System and method for controlling charging of an electrical energy storage system for an electric vehicle

Abstract

The system and method for operating a system for controlling the charging of a battery of an electric vehicle of a user from a power source is based on intervening in a controlled manner between the power source and the electric vehicle and dynamically controlling the charge level of the vehicle's electrical energy storage system. This level may be different from the maximum available charging power from the power source. This controlled intervention occurs according to a charging schedule determined by a server and sent by the server to the charging cable. The charging cable then operates according to the charging schedule, which results in a corresponding controlled charging of the vehicle's electrical energy storage system.

Description

Technical Field

[0001] The present disclosure relates to systems and methods for controlling the charging of an electrical energy storage system of an electric vehicle. Background Art

[0002] Charging electric vehicles presents many problems, including: accessing different power sources; providing safe and efficient charging to the electric vehicle; and scheduling the electric vehicle to be fully charged at a given point in time.

[0003] There are a variety of different power sources that can be used to charge electric vehicles. While a common source may be a typical household wall socket, aftermarket modifications are available to increase the power delivery of a household socket. Commercial charging stations are becoming increasingly popular in public spaces, and such charging stations are capable of delivering higher amounts of power than a standard household socket, thereby shortening the amount of charging time required to restore an electric vehicle to full power. Both household and commercial power sockets tend to have a variety of plugs determined by technology, national, and international conventions.

[0004] In line with the growing popularity of electric vehicles, their respective proprietary equipment, including charging cables, has grown in diversity. Modern electric vehicle charging cables must be able to interact with a variety of charging sources, both in order to safely and adequately transfer charge from the source to the electric vehicle and in order to physically connect (i.e., have a plug that fits into a corresponding receptacle).

[0005] Electric vehicles may include a variety of different electrical energy storage systems (sometimes referred to as batteries or accumulators) and supporting electronics, which complicates the charging process and can confuse the user as to when and how long to charge. Typically, an electric vehicle user plugs his / her vehicle in and leaves it charging overnight, even though such charging duration may not be necessary or sufficient, available or convenient, and / or appropriate for the life of the electrical energy storage system. Further, if a large number of electric vehicles are plugged into a local power grid relatively simultaneously, the load imposed on the local power grid may become overwhelming for the infrastructure, resulting in power outages, equipment failures, and safety hazards.

[0006] The proposed solution to the above includes improving the technical capabilities of the charging cable by adding certain improvements to the cable. For example, to facilitate access to various power outlets, the electric vehicle charging cable may include an adapter in the form of a cable portion, one end of the adapter having a first plug connected to the rest of the charging cable, and the other end of the adapter having a second plug specifically configured to fit a specific power outlet.

[0007] Charging cables still present certain issues, including how to ensure end-to-end power and information connectivity; how to ensure safe power delivery from the outlet to the electric vehicle (EV); and how to effectively manage and control the delivery of power to meet the user's specific charging needs.

[0008] Some solutions have been proposed in the art. For example, US Pat. No. 8,085,034 B2 proposes a system and method for managing the charging of vehicles, in which multiple charging points are centrally managed. Electric vehicles connected to the charging points communicate directly with a central server, which implements controlled power distribution to the charging points based on electric vehicle priority and charging allocation. This innovation is limited by the communication capabilities of individual electric vehicles and the number of available charging points as part of a central management system.

[0009] US2018 / 0001776 proposes a charging cable having an in-cable control box that accommodates two communication modules, a processor, and a memory. One communication module extracts electric vehicle information directly from the electric vehicle via power line communication, and the second communication module communicates with the power supply device communication controller that implements the charging of the electric vehicle via Wi-Fi. The information communicated to the power supply device communication controller includes the maximum charging power of the electric vehicle, the requested charging duration, and the billing request (when completed). KR101197552 (B1) proposes a similar configuration, and CN205160153 involves including wireless communication in the control box for communication between the electric vehicle and the remote source. DE102009025302 (B4) involves exchanging information between the electric vehicle and the central server to achieve detailed billing, etc. Although these innovations involve making enough available power for charging the electric vehicle at the maximum charging rate within a sufficient amount of time to reach a specific electric vehicle battery charging level, other future-oriented solutions in the field will be expected because traditional cables may become insufficient or inconvenient when the use of electric vehicles becomes more common.

[0010] In addition to considerations related to the ease and convenience of using charging cables, local power grids may be challenged by the growing popularity of electric vehicles. Over time, traditional power grids with few large central power stations may be replaced by decentralized grids with numerous smaller energy suppliers. As a result, the tasks that operators of modern power grids have to solve are much more complex. Energy suppliers using wind and solar power supply renewable energy, which in some cases can only be planned to a limited extent and is subject to large fluctuations.

[0011] In order to balance the supply of electrical energy delivered by the power station with the demand for electrical energy and to help ensure the stability and reliability of the power grid, the connected energy suppliers and electricity users will need to be continuously monitored. To this end, the load of the power grid can be monitored over time to determine when the load is high. Based on the determined load process, static electrical loads are turned off during critical time periods so that load balancing can be achieved over a longer period of time.

[0012] The connection and disconnection of loads is traditionally achieved by pulsation control. In modern power grids, so-called "smart grids", pulsation control is supplemented by "smart meters" which make it possible to detect the state of the power grid close to the points where a plurality of mains are connected in time. The communication of the decentralized measuring units or "smart meters" with a central station may be carried out via a network operating according to the Internet protocol. A method for short-cycle data detection and control of measuring points in a smart grid using smart metering or smart grid functions is known, for example, from WO 2012 / 055566 A2.

[0013] If there is a difference between the supply and demand of energy, the regulating energy or regulating power available to the energy supplier is used to avoid a grid collapse in the event of increased demand or an energy surplus in the event of too little demand. Compensation for the above-mentioned differences or changes in the grid is provided by regulating energy.

[0014] The available regulating energy is divided into different categories. The regulating energy that can be called up within seconds is called primary reserve. The regulating energy that can be called up within a minute is called secondary reserve. In addition, the regulating energy includes a reserve component that can be called up after 15 minutes (minute reserve) or after a few hours (hour reserve).

[0015] In the event of an overload of the grid, positive regulating energy is stored in the grid. If there is an energy surplus, negative regulating energy is taken from the grid. Power plants capable of regulation, such as fast-responding gas turbine power plants or pumped storage power plants, are used for the required output adjustment. However, even with fast-starting power plants, the supply of electricity always takes place with considerable delays, which can be disadvantageous. In addition, energy from the primary reserve can be expensive.

[0016] The regulation of the grid may be even more challenged by the demands of energy consumers, such as electric vehicles, which draw larger amounts of energy from the grid. While the connection or disconnection of low-energy systems is usually evenly distributed due to their large number or can be planned based on experience, this is unlikely to be the case or not at all for electric vehicles. Dynamic loads such as electric vehicles can selectively load the grid relatively strongly at any time of the day or time. In this sense, for example, in residential areas, a larger number of drivers drive electric vehicles home at night (for example, after evening activities) when the grid operator does not expect a larger load; several electric vehicles may coincidentally charge at the same time, thereby suddenly triggering a high load. Although such a situation can be absorbed by the regulation technology of the grid, expensive primary reserves may be required to compensate for these processes. The presence of larger energy consumers such as electric vehicles may require a high availability of the regulation capabilities of the grid, for example by providing expensive primary reserves. Summary of the invention

[0017] Accordingly, embodiments of the technology described herein are provided to substantially obviate one or more of the problems caused by limitations and disadvantages of the prior art while providing an improved solution for selectively and safely charging electric vehicles from different power sources.

[0018] One aspect of the technology described herein relates to a method for operating a system for controlling charging of an energy storage system of an electric vehicle of a user from a power source. The system includes a server and a charging cable having a communication module for wirelessly communicating with the server. In the method, a data signal sent by the charging cable is received at the server. The data signal includes cable specifications and location data indicating the location where the charging cable is connected to the power source. An information source is accessed by the server to obtain environmental information. The environmental information includes at least power grid information and calendar information associated with the user. A charging schedule is generated by the server based on the cable specifications, the location data, and the environmental information. The charging schedule is sent to the communication module of the charging cable by the server. The charging cable causes the energy storage system to be charged according to the charging schedule.

[0019] Another aspect of the technology described herein relates to a system for controlling the charging of an electric energy storage system of an electric vehicle of a user from a power source. The system includes a server and a charging cable. The server includes a processor, a data storage system, and a first communication module. The charging cable has: a control box configured to set a predetermined power charging selection limit for the electric vehicle; an adapter arranged to connect the control box and the power source; and a second communication module for wirelessly communicating with the server. The processor is configured to receive a data signal sent by the second communication module of the charging cable, wherein the data signal includes a cable specification and location data indicating the location where the charging cable is connected to the power source. In addition, the processor is configured to access at least one information source to obtain environmental information, wherein the environmental information includes at least grid information and calendar information associated with a user. In addition, the processor is configured to generate a charging schedule based on the cable specification, the location data, and the environmental information, and send the charging schedule to the second communication module of the charging cable. The charging cable is configured to charge the electric energy storage system according to the charging schedule.

[0020] The techniques described herein not only improve the convenience of using a charging cable, but also take into account specific situation or environmental information to optimize the charging process. From the user's perspective, the charging process is optimized because charging can be performed at a reduced or optimized cost, such as in addition to financial considerations, battery degradation, and carbon footprint. From the grid operator's perspective, the charging process is also optimized because load balancing is improved.

[0021] Regarding ease of use, the technology described herein minimizes user actions, thereby achieving essentially plug-and-play functionality. That is, all the user needs to do is park the electric vehicle at a charging location (e.g., at home or at a public charging station (at a public charging station, identification may be required prior to a charging session)) and connect the charging cable to the charging station and the electric vehicle. The charging cable then controls the optimized charging based on a charging schedule.

[0022] In one embodiment, the server extracts an identifier specific to the charging cable from the cable specification. The identifier is associated with user-specific data and electric vehicle-specific data. This enables identification of the charging and obtaining cable and vehicle-specific information, also without user involvement.

[0023] Other information used to generate the charging schedule is also obtained by the server. For example, in one embodiment, calendar information is obtained by accessing a user calendar information source, and information related to the electric energy storage system is obtained by accessing an electric vehicle information source. In one embodiment, information related to the power grid is obtained by accessing a power grid information source, wherein the power grid information specifies a maximum current load based on the location information.

