Electric vehicle power supply equipment media access control address mapping

Abstract

The invention provides electric vehicle power equipment media access control address mapping. Systems and methods for automated delivery of charge to a vehicle are described. In one example, a media access control address is mapped, correlated, or associated with an EVSEID at each location, such that a cloud server may request to start electric vehicle power equipment.

Description

Technical Field

[0001] The present description relates to methods and systems for charging electric vehicles. Background Art

[0002] The motor may stop at a public charging station from time to time to refill the traction battery. Some public charging devices (aka "chargers") (also known as electric vehicle supply equipment (EVSE)) may be configured to "plug and charge" the vehicle. Plug and charge may allow a vehicle operator to plug the vehicle into the charger and begin charging the vehicle without providing a credit card, app, or other form of payment. While "plug and charge" may be an ideal way to charge an electric vehicle, many EVSEs do not support the "plug and charge" operating standard. Therefore, a vehicle may not experience the benefits of "plug and charge" at a certain EVSE.

[0003] The public charging management service (CMS) is an EVSE aggregator operated by a charge point operator (CPO) that automatically bills for charging services and starts EVSEs, using the Open Charge Point Interface (OCPI) standard to provide unique identification of geographic locations (LocationID) and individual EVSEs (EVSEID), but the service does not provide actual unique media access control (MAC) addresses for each EVSE via OCPI. A vehicle receiving charge at a direct current fast charger (DCFC) EVSE operated by a CMS receives the MAC address of the EVSE during a signal level attenuation characterization (SLAC) (e.g., a communication sequence initialization procedure in which the EVSE notifies the vehicle of its presence and the vehicle notifies the EVSE of the vehicle's presence at the EVSE), but the MAC address is not associated with the LocationID or EVSEID used to start the public charger via a remote charge start request sent to the CMS. Therefore, the vehicle cannot identify which EVSE it wants to receive charging from and be billed for charging services. For this reason, the vehicle cannot initiate a charge start request to the CMS based solely on the received EVSE MAC address.

[0004] It is also possible that a certain EVSE may not be able to supply charge from time to time due to lack of maintenance, power outages, and / or degradation of EVSE components. If EVSE degradation occurs while the vehicle is being charged, the EVSE may supply data to the vehicle indicating why the EVSE may no longer be able to supply charge. The vehicle may know the EVSE MAC address of the degraded charger, but not the LocationID or EVSEID. Therefore, even if the CPO reports via OCPI that the charger is reputable, the vehicle may not be able to make other vehicles aware that the EVSE is currently unable to supply charge or is experiencing reliability issues. For this reason, some vehicles may be inadvertently directed to an EVSE that may be unable to supply charge, difficult to start, or performs in a less than ideal manner. Summary of the invention

[0005] The inventors herein have recognized the above mentioned problems and have developed a method for charging a traction battery comprising: generating a relationship between a media access control address value and a location identification value; and starting electric vehicle supply equipment via reference to the relationship according to the media access control address value.

[0006] By generating a relationship between a media access control address value and a location identification value, a vehicle can be plugged into an EVSE device (e.g., a direct current (DC) fast charger that supplies DC power to an electric vehicle) and begin charging without having to present a credit card or other monetary payment device. Thus, a vehicle operator can simply plug in and charge an electric vehicle at any DC fast charger, regardless of whether it supports the ISO 15118 plug-and-charge standard.

[0007] The present description may provide several advantages. Specifically, the method may improve the vehicle charging experience. In addition, the method may provide several ways to register and start at a higher percentage of EVSE devices so that they can be automatically started in response to plugging a vehicle into the EVSE device. The method also enables the cloud to rate the reliability and performance of each individual charger, so the user can plug in the best EVSE equipment and have the highest charging success rate variation. In addition, the method may work even in the presence of MAC address variations.

[0008] The above advantages and other advantages and features of the present specification will be readily apparent from the following detailed description when taken alone or in conjunction with the accompanying drawings.

