Method for prioritizing charging of multiple vehicles in public and residential spaces

Abstract

A charging station includes a first charging line, a second charging line, a third charging line, and a processor. The processor is configured to receive a first departure time and a first power requirement of a first vehicle, charge the first vehicle at a first charging rate to meet the first departure time, receive a second departure time and a second power requirement of a second vehicle, charge the second vehicle at a second charging rate to meet the second departure time, receive a third departure time and a third power requirement of a third vehicle, suspend charging of at least one of the first vehicle and the second vehicle, and charge the third vehicle at the charging station while the charging of at least one of the first vehicle and the second vehicle is suspended.

Description

Technical Field

[0001] This subject matter disclosure relates to the charging of electric vehicles, and more specifically, to a method for arbitrating the charging of multiple vehicles at a charging station without having to remove one vehicle from the charging station to accommodate another. Background Technology

[0002] Vehicles can connect to charging stations while out and about, either in public places or at home. Most charging stations only include two plugs and, due to grid-based power limitations, can only charge two vehicles simultaneously. However, charging stations typically have grid-based power limitations. Power may only be allocated to those vehicles plugged into the charging station. Any additional vehicle arriving after the initial two vehicles have been plugged in cannot use the power until at least one of the two vehicles is unplugged from the charging station and removed from the parking space. Therefore, it is desirable to provide a charging station and a method to arbitrate power delivery at the charging station to accommodate multiple vehicles without having to unplug one vehicle from the charging station to accommodate another. Summary of the Invention

[0003] In one exemplary embodiment, a method of operating a charging station is disclosed. When a first vehicle connects to the charging station, a first departure time and a first power demand of the first vehicle are received. The first vehicle is charged at a first charging rate to meet the first departure time. After the first vehicle connects to the charging station, when a second vehicle connects to the charging station, a second departure time and a second power demand of the second vehicle are received. The second vehicle is charged at a second charging rate to meet the second departure time. After the first and second vehicles connect to the charging station, when a third vehicle connects to the charging station, a third departure time and a third power demand of the third vehicle are received. Charging of at least one of the first and second vehicles is suspended, specifically when a first estimated charging time of the first vehicle is earlier than the first departure time, and when a second estimated charging time of the second vehicle is earlier than the second departure time. While suspending charging of at least one of the first and second vehicles, charging of the third vehicle is performed at the charging station.

[0004] In addition to one or more features described herein, the method also includes a power transfer from a first vehicle and a second vehicle to a third vehicle, where charging is paused.

[0005] In addition to one or more features described herein, the method also includes requesting permission from the owner of one of the first and second vehicles that is temporarily suspending charging to discharge from one of the first and second vehicles to a third vehicle.

[0006] In addition to one or more features described herein, the method also includes establishing a first priority for a first vehicle and a second priority for a second vehicle, and providing a first charging power to the first vehicle and a second charging power to the second vehicle based on the first priority and the second priority.

[0007] In addition to one or more features described herein, the method also includes establishing a first priority and a second priority based on a first utility curve of a first vehicle and a second utility curve of a second vehicle.

[0008] In addition to one or more features described herein, the method further includes resuming charging of one of the first and second vehicles when the calculated remaining charging time of the first vehicle is equal to or greater than the difference between the first vehicle's first departure time and the current time, and the calculated remaining charging time of the second vehicle is equal to or greater than the difference between the second vehicle's second departure time and the current time.

[0009] In addition to one or more of the features described in this article, a charging station is either a public charging station or a residential charging station.

[0010] In another exemplary embodiment, a charging station is disclosed. The charging station includes a first charging cable for connecting to a first vehicle, a second charging cable for connecting to a second vehicle, a third charging cable for connecting to a third vehicle, and a processor. The processor is configured to, when the first vehicle is connected to the charging station, receive a first departure time and a first power demand of the first vehicle, charge the first vehicle at a first charging rate to meet the first departure time of the first vehicle; after the first vehicle is connected to the charging station, when the second vehicle is connected to the charging station, receive a second departure time and a second power demand of the second vehicle, charge the second vehicle at a second charging rate to meet the second departure time of the second vehicle; after the first vehicle and the second vehicle are connected to the charging station, when the third vehicle is connected to the charging station, receive a third departure time and a third power demand of the third vehicle, suspend charging of at least one of the first and second vehicles, suspend charging of the first vehicle when a first estimated charging time of the first vehicle is earlier than at least one of the first departure times, suspend charging of the second vehicle when a second estimated charging time of the second vehicle is earlier than the second departure time, and charge the third vehicle at the charging station while charging of at least one of the first and second vehicles is suspended.