[0024] In one embodiment, the charging schedule sets a start time for the charging period and ends at an end time. The end time is based on calendar information associated with the user. The charging schedule includes a plurality of time periods between the start time and the end time, each of the time periods defining a specific charging power to be used during the time period. In one embodiment, the charging power may be zero during a certain time period and may be a maximum value during another time period.

[0025] In one embodiment, the charging schedule is determined by applying a minimum cost path search algorithm. By applying the technology described herein, the available time between the start time and the end time and the total amount of energy required to charge the energy storage system are determined. The required power is based on information obtained from the electric vehicle information source, which includes the current charge state of the energy storage system, the desired target charge state and capacity of the energy storage system. The maximum power that can be drawn for charging is determined based on the grid information and the electric vehicle information. Using this information, multiple power states are set at selected time points between the start time and the end time. For each power state, a transition to an adjacent power state is determined, and a detailed cost is determined for each transition. In addition, the detailed cost is converted into a weighted number for each transition. The minimum cost path is determined, and the minimum cost path is transformed into the charging schedule.

[0026] Because situations and circumstances may change over time, the techniques described herein adapt to such changes. In one embodiment, in the event that changing environmental information is detected during charging, a new charging schedule is generated by a server. The new charging schedule is sent by the server to the communication module of the charging cable. The charging cable causes the electrical energy storage system to be charged according to the new charging schedule. That is, the charging cable operates according to the last received charging schedule.

[0027] In one embodiment, the technology described herein allows the use of proven protocols in the field of charging electric vehicles. For communication between the server and the charging cable, the Open Charging Pile Protocol (OCPP) is applied. This protocol was originally specified for communication between charging stations and central management systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate typical embodiments and, together with the description, serve to explain the principles of the disclosure.

[0029] Figure 1 is a schematic diagram of a typical system for controlling charging of an electrical energy storage system of an electric vehicle;

[0030] Figure 2 is a schematic flow chart of one embodiment of a method for controlling charging of an electrical energy storage system of an electric vehicle;

[0031] Figure 3 is a schematic diagram of one embodiment of a charging schedule;

[0032] Figure 4 is a schematic flow chart of another embodiment of a method for controlling charging of an electrical energy storage system of an electric vehicle;

[0033] Figure 5 is a schematic diagram of a typical method for generating a charging schedule;

[0034] Figure 6 Is from Figure 5 A schematic diagram of an excerpt of an example;

[0035] Figure 7 is a schematic flow chart of one embodiment of a method for generating a charging schedule;

[0036] Figure 8 is a schematic diagram of the control box inside the charging cable;

[0037] Fig. 9 is a schematic diagram of a first arrangement for charging an electrical energy storage system of an electric vehicle;

[0038] Fig.10a is a schematic diagram of a second arrangement for charging an electrical energy storage system of an electric vehicle;

[0039] Fig.10b yes Fig.10a Schematic diagram of a second arrangement for charging an electrical energy storage system of an electric vehicle in different switching states;

[0040] Fig.11 is a schematic diagram of a third arrangement for charging an electrical energy storage system of an electric vehicle;

[0041] Fig.12a is a schematic diagram of a signal diagram method for charging an electrical energy storage system of an electric vehicle;

[0042] Figure 12bis a schematic diagram of one embodiment of a method for charging an electrical energy storage system of an electric vehicle according to a second arrangement;

[0043] Fig.12c is a schematic diagram of one embodiment of a method for charging an electrical energy storage system of an electric vehicle according to a first arrangement;

[0044] Fig.13 is a schematic diagram of one embodiment of a method for charging an electrical energy storage system of an electric vehicle according to a first arrangement; and

[0045] Fig.14 is a schematic diagram of one embodiment of a method for charging an electrical energy storage system of an electric vehicle according to a third arrangement. DETAILED DESCRIPTION

[0046] Figure 1 is a schematic diagram of a typical system 1 for controlling the charging of an energy storage system 27 of an electric vehicle 10. The illustrated system 1 includes a server 2 and a charging cable 20, which is shown as being plugged into a socket of the electric vehicle 10 at one end and plugged into a power source 30 at the other end. That is, the user / owner of the electric vehicle 10 prepares the electric vehicle 10 for charging at a home location or at a public or semi-public charging station. Therefore, the power source 30 is located in one of these locations and is connected to a public and / or private power grid. The energy storage system 27 is sometimes referred to as a battery, a battery cell, or an accumulator. The electric vehicle 10 includes a built-in electric vehicle supply equipment 11 (EVSE1) arranged to be electrically connected between the energy storage system 27 and the charging cable 20. According to a specific embodiment, the EVSE1 11 can be integrated with the energy storage system 27.

[0047] Initially reference is made to the entire system 1 and the following references Figure 8 to Figure 14 The details of the charging cable 20 are provided below, and the details of the server 2 and its operation within a specific environment and / or in a specific situation are provided. The server 2 is a cloud-based server that is itself configured remotely from the electric vehicle 10, the charging cable 20, and the power source 30. Therefore, the server 2 includes a processor 40 and a communication device for sending and receiving data signals via a communication network 44, which may include a wire-based network and / or a wireless network. These communications can be carried out over the Internet according to the Internet protocol. For the purpose of illustration, the communication device is Figure 1 4, for providing communications via a communications network 44. As described in more detail below, the charging cable 20 includes similar communications equipment that is provided at Figure 1 , represented by a communication module CM(4G) 18 to provide communication via a communication network 44 .

[0048] although Figure 1 Only one electric vehicle 10 and one charging cable 20 are shown, but it is contemplated that the server 2 may be communicatively connected to more than one charging cable 20 at any given time. Likewise, more than one charging cable 20 may be connected to a power source 30, and more than one power source 30 may be provided at a particular location.

[0049] For illustration purposes, Figure 1 A plurality of information sources are shown that are communicatively connected to the server 2. As described in more detail below, these information sources include a (public) grid information source 4, a local grid information source 8, an energy provider information source 6, a carbon footprint information source 34, a user calendar information source 31, a user information source 28, and an electric vehicle information source 24. It is contemplated that these information sources may contain overlapping information, and that some of these information sources may be combined into one information source. Furthermore, in certain embodiments, it is contemplated that fewer, additional, or different information sources may be used.

[0050] These information sources may be provided within the server 2, for example, stored in a memory 38 or a database 36; in one embodiment, the processor 40 may control access to the information sources. Some of these information sources may be external to the server 2 and remote from the server 2, and may be accessed by the server 2 via an application interface and / or a communication interface. In one embodiment, the energy provider information source 6, the user calendar information source 31, the user information source 28, and the electric vehicle information source 24 may be implemented at least in part in the database 36. The user information source 28 may, for example, include a plurality of user profiles, each of which identifies a registered user, the user's address, and billing information; the user profile may, for example, be linked to the user's electric vehicle 10, the user's energy provider, and the user's calendar. In one embodiment, the (public) power grid information source 4, the carbon footprint information source 34, and the electric vehicle information source 24 may be external to the server 2.

[0051] In short, the technology described herein is based on the concept of intervening in a controlled manner between a power source 30 and an electric vehicle 10 and dynamically controlling the level of charge of the vehicle's electrical energy storage system 27; this level may be different from the maximum available charging power from the power source 30. The controlled intervention occurs according to a charging schedule determined by the server 2 and sent by the server 2 to the charging cable 20. The charging cable 20 then operates according to the charging schedule, so that the vehicle's electrical energy storage system 27 is charged accordingly and in a controlled manner.

[0052] The charging schedule is generated taking into account information available from one or more of these information sources. The content of each of these information sources is described below:

[0053] Energy provider information source 6: For a particular geographic area (e.g., a country, a state, or one or more regions within a country or state), this source provides data identifying energy providers that are qualified to provide electrical energy to consumers (e.g., private, commercial, or public consumers) within the geographic area. These data may be broken down to a city or street level. A particular street or area of ​​a city may be served by one or more energy providers, such that a consumer may select one of these energy providers as an energy provider to the consumer, based on, for example, quality of service, reliability, and tariff structure, tariffs, costs. In addition, the data stored in the energy provider information source 6 identifies whether the energy provider is the operator of the electrical grid within the geographic area.

[0054] Grid information source 4: This source provides data about the structure of the grid within a specific geographic area (e.g., a country or state). The grid can be formed by several individual grids. The structure of the grid can be defined by a transmission system and a distribution system, which is the final stage of power transmission; the grid transmits power from the transmission system to individual consumers. Distribution substations are connected to the transmission system and use transformers to reduce the transmission voltage to a medium voltage ranging between 2kV and 35kV. The primary distribution line transmits this medium-voltage power to the distribution transformer located near the consumer's premises. The distribution transformer again reduces the voltage to the power voltage used by lighting, industrial equipment or household appliances. Power is usually supplied from one transformer to several consumers via secondary distribution lines. Commercial and residential consumers are connected to the secondary distribution lines via service lines.

[0055] The data specifies the maximum current load of the local neighborhood (split to local transformers of houses on the street) and the grid maximum for the area. In addition, the data may include standard load profiles and statistically normalized average household electricity consumption over a day. It is conceivable that energy suppliers use such information to predict electricity consumption for energy production planning.

[0056] Local grid information source 8: This source provides data specifying whether and what kind of local grid is available in a specific area and / or at a specific user / consumer location. For example, whether electricity generated by a photovoltaic system or a wind turbine is available.

[0057] Carbon footprint information source 34: This source provides data specifying how the electrical energy available in a particular geographic area is generated, e.g., by conventional power plants (e.g., by nuclear energy or fossil energy (natural gas, oil or coal)) and / or by renewable / green energy (e.g., solar, wind, hydro). In general, the more "green" energy is used, the smaller the so-called carbon footprint. For example, knowing where the user is, e.g., when charging, the carbon footprint of the user's electricity bill (conventional, green or hybrid) for the entire grid can be obtained.

[0058] User calendar information source 31: This source provides data specifying the user's trips within a specified time period. This allows identifying the times when a user requires a vehicle, e.g. a fully charged vehicle is required at 8:00 AM on weekdays. But if there is a calendar entry for an appointment at 7:00 AM, the system 1 may charge the vehicle at 6:00 AM. Likewise, if the calendar entry only indicates short distance vehicle usage on a particular day, a fully charged vehicle may not be required.