[0009] The above summary is provided to introduce a series of concepts that are further described in the detailed description in a simplified form. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that address any disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Advantages described herein will be more fully understood by reading examples of embodiments referred to herein as detailed descriptions when read alone or with reference to the accompanying drawings, in which:

[0011] Figure 1 is a schematic diagram of a vehicle including an electrical energy storage device and an electric motor for propulsion;

[0012] Figure 2 is a block diagram illustrating event-based mapping of EVSE MAC addresses to public EVSE LocationID / EVSEID;

[0013] Figure 3 is a block diagram illustrating a time-based mapping of an EVSE MAC address to a public EVSE LocationID / EVSEID;

[0014] Figure 4 is a flow chart of a method for event-based mapping of EVSE MAC addresses to public EVSE LocationID / EVSEID;

[0015] Figure 5 is a flow chart of a method for event-based mapping of a time-based mapping of an EVSE MAC address to a common EVSE LocationID / EVSEID; and

[0016] Figure 6 is a block diagram illustrating the plug-and-start feature. DETAILED DESCRIPTION

[0017] The present specification relates to systems and methods for managing vehicle charging. The systems and methods may allow a vehicle to receive charging and billing from an EVSE network without the operator using a credit card or software application (app). The vehicle may be Figure 1 An electric vehicle of the type shown. Figure 2 and Figure 3 A block diagram for mapping an EVSE MAC address (eg, a 12-digit hexadecimal number with a colon or hyphen separating every two digits) to enable simplified vehicle charging and charging performance metrics per LocationID / EVSEID is shown. Figure 4 and Figure 5 A flow chart of a method for mapping EVSE MAC addresses is shown.

[0018] Figure 1 1 is a schematic diagram of a vehicle 121 including a powertrain or vehicle propulsion system 100. The front of the vehicle 121 is indicated at 110, and the rear of the vehicle 121 is indicated at 111. The vehicle propulsion system 100 includes an electric machine 126. The electric machine 126 can consume or generate electricity depending on its operating mode. Figure 1 , mechanical connections between various components are shown as solid lines, while electrical connections between various components are shown as dashed lines.

[0019] The vehicle propulsion system 100 has a rear axle 122. In some examples, the rear axle 122 may include two half shafts, such as a first half shaft 122a and a second half shaft 122b. The vehicle propulsion system 100 also has front wheels 130 and rear wheels 131. The rear wheels 131 may be driven via the motor 126.

[0020] The rear axle 122 is coupled to the motor 126. The rear drive unit 136 can transfer power from the motor 126 to the axle 122, thereby rotating the rear wheels 131. The rear drive unit 136 may include a gearbox 171, which includes a low range 175 and a high range 177 coupled to the motor 126 via an output shaft 126a of the motor 126. The low range 175 can be engaged via a fully closed low range clutch 176. The high range 177 can be engaged via a fully closed high range clutch 178. The high range clutch 178 and the low range clutch 176 can be opened and closed via commands received by the rear drive unit 136 via a controller area network (CAN) 199. Alternatively, the high range clutch 178 and the low range clutch 176 can be opened and closed via a digital output or pulse width provided by the control system 114. The rear drive unit 136 may include a differential 128 so that torque may be provided to the first half-shaft 122 a and the second half-shaft 122 b. In some examples, an electronically controlled differential clutch (not shown) may be included in the rear drive unit 136 .

[0021] The motor 126 may receive power from an onboard electrical energy storage device 132. In addition, the motor 126 may provide a generator function to convert the kinetic energy of the vehicle into electrical energy, which may be stored at the electrical energy storage device 132 for later use by the motor 126. An inverter system controller (ISC) 134 may convert the alternating current generated by the motor 126 into direct current for storage at the electrical energy storage device 132, and vice versa. The electric drive system 135 includes the motor 126 and the inverter system controller 134. The inverter system controller may include a microcontroller, a memory (e.g., a random access memory and a read-only memory), and an input / output circuit (not shown). The electrical energy storage device 132 may be a battery (e.g., a traction battery that provides energy to propel the vehicle), a capacitor, an inductor, or other electrical energy storage device. The power flowing into the electric drive system 135 may be monitored via a current sensor 145 and a voltage sensor 146. The position and speed of the motor 126 may be monitored via a position sensor 147. The torque generated by the electric machine 126 may be monitored via a torque sensor 148 .

[0022] In some examples, electrical energy storage device 132 can be configured to store electrical energy that can be provided to other electrical loads resident on the vehicle (in addition to the motor), including cabin heating and air conditioning systems, engine starting systems, headlight systems, cabin audio and video systems, etc.