[0011] In addition to one or more features described herein, the processor is also configured to transfer power from a paused charging point in the first and second vehicles to a third vehicle.

[0012] In addition to one or more features described herein, the processor is also configured to request permission from the owner of one of the first and second vehicles that has suspended charging to discharge from one of the first and second vehicles to a third vehicle.

[0013] In addition to one or more features described herein, the processor is also configured to establish a first priority for the first vehicle and a second priority for the second vehicle, and to provide a first charging power to the first vehicle and a second charging power to the second vehicle based on the first priority and the second priority.

[0014] In addition to one or more features described herein, the processor is also configured to establish a first priority and a second priority based on a first utility curve of the first vehicle and a second utility curve of the second vehicle.

[0015] In addition to one or more features described herein, the processor is also configured to resume charging of one of the first and second vehicles when the calculated remaining charging time of the first vehicle is equal to or greater than the difference between the first vehicle's first departure time and the current time, and the calculated remaining charging time of the second vehicle is equal to or greater than the difference between the second vehicle's second departure time and the current time.

[0016] In addition to one or more of the features described in this article, a charging station is either a public charging station or a residential charging station.

[0017] In yet another exemplary embodiment, a charging system is disclosed. The charging system includes a charging station for charging a first vehicle, a second vehicle, and a third vehicle, and a background including a processor. The processor is configured to, when the first vehicle is connected to the charging station, receive a first departure time and a first power demand of the first vehicle, charge the first vehicle at a first charging rate to meet the first departure time of the first vehicle, after the first vehicle is connected to the charging station, when the second vehicle is connected to the charging station, receive a second departure time and a second power demand of the second vehicle, charge the second vehicle at a second charging rate to meet the second departure time of the second vehicle, after the first vehicle and the second vehicle are connected to the charging station, when the third vehicle is connected to the charging station, receive a third departure time and a third power demand of the third vehicle, suspend charging of at least one of the first and second vehicles, suspend charging of the first vehicle when a first estimated charging time of the first vehicle is earlier than at least one of the first departure times, and suspend charging of the second vehicle when a second estimated charging time of the second vehicle is earlier than the second departure time, and charge the third vehicle at the charging station while charging of at least one of the first and second vehicles is suspended.

[0018] In addition to one or more features described herein, the charging station is configured to request permission from the owner of one of the first and second vehicles that is currently suspended to discharge power from one of the first and second vehicles to a third vehicle.

[0019] In addition to one or more features described herein, the processor is also configured to request permission from the owner of the first vehicle or the second vehicle whose charging has been suspended to allow power transfer to the third vehicle.

[0020] In addition to one or more features described herein, the processor is also configured to establish a first priority for the first vehicle and a second priority for the second vehicle, and to provide a first charging power to the first vehicle and a second charging power to the second vehicle based on the first priority and the second priority.

[0021] In addition to one or more features described herein, the processor is also configured to establish a first priority and a second priority based on a first utility curve of the first vehicle and a second utility curve of the second vehicle.

[0022] In addition to one or more features described herein, the processor is also configured to resume charging of one of the first and second vehicles when the calculated remaining charging time of the first vehicle is equal to or greater than the difference between the first vehicle's first departure time and the current time, and the calculated remaining charging time of the second vehicle is equal to or greater than the difference between the second vehicle's second departure time and the current time.

[0023] The above-described features and advantages, as well as other features and advantages of this disclosure, will readily become apparent when taken in conjunction with the accompanying drawings and the following detailed description. Attached Figure Description

[0024] Other features, advantages, and details appear only as examples in the following detailed description, which is described in detail with reference to the accompanying drawings, in which:

[0025] Figure 1 A vehicle according to an exemplary embodiment is shown;

[0026] Figure 2 A top view of a charging station as part of a charging network is shown;

[0027] Figure 3 A top view of a charging station with two electric vehicles is shown.