[0059] · User information source 28: This source provides data related to the user. As described in more detail below, each user can set up a user account. Thus, for each user, the data includes personal data (e.g., address, billing information, and mobile phone information), energy provider data, local grid data, and vehicle-related data, such as the type of vehicle used by the user and the ID code of the charging cable 20. In one embodiment, the user's mobile phone runs an application-specific software program (referred to as an "App") dedicated to the electric vehicle 10, its operation and energy management. According to a specific embodiment, the mobile phone allows the App to communicate with the communication device of the electric vehicle 10. The communication capabilities of the vehicle may be referred to as the "car cloud".

[0060] Electric vehicle information source 24: This source provides data including static vehicle information, such as vehicle type, battery size (capacity), maximum charging rate (i.e., how quickly it can be charged), vehicle efficiency (used to calculate the vehicle's expected range), operating efficiency (kilowatt-hours (kWh) consumed per 100 km / miles traveled), and charging efficiency. This source can also provide dynamic vehicle information, such as the current state of charge of the battery 27. In one embodiment, the dynamic vehicle information can be obtained by the server 2 communicating with the communication device of the electric vehicle 10, for example using mobile phone communication technology. In another embodiment, the dynamic vehicle information can be obtained by the server 2 communicating with the user's mobile phone. In addition, the vehicle information can be obtained by connecting to a vehicle manufacturer cloud that can have this information, and / or installing a separate hardware module in the electric vehicle 10 that can read this information and send it directly to a cloud-based server.

[0061] With an understanding of the overall structure of System 1, its components, and their functions, refer to Figure 2 To illustrate the operation of system 1. Figure 2is a schematic flow chart of one embodiment of a method for controlling the charging of an electrical energy storage system 27 of an electric vehicle 10. In this embodiment, it is assumed that the user parks the electric vehicle 10 within a cable length of a power source 30 at home, a semi-public location, or a public location. If it is not at a home location, it is assumed that the power source 30 is readily available because the user has provided some identification and / or billing information, or because charging at the power source 30 is free. The method starts at step MS1 and ends at step MS7.

[0062] In step MS2, activation of the charging cable 20 is detected. In one embodiment, the charging cable 20 is activated after being connected to a (ready-to-use) power source 30. Since the charging cable 20 in this embodiment does not include its own power source, the power source 30 provides power to the charging cable 20. Once the power is turned on, the communication module 18 of the cable generates an activation signal and transmits the activation signal as a radio frequency (RF) signal. The communication module 18 may include a SIM card and is configured to transmit the activation signal according to the 4G mobile communication standard. The server 2 receives the activation signal via its communication module 42.

[0063] In one embodiment, the communication between the server 2 and the charging cable 20 is performed according to an application protocol, such as the Open Charging Pile Protocol (OCPP). This protocol is specified for communication between a charging station and a central management system, but is used according to the techniques described herein for communication between the server 2 and the charging cable 20. It is contemplated that other protocols, such as proprietary protocols, may be applied.

[0064] In the case of entering step MS3, a data signal is received. The data signal is sent by the communication module 18 of the cable and received by the communication module 42 of the server. The data signal includes an identifier unique to the charging cable 20. The identifier enables the server 2 to search the database 36 for a user profile associated with the identifier. The user profile includes, for example, the specifications of the charging cable 20 (e.g., maximum current) and information about the electric vehicle 10 to which the charging cable 20 belongs under the following assumption: it is assumed that the user is using his / her currently known cable together with other cables that may be in use, and the specifications of the other cables are also sent to the cloud. In addition, the data signal includes location information, i.e., information indicating where the charging cable 20 is currently located and plugged in. To this end, the charging cable 20 includes a GPS module 23 (see 8) in one embodiment. Thus, the data signal includes GPS coordinates that identify the current location of the charging cable 20.

[0065] In other embodiments, it is conceivable to detect activation of the charging cable 20 by receiving the data signal of step MS3. In these embodiments, the transmission of a separate activation signal may be omitted. Furthermore, the actions specified in steps MS2 and MS3 may be combined into a single step.

[0066] In the case of entering step MS4, accessing information sources to obtain situation-specific information. This includes obtaining the current charge state of the vehicle's battery 27 by communicating directly with the vehicle cloud or by communicating with the user's mobile phone and requesting the mobile phone to obtain information from the vehicle cloud. This includes further collecting information related to the user's current location. The user's calendar can be used to determine when the user may need to charge his or her vehicle in combination with other sources (such as backup charging rules specified by the user), and determine whether the local power grid is available at the user's location and what local charging capabilities it has. In addition to obtaining information about the electricity supplier at the user's location, accessing the information source also includes obtaining information about the current electricity price and its carbon footprint. Information about the maximum current load in the local neighborhood (for example, at the local transformer) is obtained from the power grid source.

[0067] In the case of entering step MS5, a charging schedule is generated. This includes: processing the information obtained in steps MS3 and MS4 to predict the current load demand on the grid, and predicting the charging energy available and required in the next time period (e.g., 24 hours). In one embodiment, the processing optimizes the electricity cost for the time period. Figure 5 to provide more details about the generation of the charging schedule.

[0068] In the case of entering step MS6, the charging schedule is sent to the charging cable 20. The charging cable 20 operates according to the charging schedule as described below. After the charging process ends, the user disconnects the charging cable 20 from the electric vehicle 10 and the power source 30. The method ends at step MS7.

[0069] Figure 3is a schematic diagram of an embodiment of a charging schedule. The figure shows an xy coordinate system, wherein the charging schedule is shown by a graph P(t) representing the charging power P as a function of time t. For the purpose of illustration, three power levels P1, P2, P3 and five time intervals (T1, T2, T3, T4, T5) are shown. During the first time interval between 0 and time T1, charging is set to occur at power level P3, which can be the maximum power level at the power source 30 or the power level determined by the current state of the power grid. During the second time interval between time T1 and time T2, charging is set to be reduced to power level P2, and then further reduced to power level P1 during the third time interval between time T2 and time T3. In the charging schedule shown, charging is set to stop during the fourth time interval between time T3 and time T4. That is, during the fourth time interval, the power level is 0. During the time interval between T4 and T5, charging is set to be restored to power level P2.

[0070] In the illustrated embodiment, the charging schedule is set to complete charging of the battery 27 by time T5. This may be any time before or at the time when the user requires the electric vehicle 10. At the end of charging according to the charging schedule, the battery 27 may be fully charged or charged to a lower level depending on, for example, the user's itinerary or preference.

[0071] The charging of the battery 27 may extend over a relatively long period of time, especially when charging at the user's home location. During this period of time, situation-specific information may change. Figure 4 is a schematic flow chart of another embodiment of a method for controlling charging of an electrical energy storage system 27 of an electric vehicle 10. The embodiment relates to a situation in which situation-specific information changes while the charging cable 20 is operating according to a received charging schedule. The method includes Figure 2 The steps MS1 to MS7 shown correspond to steps MS1 - MS7. In addition, the method comprises additional steps MS8 to MS11.

[0072] In step S8, it is determined whether the charging cable 20 is still connected to the power source 30 and the electric vehicle 10. This can be determined by monitoring the periodic transmission signal ("heartbeat" signal) between the server 2 and the charging cable 20 (for example, according to the OCPP protocol). If no such heartbeat signal is detected, the charging cable 20 is deemed to be disconnected, and the method proceeds along the "no" branch to the end in step MS7. If the charging cable 20 is still connected and a heartbeat signal is detected, the method proceeds along the "yes" branch to step MS9.

[0073] In step MS9, as described above with reference to Figure 2As described in step MS4, access the information source to obtain situation-specific information.

[0074] In the case of entering step MS10, it is determined whether the information obtained in step MS9 is different from the information obtained in step MS4. This may include an evaluation as to whether any difference is significant in justifying the generation of a new charging schedule. If any difference is deemed to be of lesser significance, the method follows the "no" branch back to step MS8. However, if any difference is deemed to be significant, the method follows the "yes" branch and enters step MS11.

[0075] In step MS11, as described above with reference to Figure 2 As described in step MS5, a new charging schedule is generated. Then, the new charging schedule is sent to the charging cable 20 for execution (step MS6). The charging cable 20 is configured to operate according to the last received charging schedule.

[0076] exist Figure 2 and Figure 4 In the flowchart shown, in step MS5 and Figure 4 In step MS11, a charging schedule is generated again. Figure 5 Schematic diagram of a typical method for generating a charging schedule. The figure shows an xy coordinate system (coordinate system of energy state E-time t), in which a plurality of nodes N are interconnected via transitions G (indicated by arrows) between energy states E1-E4 and times t1-t4 (only a few nodes N and transitions G are marked). Node N0 is shown at the origin of the xy coordinate system, and node NT is shown at the end of charging (time t4).

[0077] Each node N represents an energy state, i.e., the total amount of energy charged so far (at a given time t1 to t4). Each transition G between two nodes N represents a charging action at a given power; graphically, this means that the steeper the arrow, the stronger the power used to achieve the next energy state in time. Node NT represents the target state, i.e., the amount that the user wants to charge the battery 27 at time t4 when the electric vehicle 10 is needed.

[0078] exist Figure 5 In a typical diagram of FIG, charging is scheduled to occur in four time periods between t=0 and t=t4 by four static increases in energy (E1-E4) that may be evenly spaced in a particular embodiment. Each node N has at most three outgoing transitions G, where: a (horizontal) transition indicates no charging, a (gently sloped) transition indicates moderate / slow charging, and a (steeply rising) transition indicates fast charging. After the set time period has passed, a transition to a different node N occurs. Figure 5In the illustrated embodiment of FIG. 5 , the nodes N are evenly distributed within the two-dimensional region shown; this means that all nodes N are separated by the same amount of time on the x-axis and the same amount of energy on the y-axis. In other embodiments, it is contemplated that the distribution may be different.

[0079] like Figure 5 As shown, there are many different paths from node N0 to node NT at the end of the charging session that can be selected, where node N0 represents the initial charge state of battery 27 before starting the charging session. Node NT represents the charge state of battery 27 when it is charged to the specification of the set time. The best path from node N0 to node NT is searched by assigning a cost to each transition G and then searching for the path with the lowest cost from node N0 to node NT.