[0023] The control system 114 may communicate with the motor 126, the energy storage device 132, the inverter system controller 134, etc. The control system 114 may receive sensory feedback information from the electric drive system 135, the energy storage device 132, etc. In addition, the control system 114 may send control signals to the electric drive system 135, the energy storage device 132, etc. in response to the sensory feedback. The control system 114 may receive an indication of an operator-requested output of the vehicle propulsion system from the human operator 102 or the autonomous controller. For example, the control system 114 may receive sensory feedback from a driver demand pedal position sensor 194 in communication with a driver demand pedal 192. The pedal 192 may schematically refer to a driver demand pedal. Similarly, the control system 114 may receive an indication of vehicle braking requested by the operator via the human operator 102 or the autonomous controller. For example, the control system 114 may receive sensory feedback from a brake pedal position sensor 157 in communication with a brake pedal 156.

[0024] The energy storage device 132 may periodically receive electrical energy from a power source residing outside the vehicle (e.g., not part of the vehicle), such as a fast charging station 1 electrically coupled to a fixed power grid (not shown). As a non-limiting example, the vehicle propulsion system 100 may be configured as a plug-in electric vehicle (EV), whereby electrical energy may be supplied to the energy storage device 132 via the fast charging station 1 and the power grid (not shown). The fast charging station may be electrically coupled to the vehicle socket 3 via the plug 2. The socket 3 may be electrically coupled to the energy storage device 132.

[0025] The energy storage device 132 includes an energy storage device controller 139 and a power distribution module 138. The energy storage device controller 139 can provide charge balancing between energy storage elements (e.g., battery cells) and communication with other vehicle controllers (e.g., controller 112). The power distribution module 138 controls the flow of power into and out of the energy storage device 132.

[0026] One or more wheel speed sensors (WSS) 195 may be coupled to one or more wheels of vehicle propulsion system 100. The wheel speed sensor may detect the rotational speed of each wheel. Such an example of a WSS may include a permanent magnet type sensor.

[0027] The controller 112 may include a portion of the control system 114. In some examples, the controller 112 may be a single controller for the vehicle. The control system 114 is shown as receiving information from a plurality of sensors 116 (various examples of which are described herein) and sending control signals to a plurality of actuators 181 (various examples of which are described herein). As an example, the sensors 116 may include tire pressure sensors (not shown), wheel speed sensors 195, etc. In some examples, sensors associated with the motor 126, wheel speed sensors 195, etc. may transmit information about various states of motor operation to the controller 112. The controller 112 includes a non-transitory (e.g., read-only memory) 165, a random access memory 166, a digital input / output 168, and a microcontroller 167. The controller 112 may receive input data via a CAN 199 and provide the data to a human / machine interface 140. The controller 112 may be an additional controller to the inverter system controller 134, or alternatively, it may be a controller that is part of the inverter system controller 134. The controller 112 may receive vehicle navigation and travel route data (eg, travel distance, travel start location, travel end location, direct current fast charging (DCFC) station location, road grade, geographic data, etc.) from a global positioning system (GPS) navigation system 150 .

[0028] Reference now Figure 2, a block diagram 200 including a cloud-based traction battery charging method is shown. The cloud 250 of the cloud-based charging method may include hardware and multiple software modules, including: a transportation mobility cloud aggregation service 204 (e.g., a software module that aggregates electric vehicle charger MAC addresses and GPS locations); a plug-and-start feature 205 that facilitates automatic vehicle charging; a charger data service 206 module that stores a mapping that associates a specific MAC address with a specific LocationID and EVSEID; a storage medium 210 that includes a database mapping or relationship of MAC addresses and GPS locations to LocationID and EVSEID 299; a charging assistance software module 208 for assisting users in charging EVs (e.g., providing users with the location of EVSEs, etc.); and electric vehicle provisioning electric vehicle specific services 212 (e.g., EV-specific services such as requests for EV charging, requests to find EV charging stations, etc.). The cloud 250 may interface with the EVSE 1 via the vehicle 121, the vehicle human / machine interface (HMI) 140, and the charging management service 222. A charging management service (CMS) 222 can selectively enable the EVSE 1 and also provide an electronic billing service to receive monetary compensation for supplying charge to the vehicle 121. The CMS 22 is external to the EV, and it can be linked to multiple EVSEs. A person 202 can provide input to the HMI 140. The hardware for the cloud 250 can be composed of a server 220 (computer) that includes a core or processor 220a, memory 220b (e.g., random access, read-only, keep-alive, etc.), analog and digital inputs and outputs 220c, and communication ports 220d.

[0029] In one example, the mapping or relationship at 299 may be referenced or indexed by GPS location and MAC address. The mapping or relationship 299 outputs LocationID (indicated as x) and EVSEID (indicated as y).