[0028] Figure 4 A top view of a charging station with three electric vehicles is shown.

[0029] Figure 5 A top view of a charging station with four electric vehicles is shown.

[0030] Figure 6 A top view of a charging station with four electric vehicles is shown at a later time.

[0031] Figure 7 A top view of the charging station is shown at a later time of day;

[0032] Figure 8 It is an arbitration diagram for vehicle charging control at charging stations;

[0033] Figure 9 This is a flowchart of the decision logic used at a charging station to distribute energy across multiple cables;

[0034] Figure 10 A charging network for charging vehicles is shown;

[0035] Figure 11 This is a diagram of the intelligent power sharing algorithm running in the background;

[0036] Figure 12 The user interface includes input that can be provided to the backend;

[0037] Figure 13 This is a diagram of calculations performed to determine the energy demand of a charging station;

[0038] Figure 14 A graph showing the utility versus charging range in an illustrative embodiment is provided.

[0039] Figure 15 It is a graph used in the background calculations to determine the total available energy at the charger;

[0040] Figure 16 This is a diagram illustrating the additional background calculations used to determine the power limit; and

[0041] Figure 17 A diagram showing the subsequent calculations at the vehicle location is provided. Detailed Implementation

[0042] The following description is exemplary in nature only and is not intended to limit this disclosure, its application, or use. It should be understood that throughout the drawings, corresponding reference numerals denote the same or corresponding parts and features.

[0043] According to an exemplary embodiment, Figure 1 An embodiment of vehicle 10 is shown, which includes a body 12 that at least partially defines a passenger compartment 14. The body 12 also supports various vehicle subsystems, including a propulsion system 16 and other subsystems to support the functions of the propulsion system 16 and other vehicle components, such as a braking subsystem, a suspension system, a steering subsystem, etc.

[0044] In various embodiments, vehicle 10 may be an electric vehicle (EV), a hybrid electric vehicle (HEV), or a plug-in hybrid electric vehicle (PHEV). In one embodiment, vehicle 10 is an electric vehicle that includes multiple motors and / or drive systems. Any number of drive units may be included, such as one or more drive units for applying torque to the front wheels (not shown) and / or the rear wheels (not shown). The drive units are controllable to operate vehicle 10 in various operating modes, such as normal mode, high-performance mode (where additional torque is applied), all-wheel drive (“AWD”), front-wheel drive (“FWD”), rear-wheel drive (“RWD”), etc.

[0045] For example, propulsion system 16 is a multi-drive system, comprising a front drive unit 20 for driving the front wheels and a rear drive unit for driving the rear wheels. The front drive unit 20 includes a front electric motor 22 and a front inverter 24 (e.g., a front power inverter module or FPIM), as well as other components such as a cooling system. The left rear drive unit 30L includes a left rear electric motor 32L and a left rear inverter 34L. The right rear drive unit 30R includes a right rear electric motor 32R and a right rear inverter 34R. The front inverter 24, left rear inverter 34L, and right rear inverter 34R (e.g., a power inverter unit or PIM) each convert direct current (DC) power from the high-voltage (HV) battery system 40 into multiphase (e.g., two-phase, three-phase, six-phase, etc.) alternating current (AC) power to drive the front electric motor 22, left rear electric motor 32L, and right rear electric motor 32R.

[0046] like Figure 1 As shown, the drive system is characterized by a single electric motor. However, the embodiments are not limited to this. For example, instead of a single motor, multiple drives can be provided by a single machine with multiple physically independent sets of windings.

[0047] For example Figure 1 As shown, the drive system is configured such that the front electric motor 22 drives the front wheels (not shown), and the left rear electric motor 32L and the right rear electric motor 32R drive the rear wheels (not shown). However, the embodiment is not limited to this, as any number of drive systems and / or motors can be present at various locations (e.g., a motor driving each wheel, dual motors per axle, etc.). Furthermore, the embodiment is not limited to a dual drive system, as it can be used with vehicles having any number of motors and / or power inverters.

