems and other vehicle networks including other microprocessor-based controllers as described elsewhere herein. The CAN 210 may also include a network controller in addition to communication links between controllers, sensors, actuators, and vehicle systems and components.

[0032] The HEV 100 may also include a VCS 205, which is a SYNC onboard computing and communication system manufactured by Ford Motor Company (see, e.g., U.S. Pat. No. 9,080,668). The VCS 205 may include, be configured with, and / or cooperate with one or more communication, navigation, and other systems, units, controllers, and / or sensors, such as a vehicle-to-vehicle communication system (V2V) 201 and a road and cloud-based network infrastructure-to-vehicle communication system (I2V) 202, a LIDAR / SONAR (light and / or sound detection and ranging) and / or camera road proximity imaging and obstacle sensor system 203, a GPS or global positioning system 204, and a navigation / moving map system 206.

[0033] Such communication systems, units, controllers may be configured with, may be configured as, and may be a part of other communication units and enable two-way communication via wired and wireless communications that may include cellular, wireless Ethernet, and access points such as WiFi.TM. wireless capabilities, near field communications such as Bluetooth.TM. The VCS 205 may cooperate with the VSC 200 and other controllers in parallel, series, and distributed fashion to manage and control the HEV 100 and such other controllers and / or actuators in response to sensor and communication signals, data, parameters, and other information identified, established, communicated, and received by, to, and from these vehicle systems, controllers, and components, as well as other systems external and / or remote to the HEV 100.

[0034] Although shown here for purposes of illustration, as discrete individual controllers, the MCM / BCM / power electronics 185, VSC 200, and VCS 205 may control, be controlled by, communicate signals between, and exchange data with other controllers and other sensors, actuators, signals, and components that are part of larger vehicle and control systems, external control systems, and internal and external networks. The functions and configurations described in conjunction with any particular microprocessor-based controller contemplated herein may also be embodied in one or more other controllers and distributed across more than one controller, such that multiple controllers may individually, collaboratively, in combination, and cooperatively implement any such functions and configurations. Thus, the recitation of "controller" or "one or more controllers" is intended to refer to such controllers in both the singular and plural connotations and individually, collectively, and in various suitable collaborative and distributed combinations.

[0035] In addition, the communication performed on the network and CAN 210 is intended to include responding, sharing, transmitting and receiving commands, signals, data, embedded data in signals, control logic and information between controllers, and sensors, actuators, controls, and vehicle systems and components. The controller communicates with one or more controller-based input / output (I / O) interfaces, which can be implemented as a single integrated interface that implements communication of raw data and signals, and / or signal conditioning, processing and / or conversion, short circuit protection, circuit isolation and similar functions. Alternatively, one or more dedicated hardware or firmware devices, controllers and on-chip systems can be used to pre-condition and pre-process specific signals during communication and before and after communicating specific signals.

[0036] In other illustrations, the MCM / BCM / power electronics 185, VSC 200, VCS 205, CAN 210, and other controllers may include one or more microprocessors or central processing units (CPUs) that communicate with various types of computer-readable storage devices or media. Computer-readable storage devices or media may include volatile and non-volatile storage devices in read-only memory (ROM), random access memory (RAM), and non-volatile or keep-alive memory (NVRAM or KAM). NVRAM or KAM is a persistent or non-volatile memory that can be used to store various commands, executable control logic and instructions, and codes, data, constants, parameters, and variables required to operate the vehicle and system when the vehicle and system and the controller and CPU are not powered on or powered off. The computer-readable storage device or medium can be implemented using any of a number of known memory devices, such as PROM (programmable read-only memory), EPROM (electrical PROM), EEPROM (electrically erasable PROM), flash memory, or any other electrical, magnetic, optical, or combined memory device capable of storing and communicating data.