[0030] Reference now Figure 3 , a block diagram 300 of time-based mapping of EVSE MAC address to LocationID / EVSEID is shown. The time-based mapping method includes EVSE 1, CMS 222, EVSE location aggregator 302, traffic mobility cloud aggregation service 204 and CDS 206. The time-based mapping method uses GPS and MAC address data to monitor EVSE status and timestamps from EVSE and timestamps of vehicle alarms. The time-based mapping method correlates the plug-in and unplug-out timestamps of vehicle alarms with EVSE status changes with nearly matching timestamps to generate a relationship between the MAC address of the EVSE and the previously initiated LocationID / EVSEID 299.

[0031] The CDS may convert the vehicle alert GPS location indication into a LocationID. The CDS may also determine which EVSE at the LocationID to initiate when the vehicle is plugged into the EVSE at the LocationID to determine the EVSEID. Based on the in-use status data submitted by the EVSE to the CMS, the EVSE MAC address may be linked or mapped to the LocationID and the EVSEID.

[0032] Figures 1 to 4 A system is provided, comprising: a cloud server configured to communicate with a vehicle; an electric vehicle supply equipment; and an external charging management service, the cloud server comprising executable instructions, the executable instructions causing the cloud server to: generate a relationship between a media access control address, a location identification value, and an electric vehicle supply equipment identification value; and request to start the electric vehicle supply equipment according to the relationship between the media access control address, the location identification value, and the electric vehicle supply equipment identification value. In a first example, the system comprises: wherein the location identification value identifies a unique geographic location of the electric vehicle supply equipment. In a second example that may include the first example, the system comprises: wherein the electric vehicle supply equipment identification value identifies an individual electric vehicle supply equipment device at the unique geographic location. In a third example that may include one or both of the first example and the second example, the system further comprises an on-board human / machine interface and additional executable instructions for supplying data to the on-board human / machine interface so that the location identification value and the electric vehicle supply equipment identification value can be determined according to a user selection. In a fourth example, which may include one or more of the first to third examples, the system further includes additional executable instructions that cause the cloud server to update the relationship in response to the media access control address not being associated with a location identification value. In a fifth example, which may include one or more of the first to fourth examples, the system includes: wherein the relationship is updated in response to an indication that charge is being supplied to the vehicle. In a sixth example, which may include one or more of the first to fifth examples, the system includes: wherein activation is requested via a message sent from the cloud server to a charge management service.

[0033] Reference now Figure 4 , a flow chart showing a method for event-based mapping of EVSE MAC addresses to LocationID / EVSEID. Figure 4 The method may be implemented at least in part by storing Figure 1 and Figure 2 Executable instructions in a controller memory in one or more of the controllers and / or cloud components of the present invention. In addition, Figure 4Methods may include taking actions in the physical world to transform Figure 1 and Figure 2 An action that affects the operating state of one or more of the systems.

[0034] At 402, when the vehicle is electrically connected or plugged into the EVSE, the vehicle performs a SLAC handshake with the EVSE (e.g., initiating communication via an electrical signal). The SLAC handshake may include signaling the EVSE that the vehicle is present and electrically connected to the EVSE. The EVSE may also send a signal to the vehicle to let the vehicle know that the EVSE is present. The EVSE may also send a MAC address of the EVSE to the vehicle. The vehicle determines the location of the vehicle via the vehicle's GPS system, and the vehicle sends an alert to the cloud. The alert includes the MAC address of the EVSE and the current GPS coordinates of the vehicle's location. The alert may be sent via a cellular telephone network or a satellite link connected to the Internet. Method 400 proceeds to 404.

[0035] At 404, the cloud server listens for alerts sent via the vehicle and transmitted via the Internet. The cloud isolates the EVSE MAC address and GPS coordinates of the vehicle's location from the data transmitted between the vehicle and the cloud server. In other words, the EVSE MAC address and GPS coordinates are removed from the data transmitted between the vehicle and the cloud server so that the plug-and-start method described herein can be performed. Method 400 proceeds to 406.