[0048] In the propulsion system 16, the front drive unit 20, the left rear drive unit 30L, and the right rear drive unit 30R are electrically connected to the battery system 40. The battery system 40 may also be electrically connected to other electrical components (also referred to as “electrical loads”), such as vehicle electronics (e.g., via an auxiliary power module or APM 42), heaters, cooling systems, etc. The battery system 40 may be configured as a rechargeable energy storage system (RESS).

[0049] In one embodiment, the battery system 40 includes a plurality of individual battery components, each of which can be charged independently and can be used to independently power one or more drive systems. For example, the battery system 40 includes a first battery component, such as a first battery pack 44, connected to a front inverter 24, and a second battery pack 46. The first battery pack 44 includes a first plurality of battery modules 48, and the second battery pack 46 includes a second plurality of battery modules 50. Each of the first plurality of battery modules 48 and the second plurality of battery modules 50 includes a plurality of individual battery cells (not shown).

[0050] Each of the front electric motor 22, the left rear electric motor 32L, and the right rear electric motor 32R is a three-phase motor with three-phase motor windings. However, the embodiments described herein are not limited thereto. For example, the motor can be any multi-phase machine powered by a multi-phase inverter, and the drive unit can be implemented using a single machine with independent sets of windings.

[0051] The battery system 40 and / or propulsion system 16 include a switching system having various switching devices for controlling the operation of the first battery pack 44 and the second battery pack 46, and for selectively connecting the first battery pack 44 and the second battery pack 46 to the front drive unit 20, the left rear drive unit 30L, and the right rear drive unit 30R. The switching devices can also be operated to selectively connect the first battery pack 44 and the second battery pack 46 to a charging system. The charging system can be used to charge the first battery pack 44 and the second battery pack 46, and / or supply power from the first battery pack 44 and / or the second battery pack 46 to charge another energy storage system (e.g., vehicle-to-vehicle (V2V) and / or vehicle-to-everything (V2X) charging). The charging system includes one or more charging modules. For example, a first on-board charging module (OBCM) 52 is electrically connected to a charging port 54 for charging and receiving AC systems or devices, such as public AC power sources, such as charging station 70. A second OBCM 53 may be included for DC charging (e.g., DC fast charging or DCFC).

[0052] In one embodiment, the switching system includes a first switching device 60 and a second switching device 62. The first switching device 60 selectively connects a first battery pack 44 to the front inverter 24, the left rear inverter 34L, and the right rear inverter 34R. The second switching device 62 selectively connects a second battery pack 46 to the front inverter 24, the left rear inverter 34L, and the right rear inverter 34R. The switching system also includes a third switching device 64 (also referred to as a "battery switching device") for selectively connecting the first battery pack 44 in series to the second battery pack 46.

[0053] The functions of the battery system 40, switching system, and drive unit can be controlled using any of a variety of controllers. Controllers include any suitable processing device or unit, and existing controllers such as drive system controllers, RESS controllers, and / or controllers within the drive system can be used. For example, controller 65 may be included for controlling the switching and drive control operations as discussed herein.

[0054] Vehicle 10 also includes a computer system 55, which includes one or more processing devices 56 and a user interface 58. The computer system 55 can communicate with the charging system controller, for example, to provide commands to it in response to user input. Various processing devices, modules, and units can communicate with each other via communication devices or systems such as Controller Area Network (CAN) or Transmission Control Protocol (TCP) buses.

[0055] Charging station 70 may include charging cable 72, which can be used to electrically connect the charging station to vehicle 10. Although a single charging cable is shown, in various embodiments, charging station 70 may include multiple charging cables. Charging station 70 may include controller 74, which controls various aspects and methods for charging multiple vehicles.

[0056] The controller 74 may include processing circuitry, which may include application-specific integrated circuits (ASICs), electronic circuitry, a processor (shared, dedicated, or grouped) and memory executing one or more software or firmware programs, combinational logic circuitry, and / or other suitable components providing the described functionality. The controller 74 may also include a non-transitory computer-readable medium storing instructions that are processed by one or more processors of the controller to implement the processes detailed herein. The method allows the charging station 70 to schedule charging of multiple vehicles to meet customer demand without drawing additional power from the power grid, as disclosed herein.