[0080] Once the costs have been assigned, the shortest path is searched using, for example, the Dijkstra algorithm commonly employed in navigation systems or any other path search algorithm. In brief, the Dijkstra algorithm fixes a single node as the "source" node and searches the graph for the shortest path from the source to all other nodes, thereby generating a shortest path tree. It is known that the Dijkstra algorithm generally operates as follows: let the node at which the path begins be the initial node, and let the distance of node Y be the distance from the initial node to Y. In the Dijkstra algorithm, some initial distance values ​​are assigned that the algorithm attempts to gradually improve.

[0081] 1. Mark all nodes as unvisited. Create a set of all unvisited nodes called the unvisited group.

[0082] 2. Assign a tentative distance value to each node: Set the tentative distance value to zero for the initial node and to infinity for all other nodes. Set the initial node as the current node.

[0083] 3. For the current node, consider all unvisited neighbors of the current node and calculate the tentative distances of these neighbors through the current node. Compare the newly calculated tentative distances with the currently assigned values ​​and assign the smaller value. For example, if the current node A is marked with a distance of 6, and the edge connecting the current node A to neighbor B has a length of 2, then the distance to reach B through A will be 6+2=8. If B was previously marked with a distance greater than 8, change the distance to 8. Otherwise, keep the current value.

[0084] 4. After all the unvisited neighbors of the current node have been considered to have completed the operation, the current node is marked as visited and removed from the unvisited group. The visited nodes will not be checked again.

[0085] 5. Stop at the end of the algorithm if (when planning a route between two specific nodes) the destination node is marked as visited, or if (when planning a full traversal; which can happen when there is no connection between the initial node and the remaining unvisited nodes) the minimum tentative distance between the nodes in the unvisited group is infinite.

[0086] 6. Otherwise, select the unvisited node marked with the minimum tentative distance, set the unvisited node as the new "current node", and then return to step 3.

[0087] When planning a route, there is no need to wait until the destination node is "visited" as described above; the algorithm can stop once the destination node has the smallest tentative distance among all "unvisited" nodes (and can thus be selected as the next "current" node).

[0088] About Figure 5 In the embodiment shown, the shortest path is searched and a meaningful cost is calculated as described below. To this end, refer to Figure 6 ,in Figure 6 Show Figure 5 An excerpt from the graph with adjacent nodes N1, N2, N3 is shown. For each transition G, different parameters are known, such as when the transition occurs, what charging power the transition represents, and what percentage of the battery 27 the starting and ending states represent overall in the battery 27. For example, it is considered bad for the battery 27 to remain charged to 100% for a long period of time. Therefore, if the battery 27 is fully charged, a cost greater than zero can be assigned to the charging at all transitions G. This will cause the algorithm to try to fill the battery 27 as late as possible.

[0089] Additionally, a list of "cost providers" is known; this is an abstract concept for any external or internal parameter that is intended to influence the charging schedule. Examples of these cost providers are battery optimization, carbon footprint, electricity price / power cost optimization, grid optimization, home solar consumption optimization, and dynamic load management optimization.

[0090] Now, the algorithm iterates through each transition G throughout the graph, and for each transition G, requests the cost of that transition G from each cost provider using the parameters from above. Each transition G is assigned a vector with many costs. Finally, all of these costs are reduced to a single number (e.g., by simply adding them together or by weighting certain costs that are higher than others). This single number is now the cost that the path search algorithm uses when searching for the lowest cost path. Figure 6 , a cost of 174 is assigned to the transition G from the node N1 to the node N3, and a cost of 0 is assigned to the transition G from the node N1 to the node N2.

[0091] Most cost providers are of low complexity; an electricity tariff cost provider calculates the amount of energy charged during the transition G, and assigns a cost for that energy. A carbon footprint cost provider, for example, might make charging during “dirty hours” more expensive than when a lot of green energy is being generated. A more complex cost provider is a load balancing / grid provider. This cost provider knows the location where the charging is taking place, and knows which transformer serves that location. In addition, this cost provider knows the current and expected load of the transformer and its power limit. The closer to that limit, the higher the load balancing / grid provider raises the price. It is conceivable that if another electric vehicle is or is about to be charged via the same transformer, then this additional load may affect the cost (graph), for example because the tariff charged during a particular time period may increase due to the transformer being closer to the power limit. In order to take into account changing circumstances, such as Figure 4 As shown, the charging schedule can be recalculated. This improves load balancing and ensures that all vehicles within a block are operated at the same price.

[0092] Refer to the above and Figure 5 and Figure 6 , Figure 7 is a schematic flow chart of one embodiment of a method for generating a charging schedule. The method starts at step A1 and ends at step A11. In step A2, the available time to finish charging the battery 27 is determined. The available time can be obtained from the user's calendar. The available time becomes Figure 5 The length of the x-axis in .

[0093] In the case of entering step A3, the total amount of power required to charge the battery 27 with the available charging time is determined. To make this determination, the current state of charge of the battery of the vehicle (e.g., it may be 50%), the desired target state (e.g., 80%), and the battery size (e.g., 100 KWh) are determined and processed. For example, using these typical values, 30 KWh of energy is required to charge. The required power so determined becomes Figure 5 The length of the y-axis in .

[0094] In the case of entering step A4, the maximum power that can be drawn for charging is determined. This is the lower value of the maximum capacity of the electric vehicle 10 from the power source 30 and the maximum capacity of the grid connection. Figure 5 The maximum "steepness" of the transitions G between power states is shown.

[0095] In the case of entering step A5, at a specific time point ( Figure 5 Set the power state at t1 to t4 in Figure 5 Node N in the.

[0096] In the case of entering step A6, for each power state set in step A5, a transition G to an adjacent state (node ​​N) is determined. Figure 5 As shown, there are multiple (eg, three) outgoing transitions G. Each transition G represents a charging action for a finite amount of time.

[0097] In the case of entering step A7, a detailed cost is determined for each transition G. This determination is based on the cost providers mentioned above, each of which represents an external or internal variable intended for the optimization of charging.

[0098] In case of entering step A8, the detailed costs determined in step A7 are converted into weighted numbers for each transition G. This reduces the multiple charging costs to one abstract number by weighting the costs of the cost providers in different or the same way.

[0099] In the case of entering step A9, the minimum cost path is determined. Figure 5 , which consists in searching for the shortest path from the initial state (node ​​N0) to the desired final state of charge (node ​​NT) by minimizing the cost over the entire path.

[0100] In the case of entering step A10, the minimum cost path determined in step A9 is transformed into a charging schedule. Since the path contains an ordered list of charging transitions G each containing the power to be charged and the start time and the end time, the path can be transformed into a charging schedule. Then, the charging schedule is ready to be sent to the charging cable 20.

[0101] The technology disclosed herein can ensure that power from the power source flows safely and continuously as long as it is needed and that it is safe to do so. Further, by communicating with the electric vehicle 10, embodiments of the technology can ensure that the electric vehicle battery 27 is provided with an optimal charge based on parameters surrounding the electric vehicle 10 and its user, rather than simply based on how much maximum charging power is available from the power source. The "middleman" function briefly described above is achieved through the specific structure of the electronics and modules built into the charging cable 20, and the specific methods of using these specific structures in conjunction with components built into or otherwise associated with other devices.

[0102] In one embodiment, the user may need to prepare to use the system 1 as described above. During the setup phase, the user may have to download application-specific software (app) developed for use with the system 1 and create a user account (user profile) specifying, for example, a password, name, address, billing information, electric vehicle type, etc. The user account can be maintained in a database 36 of the server. The user links the user's charging cable 20 to the account, for example, by scanning a QR code or other code or manually entering an ID. The server 2 can obtain vehicle-specific information directly from the electric vehicle 10, for example, by logging into the vehicle cloud using the user's vehicle credentials. The server 2 can extract static vehicle information as described above. The user can further link a calendar to the user account. In addition, the app can allow the user to create charging rules related to the possible use of the electric vehicle, or adjust / edit standard rules that will suit most people.

[0103] Details of charging cable 20, its functionality and its operation in system 1 are described below. As used herein, electric vehicle supply equipment is an arrangement of various electronic modules on one or more printed circuit boards with appropriate power and structure to operate and perform designated and intended functions as will be specified below.

[0104] The present embodiment can be adapted for use with a variety of power sources, which may include: conventional single-phase or multi-phase AC power sources, which are typically in the range of 1 to 3 phases, with a rated voltage of 110 to 240 volts and a rated current of 13 to 20 amps (as will be described in Fig.11 ); a heavy-duty multiphase source, typically rated at 32 amps; and a higher capacity 3-phase AC source rated up to 480 volts and rated up to 32 amps suitable for a 7-pin Type 2 connector (as will be shown in Figure 9-10b ).

[0105] The composition of the electric vehicle charging cable can include multiple conductors that conform to the type of power source. As will be described, embodiments of the technology described herein will be explained for a higher capacity power source that requires a compatible charging cable with seven conductors. Other embodiments related to conventional single-phase or multi-phase power sources will be explained using a charging cable including three conductors.

[0106] Embodiments of the technology described herein include multiple processors arranged and configured to execute instructions stored on multiple memories. One such operation includes determining the resistance of a resistor in a circuit, wherein the resistor is a programmable variable resistor in a closed circuit between at least two conductors. Information can be further communicated between indicator elements (e.g., presenting resistors) to communicate information between various elements of the present embodiment. Other indicator elements may include capacitors, inductors, transceivers, and / or memories arranged and configured as will be understood by those skilled in the art. In the operation here, these multiple processors will measure the resistance in each conductor and find the difference between these resistances so that the difference represents the resistance effect of the programmable variable resistor being measured. This operation is performed using known components under the indication of a design choice problem as a person skilled in the art. By this method, information can be communicated between processors by setting the resistance of a specific resistor to be associated with certain information listed in a lookup table. When the processor determines the resistance and matches such a determination by comparing a known dictionary with specific information (e.g., by matching a lookup table that associates resistance with specific information), the measured resistance shows specific information matching the measured resistance to the processor performing the resistance measurement. For descriptive purposes, the above operations will be described below in terms of the processor determining the resistance of a particular resistor.

[0107] Typical embodiments are described with reference to the accompanying drawings. Where convenient, the same reference numerals are used throughout the drawings to refer to the same or similar parts. Although examples and features of the disclosed principles are described herein, modifications, changes and other implementations may be made without departing from the scope of the disclosed embodiments. It is intended that the following detailed description be considered exemplary only, with the true scope being indicated by the appended claims.