[0036] At 406, method 400 submits the EVSE MAC address and GPS coordinates of the vehicle to the CDS. The plug-and-start feature can be submitted. The CDS stores a mapping of the EVSE MAC address to the LocationID and EVSEID in a database. The LocationID identifies a geographic location where charging services can be provided, and the EVSEID identifies a specific charger or ESVE at the geographic location. Each LocationID includes an associated GPS location to identify a specific geographic location where the EVSE is located. In other words, the mapping can associate a unique EVSE MAC address with a unique LocationID and EVSEID, so that an EVSE with a MAC address can be started to achieve traction battery charging by starting the EVSE according to the LocationID and EVSEID. Therefore, the CDS provides a link between the EVSE MAC address and the EVSE identifier (e.g., LocationID and EVSEID) so that a specific LocationID and EVSEID can be determined based on the EVSE MAC address, thereby allowing the EVSE at the LocationID and EVSEID to start when the EVSE does not meet the plug-and-charge standard. Method 400 proceeds to 408.

[0037] At 408, the CDS compares the vehicle's GPS coordinates with the GPS coordinates associated with the LocationID stored in the database. The comparison can be used to determine whether the vehicle's GPS location matches the GPS location at a particular LocationID of the EVSE. If the GPS location is not new (e.g., the GPS location is already included in the CDS database), the EVSE MAC address is compared to the known mapping of the EVSEID at the LocationID. When the GPS location is not new, the particular EVSE requested to provide charging can be started according to the mapping stored in the database. Method 400 proceeds to 410.

[0038] At 410, if there is no mapping between the EVSE MAC address and the LocationID / EVSEID, the CDS denies the automatic vehicle charging request. The CDS may send a denial to the plug-and-start feature. If there is a mapping between the EVSE MAC address and the LocationID / EVSEID, the method 400 generates a request to start the EVSE to which the vehicle is electrically coupled, and the CMS starts the EVSE device to charge the vehicle. The method 400 proceeds to 412.

[0039] At 412, the cloud server may provide a World Wide Web Internet experience that may be accessed via a phone application software (app) or another human / machine interface. The phone application or human / machine interface application generates a list of EVSEs at the current public LocationID as determined from the vehicle GPS coordinates and data supplied via the cloud server. The list may be generated from a database of EVSEs based on geographic locations that may be stored in the cloud server. Method 400 proceeds to 414.

[0040] At 414, method 400 requests user input from the phone or human / machine interface application for the user to select the EVSE at the location of the current vehicle so that the EVSE can be activated to charge the vehicle. The cloud server can obtain the LocationID and EVSEID at a specific geographic location by requesting this data from the CMS or from previous charging events of other vehicles. Method 400 proceeds to 416.

[0041] At 416 , the cloud server submits the LocationID or EVSEID to the EVSS to generate a remote charge start request to be sent to the CMS. Method 400 proceeds to 418 .

[0042] At 418 , the EVSS submits a start command for starting the EVSE corresponding to the LocationID or the EVSEID from the cloud server to the CMS. The method 400 proceeds to 420 .

[0043] At 420 , the cloud server listens to the CMS for confirmation that the EVSE at LocationID is activated. The CMS may send a message to the cloud server to indicate that the EVSE at the vehicle's location has been activated. Method 400 proceeds to 422 .

[0044] At 422 , when the CMS provides confirmation of activation of the EVSE coupled to the vehicle to the EVSS, the EVSS confirms that the activation was successful. Method 400 proceeds to 424 .

[0045] At 424 , the charging assistance software of the cloud server notifies the CDS that the EVSE at the location of the EVSE MAC address and associated LocationID / EVSEID has been successfully started, thereby confirming the relationship between the EVSE's MAC address and the LocationID / EVSEID stored in the cloud server's memory. Method 400 proceeds to 426 .

[0046] At 426, the method 400 adjusts the EVSE MAC address mapping or relationship database with the new data. In other words, the method 400 enters the new EVSE MAC address and LocationID into the cloud server database relationship along with the EVSEID based on the EVSE MAC address retrieved from the EVSE and the LocationID / EVSEID used to initiate the EVSE. The method 400 proceeds to exit.

[0047] In this way, the method 400 receives the EVSE MAC address from the EVSE, submits the EVSE MAC address and the current GPS location of the vehicle, and if there is no LocationID with the EVSEID for the specific EVSE MAC address at the current GPS location of the vehicle, the plug-and-start request is rejected, but the user is prompted to enter the EVSE with the LocationID of the EVSEID, the cloud server requests to start the EVSE selected by the user, and if the startup is successful, the CDS updates the EVSE MAC address to the LocationID with the EVSEID in the EVSEMAC address mapping database.