[0057] Figure 2-10 It describes the priority changes at public charging stations. Figure 2A top view 200 of a charging station 70 as part of a charging network is shown. For illustrative purposes, the charging station 70 is shown as having four charging lines for charging four individual vehicles. However, in various embodiments, the charging station can have any number of charging lines for charging any number of vehicles. When a vehicle connects to the charging station, the vehicle's power demand and departure time are received at the charging station either manually or by transmitting a signal over a communication line between the vehicle and the charging station. Alternatively, a mobile device running an application can be used to transmit the power demand and departure time. The charging station 70 then charges the vehicle at an appropriate charging rate to provide the requested power to the vehicle before its scheduled departure time. The charging station can calculate an estimated charging time based on the data.

[0058] The first vehicle 202 is shown parked at charging station 70. The first vehicle 202 arrives at the charging station with 30% full power. Charging station 70 receives a first departure time and a first power demand, and charges the first vehicle 202 at a first charging rate to meet the first power demand before the first departure time. For illustrative purposes, the first vehicle 202 arrives at 8:00 AM and has a power demand of 80% full power before 5:00 PM.

[0059] Figure 3 A top view 300 of a charging station 70 with two electric vehicles is shown. A first vehicle 202 and a second vehicle 302 are connected to the charging station 70. The second vehicle 302 arrives at 8:30 AM with 50% full power. Upon arrival of the second vehicle 302, the first vehicle 202 is charged to 35% of full power. The second vehicle 302 supplies the charging station 70 with 80% of its second power demand before a second departure time at 5:00 PM.

[0060] Figure 4 A top view 400 of a charging station 70 with three electric vehicles is shown. A first vehicle 202, a second vehicle 302, and a third vehicle 402 are connected to the charging station 70. The third vehicle 402 arrives at 9:30 AM with 20% full power and has a third power demand of 80% before its third departure time at 6:00 PM. When the third vehicle 402 arrives, the first vehicle 202 has already charged to 45% full power, and the second vehicle 302 has already charged to 60% full power. With three vehicles connected, the charging station 70 understands the limitations of the grid power and does not immediately charge the third vehicle 402. However, based on the current parameters of the second vehicle 302 (such as its current SOC and target charging level), the charging station 70 determines that the second vehicle 302 can complete its charging before its departure time. Therefore, the charging station 70 suspends charging of the second vehicle 302 to meet the demand of the third vehicle 402.

[0061] The second vehicle can be paused relative to the first vehicle based on various parameters. For example, the second vehicle may be closer to reaching its power target than the first vehicle. Therefore, pausing the second vehicle carries the least associated risk regarding ensuring that all vehicles are charged before their respective departure times.

[0062] Figure 5 A top view 500 of a charging station 70 with four electric vehicles is shown. A first vehicle 202, a second vehicle 302, a third vehicle 402, and a fourth vehicle 502 are connected to the charging station 70. The fourth vehicle 502 arrives at 10:00 AM with 30% full power and has a fourth power demand of 100% by 6:00 PM. At this time, the first vehicle 202 has charged to 50% full power, the second vehicle 302 is paused at 60% full power, and the third vehicle 402 is at 25% full power. The charging station 70 determines, based on power and time requirements, that it can pause charging of the first vehicle 202 to meet the demand of the fourth vehicle 502.

[0063] Figure 6 A top view 600 of a charging station 70 with four electric vehicles is shown at a later time. At 12:00 PM (noon), charging of the fourth vehicle 502 has been suspended to allow the first vehicle 202 to continue charging, thus allowing the first vehicle to meet its power demand before its departure time. The first vehicle 202 takes priority over the fourth vehicle 502. Priority can be set by the customer (for residential charging stations) or on a first-come, first-served basis (for public charging stations). The fourth vehicle 502 is suspended at 50% full power. At this time, the second vehicle 302 remains suspended at 60% power, and the third vehicle 402 continues charging but is currently at 45% full power.