[0108] Return to reference Figure 1, an electric vehicle (EV) 10 is connected to a power source 30 (here depicted as a Type 2 socket, which is commonly referred to as an IEC 62196 Type 2 connector or Mennekes) via a charging cable 20. The EV 10 includes a built-in on-board charger, referred to herein as an electric vehicle supply equipment (EVSE1) 11, which is arranged to be electrically connected via the charging cable 20. This connection may include a plug and socket arrangement (not shown). The charging cable 20 includes an in-cable control box 22, which houses the electric vehicle supply equipment (EVSE2) 15 and the wireless communication module CM 18 inside. The charging cable 20 includes an adapter 26 that houses a vehicle emulator CE 36 inside. One end of the adapter 26 is connected to the in-cable control box 22, and the other end thereof is connected to the power source 30. The connection between the adapter 26 and the power source 30 can be made by a matching plug 32 and socket arrangement. Optionally, the adapter 26 can be arranged inside the control box 22. Further, the power source of the electric vehicle supply equipment can be arranged at the power source 30 between the power source 30 and the adapter 26.

[0109] Figure 8 A functional view depicting an in-cable control box 22 arranged to be directly connected to an adapter 26. Both are arranged along the charging cable 20 between the first cable portion 12 and the second cable portion 14. As shown, the EVSE 2 15 houses: at least one third processor P3, which is arranged to execute instructions stored on the memory 19; a power meter 29, which is arranged to measure the charging power transmitted by the charging cable 20; a GPS 23, which is arranged to determine the location coordinates of the charging cable 20; a display 25, which is arranged to display and exchange information external to the in-cable control box 22; and a plurality of electrical switches 35 and a safety module 37, which are arranged to selectively and safely control the transmission of power on the charging cable 20. As a matter of design choice known to those skilled in the art, the depicted modules can be logically arranged on any number of powered printed circuit boards.

[0110] Fig. 9 Describes an arrangement for implementing a first embodiment of the technology described herein. As shown, one end of the wall-type electric vehicle supply equipment EVSE 41 is connected to the power source 30, and the other end thereof is connected to the charging cable 20. By a separate arrangement, the charging cable 20 can also be directly and / or partially connected to the power source 30.

[0111] For the purpose of illustration, the power source 30 includes a 7-pin type 2 connector commonly referred to as Mennekes. Thus, the charging cable 20 includes seven individual conductors: a control guide, which is described as a first control guide line CP1 and a second control guide line CP2; a proximity guide, which is described as a first proximity guide PP1 and a second proximity guide PP2; a ground line, which is described as a first ground line E1 and a second ground line E2; a neutral line, which is described as a first neutral line N1 and a second neutral line N2; and three multi-phase power transmission lines T1, T2 and T2.

[0112] The EVSE 41 may include at least one first processor P1, which is arranged to execute instructions stored in a memory (not shown) and receive power from T1 via a first power connector PC1. A ground line E1 and a neutral line N1 are arranged to pass from the power source 30 through the EVSE 41 to the adapter 26. A plurality of first electrical switches S1, S2, and S3 are arranged on the transmission lines T1, T2, and T3, respectively, and are configured to be selectively opened and closed by the first processor P1.

[0113] The adapter 26 may be arranged to receive power from a transmission line (such as transmission line T1) via the second power connector PC2. By virtue of the connectivity between the adapter 26 and the EVSE 2 15, the EVSE 2 15 may also be arranged to receive power from the transmission line T1 via the second power connector PC2. The adapter 26 accommodates the vehicle simulator 36 ( Figure 8 ), the adapter 26 includes: a second processor P2, a first resistor R1, a second resistor R2, and a third resistor R3. The resistors R1, R2, and R3 may be fixed or variable resistors configured and arranged to be programmable by the second processor P2. The second resistor R2 is arranged to form a circuit with the EVSE 41 through a first control guide line CP1 and a first ground line E1. The first resistor R1 is arranged to form a circuit with the EVSE 41 through a first proximity guide PP1 and a first ground line E1. The third resistor R3 is arranged to form a circuit 33 with the EVSE2 15.

[0114] The EVSE 2 15 includes a third processor P3, which is arranged to execute instructions stored in a memory (not shown). A plurality of second electrical switches S4, S5 and S6 are individually arranged on the transmission lines T1, T2 and T3, respectively, upstream from the power source 30 in the direction of the EV 10. The second electrical switches S4, S5 and S6 are configured to be selectively opened and closed by the third processor P3.

[0115] The connector (not shown) that attaches the charging cable 20 to the EV 10 includes a fourth resistor R4 that is arranged through the second proximity guide PP2 and the second ground line E2 to form a circuit with the EVSE 2 15. The resistor R4 is fixed and is related to the rating of the second cable portion 14. Alternatively, in another embodiment, the resistor R4 may be arranged and configured to be programmable by the third processor P3, or may be pre-programmed according to the application embodiment.

[0116] The EVSE1 11 of the electric vehicle 10 includes: a fourth processor P4, which is arranged to execute instructions stored on a memory (not shown); a fifth resistor R5, which is arranged to form a circuit 120 with the EVSE 215 through a second control guide line CP2 and a second ground line E2; and a battery 27, which is arranged to receive charging from transmission lines T1, T2 and T3 under the control of the fourth processor P4. The fifth resistor R5 is arranged and configured to be programmed by the fourth processor P4. The transmission lines T1, T2 and T3 are connected to the EV 10 so as to deliver charging power from the power source 30 to the EV 10.

[0117] Fig.12a A signal diagram method depicting charging of an EV 10 according to a first arrangement of the technology disclosed herein. In step 200, upon connection to a power source 30, the EVSE 3 41 receives power through a first power connector PC1, causing a first processor P1 to be powered on. Typically, after initial installation, the first processor P1 periodically receives power from the power source, thereby eliminating the need to power on for each use. When becoming operational, the first processor P1 obtains the charge carrying capacity of the first cable portion 12 of the charging cable 20 from a memory (not shown) or by checking a first resistor R1 (measured resistance).

[0118] In step 202, the EVSE3 41 determines which is the lower value between the maximum current generating capability of the power source 30 and the maximum current carrying capability of the first cable portion 12 of the charging cable 20 determined by reading the resistance of the first resistor R1. Optionally, the EVSE3 41 may substitute an even lower value. Thereafter but including in this step, the EVSE3 41 generates a signal 104 when the lower value is determined, encodes the lower value into the signal 104, and transmits the signal 104 to the adapter 26 via the CP1.

[0119] In step 204, EVSE3 41 determines the EV status by reading the second resistor R2. The EV status set by default into the second resistor R2 is "Ready (Charging)". With the adapter 26 plugged into the EVSE3 41 or otherwise having a physical connection with the EVSE3 41, the second resistor R2 will form a circuit with the EVSE3 41.

[0120] In step 206, when the condition is judged as "ready (charging)", the EVSE3 41 closes the first electrical switches S1, S2 and S3, thereby releasing power from the power source 30 along the transmission lines T1, T2 and T3 and in the direction of the EV 10. Thus, power will be received at the adapter 26 along the second power charging conductor PC2, thereby powering up the second processor P2. Power will further be received at the EVSE2 15 via the second charging conductor PC2, thereby powering up the third processor P3.

[0121] In step 208, the second processor P2 causes the signal 104 to be detected and decoded, whereby the maximum charging power available from the power source 30 becomes known at the second processor P2. Then, the second processor P2 sets the resistance of the third resistor R3 to represent the maximum charging power available from the power source 30, so that when the third processor P3 determines the resistance of the third resistor R3, the maximum charging power available from the power source 30 becomes known to the third processor P3.

[0122] In another embodiment, the current condition of the EV 10 can be communicated to the EVSE 3 41 by the second processor P2 setting the resistance of the second resistor R2 accordingly, thereby enabling the first processor P1 to read and decode the resistance of the second resistor R2. The second processor P2 sets the resistance of the second resistor R2 to match the EV condition (e.g., "Ready (Charging)"). The first processor P1 can read the resistance of the second resistor R2 and decode the current state of the EV condition.

[0123] In step 210, the third processor P3 then obtains the current carrying capacity strength or rating of the EV charging the second cable portion 14 by determining the resistance of the fourth resistor R4. Alternatively, the resistance of the fourth resistor R4 may be preset if the current carrying capacity or rating of the EV charging the second cable portion 14 is known in advance. This may be read, for example, from information stored in a memory (not shown).

[0124] In step 212, the third processor P3 obtains a charging schedule from the cloud 130 via the communication module 18. The charging schedule specifies a maximum charge level or a selected level for each given time period for the fourth processor P4 to implement and for the third processor P3 to communicate, so that the fourth processor P4 can implement the charging of the EV battery 27. The third processor P3 then encodes the current maximum available charge indicated by the schedule into a signal 134, which is then sent to the EVSE 1 11 on the second control lead CP2 to be read and decoded by the fourth processor P4. The third processor P3 then closes the second electrical switches S4, S5, and S6, thereby releasing power to the EV 10 along the transmission lines T1, T2, and T3 under the control of the fourth processor P4 to charge the EV battery 27 when the EV status is judged to be "ready (charging)". In an alternative embodiment, the schedule can be obtained after the charging of the EV 10 begins.

[0125] In step 214, the third processor P3 updates the maximum charge level encoded into the signal 134 according to the schedule, thereby causing the fourth processor P4 to adjust the charging of the EV battery 27. Therefore, regardless of whether the maximum charge level for charging the EV battery 27 is equal to or less than the maximum available charging power from the power source 30, the fourth processor P4 continues charging the EV battery 27 based on the maximum available power decoded from the signal 134.

[0126] In step 216, the third processor P3 reads the EV status from the resistance of the fifth resistor R5 set by the fourth processor P4. Periodically, the fourth processor P4 will update the EV status by setting the corresponding resistance of the fifth resistor R5 for the third processor P3 to read and decode. If the EV status is to change to "no power (cut off)" or "error", the third processor P3, upon detecting this situation: communicates (132) the EV status to the cloud 130 via the communication module 18; communicates to the first processor P1 by causing the second processor P2 to set the resistance of the second resistor R2 accordingly; and quickly disconnects the second electrical switches S4, S5 and S6, thereby cutting off the power transmission from the transmission lines T1, T2 and T3 to the EV battery 27 and effectively stopping the charging process.