[0037] Go to again Figure 1 , the HEV 100 may also include a powertrain control unit / module (PCU / PCM) 215 coupled to the VSC 200 or another controller and coupled to the CAN 210 as well as the engine 115, the EM 120, and the TC 155 to control each powertrain component. The transmission control unit (TCU) 220 is also coupled to the VSC 200 and other controllers via the CAN 210, and is coupled to the transmission 160 and optionally also to the TC 155 to achieve operational control. An engine control module (ECM) or unit (ECU) or an energy management system (EMS) 225 may also be included, which has controllers integrated respectively and communicates with the CAN 210, and is coupled to the engine 115 and the VSC 200 that cooperate with the PCU 215 and the TCU 220 and other controllers.

[0038] In this arrangement, the VSC 200 and VCS 205 cooperatively manage and control vehicle components and other controllers, sensors and actuators, including, for example, but not limited to, PCU 215, TCU 220, MCM / BCM / power electronics 185 and / or ECU / EMS 225, etc. For example, the controller can communicate control commands, logic and instructions and codes, data, information and signals to and / or from the engine 115, disconnect clutch 125, EM 120, TC 155, transmission 160, battery 175, 180 and MCM / BCM / power electronics 185 and other components and systems. The controller can also control and communicate with other vehicle components known to those skilled in the art, but not shown in the figure. Figure 1 The embodiment of the vehicle 100 in FIG. 1 also depicts exemplary sensors and actuators in communication with the vehicle network and CAN 210 that may transmit and receive signals to and from the VSC 200, VCS 205, and other controllers. Such control commands, logic, and instructions, as well as code, data, information, signals, settings, and parameters, including driver preferred settings and preferences, may be captured and stored in and communicated from a repository of driver controls / profiles 230.

[0039] As another example, various other vehicle functions, actuators, and components may be controlled by controllers within and in cooperation with the HEV 100 systems and components, and may receive signals from other controllers, sensors, and actuators, and may include, for example, but not limited to, front end accessory drive (FEAD) components and various sensors for battery charging or discharging, including sensors for: detecting and / or determining maximum charge, state of charge or state of charge (SoC), voltage and current, battery chemistry and life cycle parameters and discharge power limits, external ambient air temperature (TMP), pressure, humidity and component temperature, voltage, current, battery discharge power and rate limits, and other components. Such sensors are configured to communicate with the controller and CAN 210, and as another example, may establish or indicate ignition switch position (IGN), external ambient temperature and pressure, engine and thermal management system sensors, charging receptacle sensors, and external power supply voltage, current and related data communication sensors, etc.

[0040] The HEV 100 also includes at least one external power receptacle and sensors 235 coupled to various controllers, including, for example, the BCM / MCM / power electronics 185 and the HV battery 175. When the HEV 100 is stationary and parked on an external power source (XPS) ( Figure 1 ), such as at a home, office, or other power charging station or location, utilizing an external power outlet and sensor 235, which stations are also known to those skilled in the art as electric vehicle supply equipment (EVSE). These controllers are configured to detect the presence of the XPS when the XPS is connected to the external power outlet and sensor 235, and initiate a charge / recharge cycle or event of the HV battery 175, battery 180, and enable power to be supplied to the HEV 100 for various purposes.

[0041] Such a controller may also enable bidirectional communication between the HEV 100 and an external XPS / EVSE to establish power capacity, power cost, power usage authorization, compatibility, and other parameters and information about and from an external XPS. Such communication between the HEV 100 and the external XPS may enable automatic charging, purchase of power over a period of time, and may enable communication between the external XPS and the VSC 200 and VCS 205, as well as communication with remote systems external to the HEV 100 and their various controllers. This configuration may also enable an occupant of the HEV 100 to interact via a display in the HEV 100 to communicate authorization to purchase power. In addition, the HEV 100 may autonomously interact with one or more of the external XPS and the VSC 200 and VCS 205 to communicate information to enable automatic charging of the HEV 100, as well as estimate charging time, and communicate various vehicle and system data and parameters to such external systems.