[0048] Reference now Figure 5 , a flow chart of a method for time-based mapping of EVSE MAC address to LocationID / EVSEID is shown. Figure 5 The method may be implemented at least in part by storing Figure 1 and Figure 3 Executable instructions in a controller memory in one or more of the controllers and / or cloud components of the present invention. In addition, Figure 5 Methods may include taking actions in the physical world to transform Figure 1 and Figure 3 An action that affects the operating state of one or more of the systems.

[0049] At 502, method 500 listens for a vehicle to be electrically coupled to an EVSE. When the vehicle is electrically coupled to the EVSE, the EVSE sends a status to the CMS to indicate that the EVSE is in use. When the EVSE is in use, the EVSE reports a LocationID or an EVSEID to the CMS.

[0050] At substantially the same time, after the vehicle is electrically coupled to the EVSE, the vehicle receives the MAC address from the EVSE. The vehicle sends the MAC address, the vehicle's GPS location, and the time the vehicle was last plugged into the EVSE from an unplugged state to the cloud server. Method 500 proceeds to 504.

[0051] At block 504, the method 500 sends a vehicle plug-in timestamp (e.g., the time when the vehicle last transitioned from not being electrically connected to the EVSE to being electrically connected to the vehicle) and an in-use status (e.g., in-use or not in-use) from the EVSE to the CMS. The CMS sends the timestamp data and in-use status along with the LocationID and EVSEID to the location aggregator. The LocationID may include GPS coordinates corresponding to the geographic locations of a set of EVSEs. The method 500 proceeds to 506.

[0052] At 506 , method 500 sends the timestamp (eg, digital time value), the MAC address of the EVSE to which the vehicle is electrically coupled, the charging alert, and the vehicle GPS location from the vehicle to the cloud server. Method 500 proceeds to 508 .

[0053] At 508, the CDS links or maps the EVSE MAC address to the EVSELocationID and EVSEID based on the vehicle's GPS location and the GPS location associated with the LocaitonID and EVSEID used when the vehicle was plugged into the EVSE with the reported EVSE MAC address. For example, if the vehicle is plugged into the EVSE at 2:38 pm, the EVSE changes its state from unused to in use and provides its state and the time when the EVSE state changed to the CMS. Almost simultaneously, the vehicle receives the MAC address from the EVSE and transmits the vehicle's GPS coordinates as well as the EVSE MAC address and the time when the vehicle was plugged into the EVSE (e.g., electrically connected to the EVSE). The CMS passes the EVSE state, LocationID, EVSEID, and the time when the EVSE became in use to the location aggregator and CDS. The CDS matches the time when the EVSE began to be used with the time when the vehicle was plugged into the EVSE. For example, the CDS matches the LocationID and EVSEID that were used at 2:38 pm with the vehicle that was plugged in at 2:38 pm. Once the CDS determines that a particular vehicle became electrically connected to the EVSE at 2:38 PM and the EVSE became in use at 2:38 PM, the MAC address delivered by the EVSE to the vehicle can be associated with the LocationID and EVSEID supplied to the location aggregator at 2:38 PM, so that the EVSE can be associated with the particular MAC address. Subsequently, when the vehicle is plugged into the EVSE and receives the MAC address, the cloud server can reference the mapping of the MAC address to the LocationID and EVSEID so that the EVSE can be activated to charge the vehicle's traction battery. It should also be mentioned that the mapping of the MAC address to the LocationID / EVSEID may not be based on one charging event. Instead, the mapping may be based on data within a certain time period (such as a week) so that the mapping may be considered more reliable. Method 500 proceeds to exit.

[0054] In this way, the MAC address can be mapped to or associated with the LocationID and EVSEID so that the vehicle can contact the cloud server to start the EVSE even when the EVSE does not meet the "plug and charge" standard. The mapping can be applied to achieve a simplified vehicle charging procedure.

[0055] therefore, Figure 4 and Figure 5A method for charging a traction battery is provided, comprising: generating a relationship between a media access control address value and a public location identification value; and starting an electric vehicle supply equipment by referring to the relationship according to the media access control address value. In a first example, the method further comprises: including an electric vehicle supply equipment identification value in the relationship. In a second example that may include the first example, the method further comprises: starting the electric vehicle supply equipment by sending a location identification value and an electric vehicle supply equipment identification value to a charging management service. In a third example that may include one or both of the first and second examples, the method comprises: wherein the relationship is generated via a cloud server. In a fourth example that may include one or more of the first to third examples, the method comprises: wherein the media control address is a media control address of an electric vehicle supply equipment device. In a fifth example that may include one or more of the first to fourth examples, the method comprises: wherein the location identification value is selected via a user and a software application. In a sixth example that may include one or more of the first to fifth examples, the method comprises: wherein starting the electric vehicle supply equipment comprises sending a request from a cloud server to a charging management service, and the charging management service may selectively start the electric vehicle supply equipment. In a seventh example, which may include one or more of the first to sixth examples, the method includes: wherein activating the electric vehicle supply equipment allows charge to flow from the electric vehicle supply equipment to the traction battery.