[0064] Figure 7 A top view 700 of charging station 70 at a later time of day is shown. At 3:30 PM, the first vehicle 202 has reached its power requirement (80% full power). Charging station 70 has stopped charging the first vehicle 202. Charging of the second vehicle 302 had already restarted earlier than the first vehicle 202's charging. (The second vehicle takes priority over the third and fourth vehicles). At 3:30 PM, the second vehicle 302 is at 75% full power, the third vehicle 402 is at 60% full power, and the fourth vehicle 502 is paused at 50% full power.

[0065] Figure 8This is a charging control arbitration diagram 800 for vehicles at a charging station. The charging control arbitration diagram 800 shows a charging station 70, a first vehicle 202, a second vehicle 302, a third vehicle 402, and a fourth vehicle 502. Four vehicles are shown for illustrative purposes only. In various embodiments, any number of vehicles may be at the charging station. The vehicle number indicates which vehicle arrives at the charging station first, and thus indicates that vehicle's priority relative to other vehicles. For example, the first vehicle arrives before the second vehicle and has priority over the second vehicle, etc.

[0066] When the first vehicle 202 connects to charging station 70, the charging station immediately begins charging the first vehicle. In box 802, the first vehicle shares its energy requirements and departure time with the charging station. When the second vehicle 302 connects to charging station 70, the charging station immediately begins charging the second vehicle along with the first vehicle. In box 804, the second vehicle 302 shares its energy requirements and departure time with the charging station. When the third vehicle 402 connects to charging station 70, the charging station places the third vehicle on the waiting list.

[0067] In decision box 806, the calculated charging time for each vehicle (e.g., each of the first vehicle 202 and the second vehicle 320) is compared to its departure time. If the calculated charging time is later than the corresponding departure time, the method proceeds to box 808. In box 808, charging station 70 charges the first vehicle 202 and the second vehicle 302. Returning to decision box 806, if the calculation shows that the vehicle will be charged before its departure time, the method proceeds to box 810.

[0068] In box 810, charging station 70 selects either the first or second vehicle for pausing. In box 812, charging station 70 begins charging the third vehicle 402 using energy from the grid. In box 814, the owner of the paused vehicle (either the first vehicle 202 or the second vehicle 302) can request permission to charge the third vehicle 402 by releasing or transferring its energy to the third vehicle. This request is most likely to occur during peak grid usage periods. If the owner refuses the request, the method returns to box 812 to continue charging the third vehicle 402 from the grid. Otherwise, the method proceeds from box 814 to box 816. In box 816, the third vehicle 402 is charged using both grid energy from the charging station and energy from the paused vehicle.

[0069] In box 818, the charging station monitors the energy supplied from the paused vehicle to a third vehicle. The charging station periodically recalculates the remaining charging time for the paused vehicle.

[0070] In box 820, charging station 70 determines whether to continue charging the third vehicle or return to charging the paused vehicle. If the remaining charging time of the paused vehicle (based on the calculation in box 818) is equal to or greater than the difference between the vehicle's departure time and the current time, or if the owner of the paused vehicle chooses to resume charging, the method returns to charging the paused vehicle (either the first or second vehicle). If neither of these scenarios occurs, the method continues charging the third vehicle 402.

[0071] The fourth vehicle 502 can be connected to the charging station 70. In block 822, the fourth vehicle 502 begins to receive energy if either the first vehicle 202 or the second vehicle 302 has finished charging or if the energy being consumed by the currently charging vehicle (i.e., any combination of the first, second, and third vehicles) is less than the available energy at the charging station.

[0072] Figure 9 This is a flowchart 900 of the decision logic used at a charging station to distribute energy across multiple cables. The method begins in block 902 with the first vehicle 202 currently charging. In block 904, the charging request of the first vehicle 202 is monitored. If the charging energy of the first vehicle is equal to the maximum available power of the charging station, the method returns to block 902. Otherwise, in block 904, if the vehicle is charging at a power lower than the maximum available power from the charging station for that plug, the method proceeds to block 906.

[0073] In block 906, the remaining power of the charging station (the station's total power minus the power being supplied to the first vehicle) is used to charge the second vehicle 302. In block 908, if the charging power required by the second vehicle 302 is equal to the maximum available charging power from the charging station, the method proceeds to block 910. In block 910, the second vehicle is charged. Returning to block 908, if the charging power required by the second vehicle 302 is less than the maximum available charging power from the charging station at that time, the method proceeds to block 912.