[0127] Figure 12bA flowchart method for charging an EV 10 according to a first arrangement of the technology disclosed herein is depicted. The method starts in step 300 and proceeds to step 301, where the EVSE 2 15 is powered on. For example, power may be released from the power source 30 via the following instructions, which may be received at the power source 30 or pre-programmed (to be retrieved when it is determined that the charging cable 20 is connected to the power source 30). Functionally, the first processor P1 may close the first electrical switches S1, S2, and S3, thereby facilitating the flow of power along the transmission lines T1, T2, and T3 toward the second power connector PC2, thereby powering up the EVSE 2 15.

[0128] In step 302, it is determined whether the charging cable 20 effectively connects the EV 10 to the power source 30. For example, this determination can be made by the EVSE 2 detecting the charging connection between the EV 10 and the power source 30. In the case of a positive determination, the method continues to step 304. In the case of a negative determination, a user error message can be generated and communicated to the user via the display 25, and the method returns (307) to step 302. Optionally, after a given amount of return, the method can end automatically (not shown).

[0129] In step 304, a determination is made of the maximum available power from the power source to charge the EV battery 27. For example, such a determination may be made by the first processor P1 comparing the maximum power output from the power source 30 with the power carrying capacity of the first portion 12 of the charging cable, and then communicating the smaller of the two to the third processor P3 via handshaking or encoding into a signal (e.g., 104).

[0130] In step 306, the EV status is obtained. For example, the status of the EV 10 with respect to charging its battery 27 may be determined and communicated by the EV via handshaking to the control box 22, and in particular the third processor P3.

[0131] In step 308, power is released to the EV 10 to charge its battery 27. For example, the release may be performed by the third processor P3 closing a plurality of electrical switches (S4, S5, S6) on the transmission lines T1, T2 and T3.

[0132] In step 310 , a charging schedule is obtained. For example, the charging schedule may be received from the cloud and may also include charging levels for each (pre-)defined given time period and / or specific to the user or EV battery 27 requirements.

[0133] In step 311, a specific maximum charge level is determined. For example, the specific maximum charge level may be an appropriate level at which the EV battery 27 should be charged at a specific point in time according to the schedule obtained in step 310. The determination of the specific maximum charge level may be performed by the third processor P3.

[0134] In step 312, the specific maximum charge level is communicated to the EV 10. For example, the specific maximum charge level consistent with the schedule of step 310 may be determined by the third processor P3, encoded into the signal 134, and communicated to the fourth processor P4 over the second control pilot line CP2 or via handshaking as described above or via a similar manner as contemplated by those skilled in the art.

[0135] In step 313, the EV battery 27 is charged at a specific maximum charge level. For example, as envisioned by those skilled in the art, the fourth processor P4, which now has a current specific maximum charge level, uses power from the power source 30 to charge the EV battery 27 only at a level below the specific maximum charge level, which may be different from the power released to the EV 10 in step 308, as described above.

[0136] In step 314, it is determined whether the current EV status is one of "no power (cut off)" and "error". For example, the current EV status can be determined by the fourth processor P4 and communicated to the third processor P3 via signals and handshakes, etc., and then the third processor P3 can decode and / or otherwise read the current EV status, and / or compare the newly received EV status with the previously known EV status from step 306. If the third processor P3 determines that the newly received EV status is "no power (cut off)" or "error" (e.g., "yes"), the method continues to step 316. If the third processor P3 determines that the newly received EV status is not "no power (cut off)" or "error" (e.g., "no"), the method continues to step 322.

[0137] In step 316, power is cut off for the EV 10. For example, the third processor P3 turns off the plurality of second electrical switches S4, S5, and S6, thereby cutting off the electrical connection between the EV 10 and the power source 30 established through the transmission lines T1, T2, and T3.

[0138] In step 318, the power source 30 is isolated. For example, the first processor P1 opens the plurality of first electrical switches S1, S2, S3, thereby further cutting off the electrical connection initiated in step 316 and isolating the wall EVSE 41 and the power source 30 from the power source 30. Fig. 9 Other components shown are electrically disconnected or isolated.

[0139] In step 320, the method ends.

[0140] In step 322, it is determined whether the maximum charge level sent in step 312 is the current charge level. For example, the third processor P3 can compare the specific maximum charge level communicated in step 312 with the charge level that would be the current or actual level at that specific point in time according to the obtained schedule. If "yes" (the specific maximum charge level is synchronized with the schedule), the method returns to step 312, where the specific maximum charge level is communicated to the EV. If it is determined that the charge level is not the current charge level (e.g., "no"), the method returns to step 311, where the specific maximum charge level according to the obtained schedule is determined as emphasized above.

[0141] Now refer to Fig.12c The flowchart depicted relates to a method for controlling the charging of the EV battery 27 to illustrate another operation of the present embodiment.

[0142] Here, the operation starts in step 400 and proceeds to step 401 , where it is determined whether the EV 10 is connected to the power source 30 so that the EV battery 27 can be charged using power from the power source.

[0143] If the determination is positive (eg, "yes"), ie, EV 10 is connected to power source 30, the method continues to step 402. If the determination is negative, the method returns to step 401.

[0144] In step 402, a signal is received indicating a maximum power charge available from a power source. For example, the signal may be received at a control box within the cable, and in particular at one of the second processor P2 and the third processor P3. The signal may be received by a smart power source (e.g., Fig. 9 104 ), such as by the first processor P1 implementing power output measurement or retrieving such information from a memory (not shown), etc. Once determined, the signal can be communicated via encoding into a signal (e.g., 104 ) and handshaking, etc.

[0145] In step 404, a signal is sent to the power source indicating the maximum charging cable rating and condition of the electric vehicle connected to the power source. For example, the maximum charging cable rating may be determined and the EV condition may be received from the EV 10 in accordance with the steps highlighted above. Additionally, the EV condition may be set to "vehicle detected" by default.

[0146] In step 406, power is received from the power source. For example, power may be received at the in-cable control box 22 via the first processor P1 closing the first electrical switches S1, S2, S3, thereby releasing power along the transmission lines T1, T2, T3 from the power source 30. In the case of receiving power, the second processor P2 and the third processor P3 may be powered on for the second power connector PC2 as described above.

[0147] In step 408, the current status of the EV 10 is obtained. For example, the current status may be determined within the EV 10 by a suitably configured and arranged fourth processor P4 executing appropriate steps stored in a memory (not shown). The current status may then be encoded into a transmitted signal, communicated via handshake or the like to the in-cable control box 22 and in particular the third processor P3.

[0148] In step 410, a charging schedule for the EV battery 27 may be obtained. The schedule may be obtained (132) from the cloud 130 via the communication module CM18 and may include various considerations including appropriate maximum charging levels over, within, and for a particular time period associated with and / or specific to the EV 10 and / or power source 30. The charging schedule may be further arranged and configured for use by the in-cable control box 22 and in particular by the second processor P2 and / or the third processor P3 to further perform setting of the charging level of the EV battery 27 by the fourth processor P4. Alternatively, the schedule may be obtained at a later time.

[0149] In step 412, a certain maximum charge level is determined. For example, as highlighted above, the determination of the certain maximum charge level may be performed by the third processor P3.

[0150] In step 414, power is released to the EV 10. For example, as highlighted above, the third processor P3 may close the plurality of second electrical switches S4, S5, S6, thereby facilitating power flow from the power source to the EV 10 along the transmission lines T1, T2, T3.

[0151] The specific maximum charge level is communicated to the EV in step 416. For example, as highlighted above, the third processor P3 may communicate this level to the fourth processor P4.

[0152] In step 418, the EV battery 27 is charged at a specific maximum charge level. For example, as emphasized above, the fourth processor P4, which now has a specific maximum charge level communicated from the third processor P3, uses the power received from the power source 30 to implement charging of the EV battery 27 at the specific maximum charge level.

[0153] In step 420, it is determined whether the current EV status is one of "no power (cut off)" and "error". For example, as emphasized above, the current EV status can be determined by the fourth processor P4 and communicated to the third processor P3, and then the third processor P3 determines the newly received EV status. If the EV status is "no power (cut off)" or "error" (e.g., "yes"), the method continues to step 422. If the third processor P3 determines that the newly received EV status is not "no power (cut off)" or "error" (e.g., "no"), the method continues to step 428.

[0154] In step 422, power is cut off for the EV 10. For example, as emphasized above, the third processor P3 opens the plurality of second electrical switches S4, S5, and S6, thereby cutting off the electrical connection between the EV 10 and the power source 30 established through the transmission lines T1, T2, and T3.

[0155] In step 424, the power source 30 is isolated. For example, as emphasized above, the first processor P1 causes the plurality of first electrical switches S1, S2, S3 to be opened, thereby isolating the wall EVSE 41 and the power source 30 from the power source 30. Fig. 9 Other components shown are electrically disconnected or isolated.

[0156] In step 426, the method ends.

[0157] In step 428, it is determined whether the maximum charge level sent in step 312 is the current charge level. For example, as emphasized above, the third processor P3 can make this determination. If "yes" (the specific maximum charge level is synchronized with the schedule), the method returns to step 416, where the specific maximum charge level is communicated to the EV. If it is determined that the charge level is not the current charge level (e.g., "no"), the method returns to step 412, where the specific maximum charge level according to the obtained schedule is determined, as emphasized above.

[0158] Fig.10a and 10b A second arrangement for charging the EV 10 is depicted according to another embodiment of the technology disclosed herein, wherein like reference numerals are used to denote like elements. As shown, the adapter 26 accommodates the first resistor R1, wherein the second resistor R2 and the third resistor R3 are now absent from the adapter 26. The second resistor R2 is now accommodated in the EVSE2 15, and the second power connector PC2 now passes directly from the transmission line T1 to the EVSE2 15, thereby bypassing the adapter 26.

[0159] The first control line CP1 is now connected via the third electrical switch S7 (at Fig.10a is shown in the disconnected position and in Fig.10b The third electrical switch S7 is configured to be selectively opened and closed by the third processor P3.

[0160] Now refer to Fig.13 1 to illustrate the operation of a second arrangement for charging an EV 10 according to another embodiment of the technology disclosed herein.

[0161] Here, the operation starts in step 600 and proceeds to step 602, where a closed circuit is formed between the power source 30 and the EV 10. For example, the third electrical switch S7 is set to close ( Fig.10b ), thereby connecting the first control guide wire CP1 to the second control guide wire CP2, so that EVSE3 41 and EVSE1 11 form a circuit.