[0042] To enable charging of one or more HV batteries 175 and / or other batteries, one or more controllers (such as controllers included in the BCM / MCM / power electronics 185) are configured to detect an external XPS connected to an external power socket and sensor 235, and generate and communicate an external power signal or DC charging signal (DS) 240, which may include previously described information indicating a connection to the XPS, power available from the XPS, the cost of such power, compatibility data, and authorization and authentication data for use and related information. In response, the MCM / BCM / power electronics 185 and / or other controllers initiate charging at a charging rate of the battery 175, 180, or other. Typically, when the HEV 100 is initially connected to and / or inserted into the XPS / EVSE, the charging rate and charging time are initially estimated and determined. Such initial estimates and determinations are functions of various parameters of the EVSE and grid capabilities and the HEV 100, including, for example, the current state of charge (SoC) of one or more corresponding batteries 175. During charging operations and during normal use, the controller may automatically vary the initially estimated and determined charge rate and charge time due to possible lifecycle and performance variations in charge capacity and power transfer capabilities which the controller may detect in the battery 175 and MCM / BCM / power electronics 185 and which the RFS may remotely estimate for a global fleet of HEVs 100 as well as for individual HEVs 100.

[0043] If included Figure 1 and Figure 2The signals and data described and shown in the various figures of the vehicle (including, for example, external power signal DS 240 and related control logic and executable instructions and other signals and data) may also include other signals (OS) 245, and control or command signals (CS) 250 received from and sent to the controller and vehicle components and systems. The external power signal DS 240, OS 245 and CS 250, as well as other signals, related control logic and executable instructions, parameters and data can and / or can be predicted, generated, established, received, communicated to, from and between any of the vehicle controllers, sensors, actuators, components, and internal, external and remote systems. Any and / or all of these signals may be raw analog or digital signals and data, or pre-conditioned, pre-processed, combined and / or derived data and signals generated in response to other signals, and may encode, embed, represent voltages, currents, capacitances, inductances, impedances, and digital data representations thereof, as well as digital information encoding, embedding and / or otherwise representing such signals, data and analog, digital and multimedia information, and represented by them.

[0044] The communication and operation of the signals, commands, control instructions and logic, as well as data and information of the various intended controllers, sensors, actuators and other vehicle components may be schematically represented as follows: Figure 1 and Figure 2 As shown and disclosed by the present invention Figure 2 The flowcharts or similar diagrams illustrated in the methods specifically shown in the description are presented. Such flowcharts and diagrams illustrate exemplary command and control processes, control logic and instructions, and operating strategies that can be implemented using one or more computing, communication, and processing technologies, which may include real-time, event-driven, interrupt-driven, multi-tasking, multi-threading, and combinations thereof. The steps and functions shown can be executed, communicated, and performed in the depicted order and in parallel, repeatedly, in a modified order, and in some examples, can be combined with other processes and / or omitted. Commands, control logic, and instructions can be executed in one or more of the microprocessor-based controllers described, in external controllers and systems, and can be primarily embodied in hardware, software, virtualized hardware, firmware, virtualized hardware / software / firmware, and combinations thereof.

[0045] Continued references include Figure 1, the present disclosure contemplates a HEV 100, which includes at least one and / or one or more of one or more controllers coupled to batteries 175, 180, the one or more controllers may be any of VSC 200, VCS 205, PCU 215, TCU 220, MCM / BCM power electronics 185 and / or ECU / EMS 225; and one or more communication units, such as VSC 200, V2V 201, I2V 202 and / or VCS 205, any of which is configured to generate and communicate a charging signal DS 240. In response, the one or more controllers adjust a charging time (CT) 255 and a battery recharging profile (BRP) 260 according to a charging time estimate (CTE) 265 received from a remote fleet server (RFS) external and remote to the HEV 100. Such communication between the controllers of the HEV 100 and the RFS is and / or may be accomplished via the EVSE / XPS and through other communication pathways, connections, and / or functions. The adjusted CT 255 may be communicated and displayed and / or otherwise communicated to the driver in cooperation with the VCS 205 or another controller or communication unit that enables display of the adjusted CT 255 within the cabin of the HEV 100 and / or via a remote nomadic device.