[0056] Figure 4 and Figure 5 The method also provides a method for charging a traction battery, comprising: based on the timing of the in-use state of the electric vehicle power supply equipment and the timing of the alarm that the vehicle is electrically connected to the electric vehicle power supply equipment device, in response to the mapping of the electric vehicle power supply equipment media access control address value to the location identification value, generating a request to start the electric vehicle power supply equipment to deliver charge to the vehicle. In a first example, the method also includes: transmitting the media access control address from the vehicle to a cloud server. In a second example that may include the first example, the method also includes: transmitting the in-use state from the electric vehicle power supply equipment device to the cloud server. In a third example that may include one or both of the first example and the second example, the method also includes: generating the location identification value from the GPS coordinates of the vehicle. In a fourth example that may include one or more of the first example to the third example, the method also includes: transmitting the in-use state of the electric vehicle power supply equipment from the electric vehicle power supply equipment device to the cloud server.

[0057] Reference now Figure 6, a block diagram of automatic vehicle charging initiation via plug-and-start is shown. The previously mentioned cloud 250 may also include a plug-and-start software feature that provides automatic charging of the vehicle 121. The plug-and-start feature may receive the EVSE MAC address and GPS location via the network in response to the vehicle user plugging the vehicle into the in-network DCFC. The plug-and-start feature searches for a mapping that links the EVSE MAC address and GPS location to the LocationID assigned to the EVSE plugged in by the vehicle user. The mapping may be stored in a database 604 of a storage medium. If a mapping is found, the database 604 outputs the LocationID and the EVSEID. The plug-and-start feature sends the LocationID and the EVSEID to the EVSS to request the start of the charger electrically connected to the vehicle. The EVSS submits the start command as well as the LocationID and the EVSEID to the CMS. The CMS submits the start command, the LocationID, and the EVSEID to the CPO. In response to the start command, the CPO causes the charge to flow to the vehicle 121 via the charger at the LocationID and the EVSEID. In this way, the remote server can start charging the vehicle.

[0058] It should be noted that the example control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored in non-transitory memory as executable instructions and can be executed by a control system including a controller in combination with various sensors, actuators and other vehicle hardware. The specific routines described herein can represent one or more of any number of processing strategies (such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc.). Thus, the various actions, operations and / or functions shown can be executed in the order shown, in parallel, or omitted in some cases. Similarly, the processing order is not necessarily required to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations and / or functions shown can be repeatedly performed according to the specific strategy used. In addition, at least a portion of the described actions, operations and / or functions can be graphically represented as codes in the non-transitory memory of a computer-readable storage medium to be programmed into the control system. When the described actions are performed by executing instructions in conjunction with one or more controllers in a system including various vehicle hardware components, the control actions may also transform the operating state of one or more sensors or actuators in the physical world.

[0059] This description ends here. Without departing from the spirit and scope of this specification, those skilled in the art will think of many variations and modifications after reading this specification.

[0060] According to the present invention, a method for charging a traction battery comprises: generating a relationship between a media access control address value and a public location identification value; and activating an electric vehicle supply equipment device by referencing the relationship according to the media access control address value.

[0061] In one aspect of the invention, the relationship is further based on an electric vehicle supply equipment identification value.

[0062] In one aspect of the invention, the method includes activating the electric vehicle supply equipment device by sending a location identification value and an electric vehicle supply equipment identification value to a charging management service.

[0063] In one aspect of the invention, the relationship is generated via a cloud server.

[0064] In one aspect of the invention, the media access control address value is associated with the electric vehicle supply equipment device.

[0065] In one aspect of the invention, the location identification value is selected via a user and a software application.

[0066] In one aspect of the present invention, starting the electric vehicle supply equipment device includes sending a request from a cloud server to a charging management service, and the charging management service can selectively start the electric vehicle supply equipment device.

[0067] In one aspect of the invention, activating the electric vehicle supply equipment device allows charge to flow from the electric vehicle supply equipment device to the traction battery.