[0162] In step 604, a signal is received from the EV 10. For example, as highlighted above, the signal may include the lesser of the maximum available charging power from the power source 10 in cooperation with the charging cable 20, i.e., the maximum current output of the power source 30 and the charging carrying capacity of the first cable portion 12. The signal 104 may now propagate uninterruptedly to the EVSE 1 11, where it is detected and decoded by the fourth processor P4.

[0163] In step 606, the EV status may be set to "vehicle detected". For example, this setting may be performed in response to detecting the signal generated in step 604. As shown, the signal 104 including the maximum available charging power may be received and decoded at the fourth processor P4, in response to which the fourth processor P4 causes the EV status to read "vehicle detected" and further causes the resistance of the fifth resistor R5 to be set to a value consistent with the EV status.

[0164] In step 608, power is released from the power source. For example, the resistance of the fifth resistor R5 is determined and decoded by the first processor P1 via a closed circuit including a control guide conductor and a ground line, and in response to detecting the EV condition as "vehicle detected" (e.g., in accordance with step 606), the first processor P1 causes the first electrical switches S1, S2 and S3 to close, thereby releasing power from the power source 30 in the direction of the EV 10 through the transmission lines T1, T2 and T3. As will be appreciated by those skilled in the art, other EV conditions may be detected without hindering the method. The signal may be received at the in-cable control box 22; may be generated by the first processor P1; and may be encoded with information related to the maximum available charge from the power source 30 for charging the EV 10 and sent along the control guide lines CP1 and CP2.

[0165] In step 610, the circuit closed in step 602 is opened. For example, the third electrical switch S7 may be opened by the third processor P3. In an alternative embodiment, step 612 is performed before step 610.

[0166] In step 612, the new maximum available charge is determined and sent to the EV, and the EV is simulated to the wall EVSE. For example, the cable rating of the second cable portion 14 can be determined by the third processor P3 by determining the resistance of the fourth resistor R4 and / or reading the resistance from a memory (not shown). The third processor P3 can also determine (as emphasized above) the maximum available charge available from the power source 10, and determine the current EV condition by determining the resistance of the fifth resistor R5. The third processor P3 can then generate a signal 134 encoded with the maximum available charge information available from the power source 30 as decodable from the signal 104, and send the signal 134 to the EVSE 111 along the second control guide line CP2. The third processor P3 further closes a plurality of second electrical switches S4, S5 and S6, thereby enabling power transmission to the EV 10 via the transmission lines T1, T2 and T3. The third processor P3 may further set the resistance of the second resistor R2 to correspond to the current EV condition, so that by determining the resistance of the second resistor R2, the current EV condition may become known to the first processor P1. Finally, the fourth processor P4 instructs the EV 10 to charge at the maximum available charge via the signal 134. Optionally, the fourth processor P4 may set other charging rates in addition to this, as long as the maximum available charge is not exceeded.

[0167] In step 614, a charging schedule is obtained. For example, the charging schedule may be obtained from the cloud 130 and be specific to the desired charging requirements and / or standards of the EV 10. The schedule may be obtained as highlighted above.

[0168] In step 616, a certain maximum charge level is determined. For example, as highlighted above, the determination of the certain maximum charge level may be performed by the third processor P3.

[0169] In step 618, a specific maximum charge level is communicated to the EV for the EV to charge its battery at the time and power level indicated by the schedule. For example, as highlighted above, the third processor P3 may communicate the level to the fourth processor P4.

[0170] In step 620, the EV battery 27 is charged at a specific maximum charge level. For example, as emphasized above, the fourth processor P4 uses the power received from the power source 30 to achieve charging of the EV battery 27 at a specific maximum charge level.

[0171] In step 622, it is determined whether the current EV status is one of "no power (cut off)" and "error". For example, as emphasized above, the current EV status can be determined by the fourth processor P4 and communicated to the third processor P3, and then the third processor P3 can determine the current EV status accordingly. If the EV status is "no power (cut off)" or "error" (e.g., "yes"), the method continues to step 624. If the third processor P3 determines that the newly received EV status is not "no power (cut off)" or "error" (e.g., "no"), the method continues to step 630.

[0172] In step 624, power is cut off for the EV 10. For example, as emphasized above, the third processor P3 cuts off the electrical connection between the EV 10 and the power source 30.

[0173] In step 626, the power source 30 is isolated. For example, as emphasized above, the first processor P1 isolates the wall EVSE 341 and the power source 30 from Fig. 9 The other components shown are isolated.

[0174] In step 628, the method ends.

[0175] In step 630, it is determined whether the maximum charge level sent in step 312 is the current charge level. For example, as emphasized above, the third processor P3 determines whether the current specific maximum charge level communicated in step 618 is synchronized with the obtained schedule (of step 614). If "yes", the method returns to step 618, otherwise the method returns to step 616.

[0176] Fig.11A third arrangement for charging EV 10 according to another embodiment of the technology disclosed herein is depicted. As shown, power source 30 includes: a household wall socket, such as a household wall socket with a standard household wall socket connection with other embodiments of such connection that may be envisioned by those skilled in the art depending on the geographic location and / or application of international technical standards in use; a cable socket (not shown) facilitating connection of three conductors; a transmission line T4; a neutral conductor N3; and a ground line E3.

[0177] For example, the fourth electrical switch S8 may be located near the power source 30 and may include a standard household safety switch or circuit breaker. The fourth electrical switch S8 may be arranged and configured to be manually controlled or controlled by a third processor P3. Household wall sockets typically lack any signal generation, communication and / or processing components, so in the illustrated arrangement, a wall EVSE (e.g., EVSE3 41) using a household wall socket as a power source 30 is not used. The adapter 26 is configured to cooperate with a household wall socket and includes a third resistor R3 arranged to form a circuit 33 with the EVSE2 15 so that the third processor P3 can determine the resistance of the third resistor R3. Since the adapter 26 is pre-configured to cooperate with a specific power source configured to deliver a specific maximum charging power, the level of the available maximum charging power from the household power socket is known in advance. Therefore, the resistance of the third resistor R3 can be pre-configured so that when determined by the third processor P3, the resistance shows the level of the available maximum charging power from the power source 30. EVSE2 internally accommodates a third processor P3, which is arranged to be able to communicate 132 with the cloud 130 through the communication module 18, and to selectively open and close the fifth electrical switch S9, wherein the fifth electrical switch S9 is arranged on the transmission line T4 from the power source 30 and upstream from the fourth electrical switch S8 in the direction of EV10.

[0178] Now we will go through the general reference Fig.11 and Fig.14 1 and 2 to illustrate a method for charging an EV 10 according to a third arrangement of the technology disclosed herein, wherein like reference numerals are used to represent like elements.

[0179] Here, the operation starts in step 700 and proceeds to step 702 where an appropriate adapter is selected. For example, an adapter that matches a household wall socket is selected and is brought into electrical contact with both the EVSE 2 15 and the household wall socket as the power source 30 .

[0180] In step 704, power is released from the power source. For example, when power is present, the fourth electrical switch S8 is closed to enable power flow via the transmission line T4 in the direction of the EV 10, thereby powering up the EVSE2 15 through the second power connection PC2. The fourth electrical switch S8 may be closed manually or electronically under the control of the third processor P3 or other components not shown.

[0181] In step 706, the maximum charging power available from the power source is determined. For example, the third processor P3 may be powered on by causing power to flow to the second power connector PC2 in accordance with step 704. The third processor P3 then determines and decodes the resistance of the third resistor R3 to identify the maximum available charging power from the power source 30.

[0182] In step 708, the EV condition and the second cable portion rating are determined. For example, the EV condition and the second cable portion rating may be determined by the third processor P3 as highlighted above (ie, by handshaking delivered via the fifth resistor R5 and the fourth resistor R4, respectively).

[0183] In step 709, it is determined whether the EV status is "vehicle detected". In the case of an affirmative determination (e.g., "yes"), the method proceeds to step 710. In the case of a negative determination, that is, the EV status is not "vehicle detected" (e.g., "no"), the method selectively returns to step 708 until the method times out and ends.

[0184] In step 710, power is released to the EV. For example, when it is determined that the EV status is "vehicle detected", the third processor P3 can close the fifth electric switch S9, thereby releasing charging power to the EV 10 through the transmission line T4. As can be understood by those skilled in the art, Fig.11 The depicted charging arrangement may include more than one transmission line.

[0185] In step 712 , a charging schedule is obtained. For example, the charging schedule may be obtained from the cloud 130 and be specific to the desired charging requirements and / or standards of the EV 10 .

[0186] In step 714, a certain maximum charge level is determined. For example, as highlighted above, the determination of the certain maximum charge level may be performed by the third processor P3.

[0187] In step 716, a specific maximum charge level is communicated to the EV for the EV to charge its battery at the time and power level indicated by the schedule. For example, as emphasized above, the third processor P3 may communicate the level to the fourth processor P4.

[0188] In step 718, the EV battery 27 is charged at a specific maximum charge level. For example, as emphasized above, the fourth processor P4 uses the power received from the power source 30 to achieve charging of the EV battery 27 at a specific maximum charge level.

[0189] In step 720, it is determined whether the current EV status is one of "no power (cut off)" and "error". For example, as emphasized above, the current EV status can be determined by the fourth processor P4 and communicated to the third processor P3. If the EV status is "no power (cut off)" or "error" (e.g., "yes"), the method continues to step 722. If the third processor P3 determines that the newly received EV status is not "no power (cut off)" or "error" (e.g., "no"), the method continues to step 728.

[0190] In step 722, power is cut off for the EV 10. For example, as emphasized above, the third processor P3 cuts off the electrical connection between the EV 10 and the power source 30.

[0191] In step 724, the power source 30 is isolated. For example, as highlighted above, the first processor P1 isolates the wall EVSE 41 and the power source 30 from each other. Fig. 9 The other elements described are isolated.

[0192] In step 726, the method ends.

[0193] In step 728, it is determined whether the maximum charge level sent in step 312 is the current charge level. For example, as emphasized above, the third processor P3 uses the obtained schedule to determine whether the current specific maximum charge level is the current charge level. If "yes", the method returns to step 618, otherwise the method returns to step 616.

[0194] With this arrangement, the EV 10 is caused to charge at a specific maximum power charging level set by the third processor P3 according to a schedule obtained from the cloud 130 , regardless of the available maximum charging power from the power source 30 .