[0046] The CT 255 establishes how much time remains to complete the current charging / recharging event and is calculated by one or more controllers based on operating conditions (OC) 270, including, among other data and information, one or more charging station (XPS, EVSE) data, environmental and location data, vehicle data (such as current power and cooling requirements), and battery performance data and BRP 260 parameters, as well as instantaneous operating parameters and data. These parameters and data are generated, stored, and communicated by one or more corresponding controllers, as described elsewhere herein, and may also be stored locally in the HEV 100 in the driver controls / profiles 230. The initially determined CT 255 and subsequently adjusted CT 255 may be time stamped and stored in the BRP 260 and as an adjustment thereof, as charging station and battery performance data for each charging / recharging event, as well as other mentioned data and parameters (e.g., voltage, current, charge rate, temperature, etc.) that may be used to generate the CT 255.

[0047] For another example, the BRP 260 may include various battery charge / recharge profiles that may establish voltage, current, charge and discharge rates, minimum and maximum limits of the SoC under various operating and environmental conditions, and battery health status, all of which may change as lifecycle charge / recharge events accumulate. Moreover, the BRP 260 may include such established rates for various types of home, public and / or commercial charging stations XPS, EVSE, and may also include authentication, authorization and / or payment data required to enable automated, unattended and / or manually initiated / operated charging events. In other examples, the BRP 260 may also include HEV 100 power requirements for cooling various components during such expected charge / recharge events, as well as other HEV 100 power requirements that may be driver-initiated (e.g., cabin cooling, media system use, interior lighting, etc.) or otherwise required to enable recharging. The BRP 260 and other data, information, settings and parameters may be stored in and communicated from the driver controls / profiles 230.

[0048] In response to one or more controllers generating OC 270 and communicating it to the RFS, a CTE 265 is received from the RFS. For each charging / recharging event, the CTE 265 may also be time-stamped and stored in the BRP 260. The CTE 265 identifies an estimate of how much time remains to complete the current charging / recharging event, established by the RFS individually for the HEV 100, but varying based on accumulated and aggregated data and parameters received by the cloud-based RFS from a global fleet of similar and / or identical HEVs 100. The RFS includes a remote big data analytics engine and computing resources that can utilize neural networks, artificial intelligence, and other analytical techniques to discover otherwise unrecognizable patterns in battery charging / recharging performance to enable improved CTE 265 determinations on demand and in real time.

[0049] It has been discovered that utilizing the off-board determined CTE 265 to adjust the CT 255, alone and / or in combination with other HEV 100 local data, can improve the accuracy of the CT 255 that would otherwise be unavailable given the limited processing power and on-board available computing resources in most HEVs 100. Additionally, utilizing the CTE 265 and significantly greater RFS resources to adjust the CT 255 without requiring extensive on-board processing reduces consumption of such limited computing power and resources required to accurately determine and adjust the CT 255.

[0050] During a charging event, and in response to a charge completion signal (CCS) 275, one or more controllers generate and store as one of the battery performance data and parameters an estimated error (EE) 280, which is the difference between the CTE 265 and the actual charge time (ACT) 285. The CCS 275 is generated by the controller once the SoC 175, 180 of one or more batteries reaches a predetermined maximum limit, and may be established by any data considered in conjunction with data stored in the BRP 260 and / or other controllers. The CCS 275 and any other data, parameters, settings and information may also be updated and revised by updates received from the RFS, which may also be established based on the accumulated and aggregated global fleet data received by the RFS and analyzed to identify previously unknown battery charge / recharge event lifecycle performance patterns. Similar to other signals, settings, parameters, data, and information generated by one or more controllers, each of the EE 280 and / or ACT 285 , etc., may be time-stamped and recorded and / or stored in the BRP 260 in addition to being communicated to the RFS and other systems and controllers.

[0051] In variations of the present disclosure, one or more controllers will also readjust the CT 255 and BRP 260 as needed and / or at periodic time intervals that may be discrete time intervals and / or time intervals established by changing HEV 100 parameters, such as, but not limited to, additional power requirements for cooling the batteries 175, 180, MCM / BCM / power electronics 185, driver-initiated cabin cooling, lighting, media system (SYNC) utilization, and other power requirements. Any such periodic or discrete time intervals may be predetermined and / or automatically established by the controller in response to HEV 100 performance characteristics, and a plurality of such intervals may be established and utilized to readjust various parameters, settings, CT 255, and / or BRP 260. Such intervals may be, for example, but not limited to, on the order of milliseconds, seconds, and larger time units that may be suitable for use with the systems and components of the HEV 100.