[0068] According to the present invention, a system is provided, which has: a cloud server, which is configured to communicate with a vehicle; electric vehicle power supply equipment; and an external charging management service, the cloud server including executable instructions, which cause the cloud server to: generate a relationship between a media access control address, a location identification value and an electric vehicle power supply equipment identification value; and request to start the electric vehicle power supply equipment based on the relationship between the media access control address, the location identification value and the electric vehicle power supply equipment identification value.

[0069] According to an embodiment, the location identification value identifies a unique geographical location of the electric vehicle supply equipment.

[0070] According to an embodiment, the electric vehicle supply equipment identification value identifies an individual electric vehicle supply equipment device at the unique geographical location.

[0071] According to an embodiment, the present invention is also characterized by an onboard human / machine interface and additional executable instructions, the additional executable instructions are used to supply data to the onboard human / machine interface so that the location identification value and the electric vehicle supply equipment identification value can be determined according to user selection.

[0072] According to an embodiment, the invention is further characterized by additional executable instructions that cause the cloud server to update the relationship in response to the media access control address not being associated with a location identification value.

[0073] According to an embodiment, the relationship is updated in response to an indication that the charge is being supplied to the vehicle.

[0074] According to an embodiment, activation is requested via sending a message from the cloud server to a charging management service.

[0075] According to the present invention, a method for charging a traction battery includes: generating a request to start the electric vehicle supply equipment to deliver charge to the vehicle in response to a mapping of an electric vehicle supply equipment media access control address value to a location identification value based on the timing of the electric vehicle supply equipment in-use state and the timing of an alarm that the vehicle is electrically coupled to the electric vehicle supply equipment device.

[0076] In one aspect of the invention, the method includes transmitting the electric vehicle supply equipment media access control address value from the vehicle to a cloud server.

[0077] In one aspect of the invention, the method comprises: transmitting the in-use status from the electric vehicle supply equipment device to the cloud server.

[0078] In one aspect of the invention, the method comprises generating the location identification value from GPS coordinates of the vehicle.

[0079] In one aspect of the present invention, the method includes: transmitting the electric vehicle supply equipment in-use status from the electric vehicle supply equipment device to the cloud server.

Claims

1. A method for charging a traction battery, comprising: generating a relationship between a media access control address value and a public location identifier value; as well as An electric vehicle supply equipment device is activated via referencing the relationship based on the media access control address value.

2. The method of claim 1, wherein the relationship is further based on an electric vehicle supply equipment identification value.

3. The method of claim 1, further comprising: The electric vehicle supply equipment device is activated via sending the location identification value and the electric vehicle supply equipment identification value to a charging management service. The method of claim 1 , wherein the relationship is generated via a cloud server.

5. The method of claim 1, wherein the media access control address value is associated with the electric vehicle supply equipment device. The method of claim 1 , wherein the location identification value is selected via a user and a software application.

7. The method of claim 1, wherein starting the electric vehicle supply equipment device comprises sending a request from a cloud server to a charging management service, and the charging management service can selectively start the electric vehicle supply equipment device.

8. The method of claim 1, wherein activating the EVSE device allows charge to flow from the EVSE device to the traction battery.

9. A system comprising: a cloud server configured to communicate with the vehicle; Electric vehicle power supply equipment; and an external charging management service, the cloud server comprising executable instructions, the executable instructions causing the cloud server to: Generate a relationship between a media access control address, a location identification value, and an electric vehicle power supply equipment identification value; as well as The electric vehicle supply equipment is requested to be started according to the relationship between the media access control address, the location identification value and the electric vehicle supply equipment identification value.

10. The system of claim 9, wherein the location identification value identifies a unique geographic location of the electric vehicle supply equipment.

11. The system of claim 10, wherein the electric vehicle supply equipment identification value identifies an individual electric vehicle supply equipment device at the unique geographic location.

12. The system of claim 9, further comprising: An on-board human / machine interface and additional executable instructions for supplying data to the on-board human / machine interface so that the location identification value and the electric vehicle supply equipment identification value can be determined according to user selection.

13. The system of claim 9, further comprising: Additional executable instructions cause the cloud server to update the relationship in response to the media access control address not being associated with a location identification value.

14. The system of claim 13, wherein the relationship is updated in response to an indication that the charge is being supplied to the vehicle.

15. The system of claim 9, wherein activation is requested via sending a message from the cloud server to a charging management service.

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