[0195] The communication module CM of the present embodiment may include a network and communication chip, i.e., a semiconductor integrated circuit that uses various technologies and supports different types of serial and wireless technologies envisioned by those skilled in the art. Example serial technologies supported by the communication module include RS232, RS422, RS485, serial peripheral interface, universal serial bus, and mobile USB (USB on-the-go), Ethernet via RJ-45 connector, or USB 2.0. Example wireless technologies include code division multiple access, wideband code division multiple access, wireless fidelity or IEEE 802.11, global microwave access interoperability or IEEE 802.16, wireless mesh networks, and ZigBee or IEEE 802.15.4. The chip can be used to provide wireless connectivity in a chip solution platform that powers short-range radio communication applications. The communication module CM can be configured to operate using 2G, 3G or 4G technical standards, including Universal Mobile Telecommunications System, Enhanced Data Rates for Global Evolution and Global System for Global Communications. The 4G standard is based only on packet switching, while 3G is based on a combination of circuit and packet switching.

[0196] The processor of this embodiment may be arranged to communicate with one or more memory devices such as RAM or ROM via a storage interface. The storage interface may be connected to storage devices including, but not limited to, memory drives, removable disk drives, etc., which employ connection protocols such as Serial Advanced Technology Attachment, Integrated Drive Electronics, IEEE-1394, Universal Serial Bus, Fibre Channel, Small Computer System Interface, etc. The memory drives may also include drums, magnetic disk drives, magneto-optical drives, optical drives, redundant arrays of independent disks, solid-state memory devices, solid-state drives, etc.

[0197] The memory device can store a collection of programs or database components, which include but are not limited to operating systems, user interface applications, user / application data (e.g., any data variables or data records discussed in this disclosure), etc. The operating system can facilitate resource management and operation of a computer system. Examples of operating systems include but are not limited to Apple Macintosh OS X, Unix, Unix-like system distributions, Linux distributions, IBM OS / 2, Microsoft Windows, Apple iOS, Google Android, or Blackberry OS, etc. The user interface can facilitate the display, execution, interaction, manipulation, or operation of program components through text or graphic facilities (including but not limited to touch screens). For example, the user interface can provide computer interaction interface elements such as cursors, icons, check boxes, menus, scroll bars, windows, widgets, etc. on a display system operably connected to a computer system. A graphical user interface (GUI) can be used, including but not limited to Aqua of Apple Macintosh operating system, IBM OS / 2, Microsoft Windows (e.g., Aero, Metro, etc.), Unix X-Windows, or web interface libraries (e.g., ActiveX, Java, Javascript, AJAX, HTML, Adobe Flash, etc.), etc.

[0198] It should be understood that, for clarity, the above description has described embodiments of the technology described herein with reference to different functional units and processors. However, it is apparent that any suitable distribution of functionality between different functional units, processors, or domains may be used without departing from the technology described herein. For example, functions illustrated as being performed by separate processors or controllers may be performed by the same processor or controller. Thus, references to specific functional units are only considered references to suitable components for providing the described functionality, and do not represent a strict logical or physical structure or organization.

[0199] This specification describes a system and method for charging an electric vehicle. The illustrated steps are set forth for the purpose of illustrating the typical embodiments shown, and it should be expected that ongoing technological developments will change the way specific functions are performed. These examples are presented herein for the purpose of illustration and not limitation. In addition, for ease of description, the boundaries of functional building blocks are arbitrarily defined herein. Alternative boundaries may be defined as long as the specified functions and their relationships are properly performed. Based on the teachings contained herein, those skilled in the relevant art will be aware of alternatives (including equivalents, extensions, variations, deviations, etc. of the solutions described herein). These alternatives fall within the scope of the disclosed embodiments.

[0200] In addition, one or more computer-readable storage media can be utilized to implement embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory that can store information or data that can be read by a processor. Thus, a computer-readable storage medium can store instructions for being executed by one or more processors, which include instructions for causing the processor to perform steps or stages consistent with the embodiments described herein. The term "computer-readable medium" should be understood to include tangible items and exclude carriers and transient signals, i.e., non-temporary. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard disk drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.

[0201] It is intended that the disclosure and examples be considered as exemplary only, with the true scope of the disclosed embodiments being indicated by the following claims.

Claims

1. A method for operating a system for controlling charging of an electric energy storage system of an electric vehicle of a user from a power source having a maximum charging power limit, wherein the electric energy storage system is configured to charge at a selected limit, wherein the system for controlling charging comprises a server and a charging cable, the method comprising: receiving, at the server, a data signal transmitted by the charging cable, the charging cable having a communication module for wirelessly communicating with the server, the data signal including cable specifications and location data indicating a location where the charging cable is connected to the power source; Accessing an information source through the server to obtain environmental information, wherein the environmental information at least includes power grid information and calendar information associated with a user; generating, by the server, a charging schedule based on the cable specification, the location data, and the environmental information; as well as sending the charging schedule to the communication module of the charging cable via the server, so that the charging cable charges the electrical energy storage system according to the charging schedule, Wherein, accessing the information source comprises: accessing a power grid information source to obtain the power grid information, wherein the power grid information specifies a maximum current load based on the location data, The grid information includes data related to a structure of a grid, the structure of the grid being defined by a power transmission system and a distribution system as the final stage of power transmission, the grid being used to transmit power from the power transmission system to the electric energy storage system, and in the event of a change in the grid information, regenerating a charging schedule based on the cable specifications, the location data, and the changed environmental information, The charging schedule sets a start time and ends at an end time, the end time being based on at least one of the calendar information and a predetermined charging rule associated with the user, wherein the charging schedule includes a plurality of time periods between the start time and the end time, each of the time periods defining a specific charging power to be used during the time period, The charging schedule is determined by applying a minimum cost path search algorithm, Accessing the information source further comprises: accessing an electric vehicle information source to obtain electric vehicle specifications including information related to the electric energy storage system, and Applying the minimum cost path search algorithm includes: determining available time between the start time and the end time; determining a total amount of energy required to charge the electrical energy storage system based on information obtained from the electric vehicle information source, the information obtained from the electric vehicle information source including a current state of charge of the electrical energy storage system, a desired target state of charge of the electrical energy storage system, and a capacity; determining a maximum power that can be drawn for charging based on the grid information and the electric vehicle information; setting a plurality of power states at selected time points between the start time and the end time; determining, for each power state, a transition to an adjacent power state; Determine detailed costs for each transformation; converting the detailed costs into weighted numbers for each transition; Determine the least cost path; and The minimum cost path is transformed into the charging schedule.

2. The method according to claim 1, wherein: The charging schedule includes a first time period that causes the electrical energy storage system to be charged at less than the maximum charging power limit of the power source.

3. The method according to claim 2, wherein: The charging schedule includes a second time period that causes the electrical energy storage system to be charged at the maximum charging power limit of the power source.

4. The method according to claim 2, further comprising: An identifier specific to the charging cable is extracted by the server from the cable specification, wherein the identifier is associated with user-specific data and electric vehicle-specific data.

5. The method according to claim 4, wherein: Accessing the information source further includes accessing a user calendar information source to obtain the calendar information.

6. The method according to claim 1, further comprising: When changed environmental information is detected during charging, a new charging schedule is generated by the server and sent to the communication module of the charging cable by the server, and the charging cable causes the electric energy storage system to be charged according to the new charging schedule.

7. The method according to claim 1, wherein: Receiving the data signal and sending the charging schedule occurs using the Open Charging Pile Protocol (OCPP).

8. A system for controlling charging of an electrical energy storage system of an electric vehicle of a user from a power source having a maximum charging power limit, wherein the electric vehicle is configured to charge the electrical energy storage system at a selected limit, the system for controlling charging comprising: A server comprising a processor, a data storage system and a first communication module; as well as A charging cable comprising: a control box configured to set a predetermined power charging selection limit for the electric vehicle; an adapter arranged to connect the control box and the power source; and a second communication module for wirelessly communicating with the server, wherein the processor is configured to: receiving a data signal sent by the second communication module of the charging cable, wherein the data signal includes cable specifications; accessing at least one information source to obtain environmental information, the environmental information comprising at least power grid information and calendar information associated with a user; generating a charging schedule based on the cable specifications, location data, and the environmental information; and sending the charging schedule to the second communication module of the charging cable, the charging cable being configured to charge the electrical energy storage system according to the charging schedule, wherein the processor is configured to receive location data indicating a location where the charging cable is connected to the power source, Accessing the at least one information source includes: accessing a power grid information source to obtain the power grid information, wherein the power grid information specifies a maximum current load based on the location data, The grid information includes data related to a structure of a grid, the structure of the grid being defined by a power transmission system and a distribution system as the final stage of power transmission, the grid being used to transmit power from the power transmission system to the electric energy storage system, and in the event of a change in the grid information, the processor regenerates a charging schedule based on the cable specification, the location data, and the changed environmental information, The charging schedule sets a start time and ends at an end time, the end time being based on at least one of the calendar information and a predetermined charging rule associated with the user, wherein the charging schedule includes a plurality of time periods between the start time and the end time, each of the time periods defining a specific charging power to be used during the time period, The charging schedule is determined by applying a minimum cost path search algorithm, Accessing the at least one information source further comprises: accessing an electric vehicle information source to obtain electric vehicle specifications including information related to the electrical energy storage system, and Applying the minimum cost path search algorithm includes: determining available time between the start time and the end time; determining a total amount of energy required to charge the electrical energy storage system based on information obtained from the electric vehicle information source, the information obtained from the electric vehicle information source including a current state of charge of the electrical energy storage system, a desired target state of charge of the electrical energy storage system, and a capacity; determining a maximum power that can be drawn for charging based on the grid information and the electric vehicle information; setting a plurality of power states at selected time points between the start time and the end time; determining, for each power state, a transition to an adjacent power state; Determine detailed costs for each transformation; converting the detailed costs into weighted numbers for each transition; Determine the least cost path; and The minimum cost path is transformed into the charging schedule.

9. The system according to claim 8, wherein: The charging schedule includes a first time period that causes the electrical energy storage system to be charged at less than the maximum charging power limit of the power source.

10. The system according to claim 8, wherein: The charging schedule includes a second time period that causes the electrical energy storage system to be charged at the maximum charging power limit of the power source.

11. The system according to claim 8, wherein: The processor is also configured to: when changing environmental information is detected during charging, generate a new charging schedule through the server, and send the new charging schedule to the second communication module of the charging cable, and the charging cable is configured to charge the energy storage system according to the new charging schedule.

Images