[0052] In other arrangements, the updated CTE 265 is received from the RFS by the communication unit VSC 200, V2V 201, I2V 202 and / or VCS 205. During a charging event, such updated CTE 265 may be pushed from the RFS, received on demand by the HEV 100, and / or received in real time and / or periodically at said discrete time intervals and / or OC 270 change time intervals. As with other described adaptations of the present disclosure, a new and / or real-time OC 270 is generated by one or more controllers and communicated to a server via such a communication unit. In addition, in some variations, the original, initial, new and / or updated OC 270 also includes, embeds, encodes and / or merges the EE 280 and ACT 285, and communicates it to the RFS, which enables the RFS to further improve the accuracy of the CTE 265, among other functions.

[0053] Additionally, in other variations of the present disclosure, the original, initial, new and / or updated OC 270 may include battery performance data and parameters (BPD) 290, charging station data (CSD) 292, vehicle data (VED) 294, environment data (END) 296 and / or location data (LOD) 298, which may also be stored in, received from and / or communicated by the driver controls / profiles 230 and / or other controllers, and communicated remotely to and through the RFS. The battery performance data and parameters or BPD 290 may also include any of a variety of instantaneous and / or historical battery performance information from the BRP 260 and other sensors and controllers, such as, but not limited to, battery pack capacity and chemistry, battery health and state of charge (SoH, SoC), battery temperature, low voltage battery state, charge and discharge voltages and currents, charge and discharge rates, and the like.

[0054] The current and / or historical charging station data or CSD 292 received from the XPS / EVSE by the external power outlet and sensor 235 of the charging station may also include data such as charging station power and performance availability, charging station power cost and capacity data, and charging station performance data. Additional modifications of the present disclosure include current and / or historical vehicle data or VED 294, including vehicle identification number (VIN), power and cooling requirements, vehicle power availability and requirements, cabin climate control profile, on-board diagnostic (OBD) codes and data, vehicle power, climate control profile, and other data. In some further adaptations, current and / or historical environmental data or END 296 from controllers, which may include VCS 200, VSC 205, may include information such as ambient temperature, humidity, and atmospheric pressure. Current and / or historical geographic location data or LOD 298 may be obtained from GPS 204 and navigation / moving map system 206 and other controllers.

[0055] The present disclosure contemplates additional modifications of one or more controllers configured to readjust the CT 255 and BRP 260 in response to a new OC 270 generated by one or more controllers and / or one or more communication units and communicated to the RFS based on an initial estimated and determined charging time and recharging profile that may be and / or is a function of the ESVE capabilities and current conditions of the HEV 100, and may also be and / or received from the RFS. When such an update is determined to be desirable, such as when an engine of the RFS discovers new patterns and performance capabilities of one or more fleet-wide battery performance from continuously accumulated and aggregated data from each of the global fleet HEVs 100, the initially estimated and determined charging time and recharging profile may be pushed from the RFS to replace the stored initial, previous and / or former CT 255 and BRP 260 for all HEVs 100 in the global fleet.

[0056] Continue to refer Figure 1 , now also refer to Figure 2 , the operating methods of the present disclosure include methods of controlling the HEV 100. In view of the components, controllers, systems, and functions that have been described, such methods are expected to be implemented by one or more controllers generally designated herein as one or more controllers 300, and may include, for example, but not limited to: one or more controllers VSC 200, VCS 205, PCU 215, TCU 220, MCM / BCM / power electronics 185 and / or ECU / EMS 225 and at least one and / or one or more of the communication units VSC 200, V2V 201, I2V 202, and / or VCS 205.

[0057] The method begins at step 305 and includes detecting DS 240 at step 310 and detecting changes in charging / recharging event data or parameters and / or elapsed time intervals at step 315, which results in the controller 300 generating OC 270 at step 320 and communicating them to the RFS via the EVSE and / or another communication path or connection. At step 325, in response to the detected DS 240 and interval, one or more controllers 300 adjust the CT 255 and BRP 260 according to the CTE 265 received from the RFS at step 330. The adjusted CT 255 may be transmitted and reported to the driver, who cooperates with the VCS 205 or another controller or communication unit capable of displaying the adjusted CT 255.

[0058] As with various other arrangements of the present disclosure, the OC 270 is generated periodically and / or at discrete time intervals and communicated to the RFS, the data and parameters including at least one and / or one or more of the BPD 290, CSD 292, VED 294, END 296, and / or LOD 298, and other data and parameters. The present disclosure also contemplates a method of controlling one or more rechargeable batteries 175, 180 of the HEV 100 in response to the CCS 275, wherein the one or more controllers 300 detect whether charging is complete at step 335, and if not, repeat the method loop, returning control to step 305, and if charging is complete, an EE 280 is generated at step 340 and stored as one of the BPDs 290, the EE 280 being the difference between the CTE 265 and the ACT 285. Furthermore, such OC 270 is generated and communicated to include at least one and / or one or more of EE 280 , ACT 285 , BPD 290 , CSD 292 , VED 294 , END 296 , and / or LOD 298 .

[0059] At step 345, the method ends the loop and returns control to the start step 305 for continued monitoring and processing. Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the present invention. Rather, the words used in this specification are descriptive rather than restrictive words, and it should be understood that various changes can be made without departing from the spirit and scope of the present invention. In addition, the features of the various embodiments of implementation can be combined to form other embodiments of the present invention.

[0060] According to the present invention, a vehicle is provided having a controller coupled to a battery and a communication unit and configured to: in response to a charging signal, adjust a charging time and a battery recharging profile according to a charging time estimate received from a remote fleet server in response to operating conditions generated and communicated to the server; and minimize a difference between the charging time estimate and the actual charging time when charging is completed.

[0061] According to one embodiment, the controller is further configured to generate and store an estimation error as one of the battery performance data in response to the charging completion signal, the estimation error being a difference between the estimated charging time and an actual charging time.

[0062] According to one embodiment, the controller is further configured to readjust the charging time and battery recharging profile at discrete time intervals: based on updated charging time estimates received by the communication unit from the remote fleet server, and in response to new real-time operating conditions generated by the communication unit and communicated to the server and including the estimation error.

[0063] According to one embodiment, the controller is further configured to readjust the charging time and battery recharging profile at discrete time intervals: based on updated charging time estimates received by the communication unit from the remote fleet server and in response to new real-time operating conditions generated and communicated to the server.

[0064] According to one embodiment, the controller is further configured to readjust the charging time and battery recharging profile based on updated charging time estimates received by the communication unit from the remote fleet server and in response to new real-time operating conditions generated and communicated to the server and including vehicle data incorporating a vehicle identification number and a climate control profile.

[0065] According to one embodiment, the controller is further configured to generate the operating conditions to include: vehicle environment and location data, the vehicle environment and location data incorporating geographic location as well as ambient temperature, humidity, and atmospheric pressure; vehicle data incorporating vehicle identification number as well as on-board diagnostic codes and data, vehicle power and climate control profiles; and battery performance data, the battery performance data including battery pack capacity and chemistry, battery health and state of charge, battery temperature, charging station power and performance, and low voltage battery status.

[0066] According to one embodiment, the above invention is further characterized in that the controller is also configured to: readjust the charging time and battery recharging profile based on the updated charging time estimate received by the communication unit from the remote fleet server and in response to new real-time operating conditions generated and communicated to the server and including charging station data, wherein the charging station data includes power cost and capacity data and charging station performance data accumulated during the current charging event.

[0067] According to one embodiment, the controller is further configured to, at discrete time intervals: readjust the charging time and battery recharging profile based on updated charging time estimates received by the communication unit from the remote fleet server and in response to new real-time operating conditions generated and communicated to the server and including charging station data, the charging station data including power cost and capacity data and charging station performance data accumulated during the discrete time intervals.

[0068] According to one embodiment, the above invention is further characterized in that the controller is also configured to: adjust the charging time and battery recharging profile based on the initially determined charging time and battery recharging profile received from the remote fleet server and in response to operating conditions generated and communicated to the server, the operating conditions including one or more of charging station data, environmental and location data, vehicle data and battery performance data.

[0069] According to one embodiment, the controller is further configured to, at discrete time intervals: based on an initially determined charging time and battery recharging profile received from the remote fleet server, readjust the charging time and battery recharging profile in response to new operating conditions generated and communicated to the server.

[0070] According to the present invention, a vehicle is provided having a controller coupled to a battery and a communication unit and configured to periodically respond to a charging signal: adjust a charging time and a battery recharging profile based on a charging time estimate received from a remote fleet server and in response to periodic operating conditions generated and communicated to the server, the periodic operating conditions including one or more of charging station data, environmental and location data, vehicle data, and battery performance data.

[0071] According to one embodiment, the controller is further configured to generate and store an estimation error as one of the battery performance data in response to the charging completion signal, the estimation error being a difference between the estimated charging time and an actual charging time.

[0072] According to one embodiment, the controller is further configured to readjust the charging time and battery recharging profile based on an updated charging time estimate received by the communication unit from the remote fleet server and in response to operating conditions generated by the communication unit and communicated to the server and including the estimation error.

[0073] According to one embodiment, the controller is further configured to generate the operating conditions to include: environmental and location data, which incorporates geographic location as well as ambient temperature, humidity, and atmospheric pressure; vehicle data, which incorporates a vehicle identification number and on-board diagnostic codes and data, vehicle power and climate control profiles; and battery performance data, which includes battery pack capacity and chemistry, battery health and charge status, battery temperature, charging station power and performance, and low voltage battery status.

[0074] According to one embodiment, the controller is further configured to readjust the charging time and battery recharging profile based on an updated charging time estimate received by the communication unit from the remote fleet server and in response to operating conditions generated and communicated to the server and including charging station data, the charging station data including power cost and capacity data and charging station performance data accumulated during a current charging event.

[0075] According to the present invention, a method of controlling a vehicle is provided, comprising: by a controller coupled to a battery and periodically responsive to a charging signal: adjusting a charging time and a battery recharging profile based on a charging time estimate received from a remote fleet server and in response to periodic operating conditions generated and communicated to the server, the periodic operating conditions comprising one or more of charging station data, environmental and location data, vehicle data, and battery performance data.

[0076] According to one embodiment, the above invention is further characterized in that the controller generates an estimation error and stores it as one of the battery performance data in response to the charging completion signal, wherein the estimation error is a difference between the estimated charging time and the actual charging time.

[0077] According to one embodiment, the above invention is further characterized in that the controller: readjusts the charging time and battery recharging profile based on the updated charging time estimate received by the communication unit from the remote fleet server and in response to the operating conditions generated by the communication unit and communicated to the server and including the estimation error.

[0078] According to one embodiment, the above invention is further characterized in that the controller generates the operating conditions to include: environmental and location data, which incorporates geographic location as well as ambient temperature, humidity and atmospheric pressure; vehicle data, which incorporates vehicle identification number and on-board diagnostic code and data, vehicle power and climate control profile; and battery performance data, which includes battery pack capacity and chemical composition, battery health and charging status, battery temperature, charging station power and performance, and low voltage battery status.

[0079] According to one embodiment, the above invention is further characterized in that the controller: readjusts the charging time and battery recharging profile based on the updated charging time estimate received by the communication unit from the remote fleet server and in response to the operating conditions generated and communicated to the server and including charging station data, wherein the charging station data includes power cost and capacity data and charging station performance data accumulated during the current charging event.

Claims

1. A vehicle comprising: a controller coupled to the battery and the communication unit and configured to respond to the charging signal: Based on the charging time estimates received from the remote fleet server, In response to the operating conditions generated and communicated to the server, Adjust battery recharging profile; as well as charging the battery according to the adjusted battery recharging profile, The operating conditions include one or more of vehicle environment and location data, vehicle data, and battery performance data, wherein the vehicle environment and location data incorporates geographic location and ambient temperature, humidity, and atmospheric pressure, the vehicle data incorporates vehicle identification number and on-board diagnostic codes and data, vehicle power and climate control profiles, and the battery performance data includes battery pack capacity and chemistry, battery health and state of charge, battery temperature, charging station power and performance, and low voltage battery status.

2. The vehicle according to claim 1, wherein: The controller is further configured to respond to the charging completion signal: An estimation error is generated and stored as one of the battery performance data, the estimation error being the difference between the estimated value of the charging time and the actual charging time.

3. The vehicle according to claim 2, wherein: The controller is further configured to, at discrete time intervals: based on an updated charging time estimate received by the communication unit from the remote fleet server, and In response to a new real-time operating condition generated by the communication unit and communicated to the server and including the estimated error, Readjust the charging time and the battery recharging profile.

4. The vehicle according to claim 1, wherein: The controller is further configured to, at discrete time intervals: based on an updated charging time estimate received by the communication unit from the remote fleet server, and In response to a new real-time condition being generated and communicated to the server, Readjust the charging time and the battery recharging profile.

5. The vehicle according to claim 1, wherein: The controller is also configured to: based on an updated charging time estimate received by the communication unit from the remote fleet server, and In response to a new real-time operating condition including vehicle data being generated and communicated to the server, The charging time and the battery recharging profile are readjusted, the vehicle data incorporating a vehicle identification number and a climate control profile.

6. The vehicle according to claim 1, wherein: The controller is also configured to: based on an updated charging time estimate received by the communication unit from the remote fleet server, and In response to a new real-time operating condition including charging station data being generated and communicated to the server, The charging time and the battery recharging profile are readjusted, the charging station data including power cost and capacity data and charging station performance data accumulated during a current charging event.

7. The vehicle according to claim 1, wherein: The controller is further configured to, at discrete time intervals: based on an updated charging time estimate received by the communication unit from the remote fleet server, and In response to a new real-time operating condition including charging station data being generated and communicated to the server, The charging time and the battery recharging profile are readjusted, the charging station data including power cost and capacity data and charging station performance data accumulated during the discrete time intervals.

8. The vehicle of claim 1, wherein: The controller is also configured to: based on an initially determined charging time and recharging profile received from the remote fleet server, and In response to the operating conditions generated and communicated to the server, The charging time and the battery recharging profile are adjusted, the operating conditions comprising one or more of charging station data, vehicle environment and location data, vehicle data, and battery performance data.

9. The vehicle of claim 1, wherein: The controller is further configured to, at discrete time intervals: In response to new real-time operating conditions being generated and communicated to the server based on the initially determined charging time and recharging profile received from the remote fleet server, Readjust the charging time and the battery recharging profile.

10. A method of controlling a vehicle, comprising: by coupling to the battery controller, and Periodically respond to the charging signal: adjusting a battery recharging profile based on charging time estimates received from a remote fleet server and in response to operating conditions generated and communicated to the server, The operating conditions include one or more of vehicle environment and location data, vehicle data, and battery performance data, wherein the vehicle environment and location data incorporates geographic location as well as ambient temperature, humidity, and atmospheric pressure, the vehicle data incorporates vehicle identification number and on-board diagnostic code and data, vehicle power and climate control profile, and the battery performance data incorporates battery pack capacity and chemical composition, battery health and state of charge, battery temperature, charging station power and performance, and low voltage battery status.

11. The method according to claim 10, further comprising: By the controller, in response to the charging completion signal: An estimation error is generated and stored as one of the battery performance data, the estimation error being a difference between the estimated value of the charging time and an actual charging time.

12. The method according to claim 11, further comprising: Through the controller: based on an updated charging time estimate received by the communication unit from the remote fleet server, and In response to an operating condition generated by the communication unit and communicated to the server and including the estimated error, Readjust the charging time and the battery recharging profile.

13. The method according to claim 10, further comprising: Through the controller, based on an updated charging time estimate received by the communication unit from the remote fleet server, and In response to an operating condition including charging station data generated and communicated to the server, The charging time and the battery recharging profile are readjusted, the charging station data including power cost and capacity data and charging station performance data accumulated during a current charging event.

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