[0074] In box 912, the remaining power of the charging station is used to charge the third vehicle. For any number of vehicles, the process continues in boxes 914, 916, and 918. In box 914, if the charging power required by the nth vehicle is greater than the maximum available charging power from the charging station at that time, the method proceeds to box 916, where the nth vehicle is charged. Otherwise, the method proceeds to box 918. In box 918, the remaining power of the charging station is used to charge the (n+1)th vehicle.

[0075] Figure 10 A charging network 1000 for charging vehicles is shown. Figure 10Data flow within a charging network 1000 is illustrated. The charging network 1000 includes a charger 1002, a backend 1004, and various vehicles, as illustratively shown by a first vehicle 1006 and a second vehicle 1008. The charger 1002 can be a public charger or a residential charger, such as a charger located in a residential garage. The vehicles communicate with the charger 1002 and the backend 1004. The first vehicle 1006 provides first vehicle data 1010 to the backend 1004, and the second vehicle 1008 provides second vehicle data 1012 to the backend 1004. The backend 1004 uses the first vehicle data 1010 and / or the second vehicle data 1012 to calculate charging limits and provides these limits to the charger 1002. A first charging limit 1014 is provided to the first vehicle 1006, and a second charging limit 1016 is provided to the second vehicle 1008. The first vehicle 1006 can send a first power request 1018 to the charger 1002, and the charger can send a first charger limit 1020 to the first vehicle. Similarly, the second vehicle 1008 can send a second power request 1022 to the charger 1002, and the charger can send a second charger limit 1024 to the second vehicle.

[0076] Figure 11-16 It describes the priority charging at residential charging stations. Figure 11 Figure 1100 shows the intelligent power-sharing algorithm running in the background. The background receives various inputs from the vehicle, including charging limits, target settings, and time parameters. Charging limits may include electric vehicle limits 1102, charging station limits 1104, and / or home limits 1106. Target settings may include the target charging level 1108 (TCL) and current charging state (current SOC[i] 1110) for various vehicles connected to the charging station. Time parameters may include the current time 1112, departure time 1114, current battery capacity 1116, and timetable 1118. Timetable 1118 indicates the vehicle's preferred charging time slot.

[0077] In box 1120, backend 1004 calculates the total energy demand for up to n vehicles and, based on these parameters, calculates the total energy available for charging. This article is about... Figure 15 The details of box 1122 were discussed.

[0078] In block 1124, a charging power limit is calculated based on the selected weights (from block 1126 or block 1128) and the total capacity input from the vehicle. From block 1124, the method proceeds to either or both of blocks 1130 and 1132. In block 1130, a charging power limit for a first vehicle is provided to the first vehicle. In block 1132, a charging power limit for a second vehicle is provided to the second vehicle.

[0079] Figure 12A user interface 1200 is shown, which includes inputs that can be provided to the backend 1004. The user interface 1200 can be an application that operates on a mobile device (such as a smartphone, a human-machine interface at a vehicle, etc.). Inputs include the priority of vehicle 1202, the charging capacity of the home or residence (home limit 1106), the active priority bit 1204, and the number n of vehicles 1206. Each vehicle at the charging station is assigned a priority. The sum of the vehicle priorities is defined as equal to 100.

[0080] Figure 13 Figure 1300 shows the calculations performed to determine the energy demand of the charging station. The calculations can be performed at the vehicle, at the back office, or a combination of both. The calculations are performed using various parameters such as the vehicle's high-voltage battery capacity (HVBattCap[i] 1130), the vehicle's target SOC (TargetSOC[i] 1108), and the vehicle's current SOC (CurrentSOC[i] 1110). In box 1302, the total energy demand (TotEnergyNeed 1308) is calculated as shown in equation (1):

[0081]

[0082] In box 1304, the current SOC (current SOC[i] 1110) is used to calculate marginal utility 1310. In box 1306, the vehicle software for each vehicle provides the charger capacity (ChargerCap[i] 1312), home charger capacity (HomeCap 1314), and total active charging time (TotActvChrgTm[i] 1316). Total energy demand, marginal utility, charger capacity, home charger capacity, and total active charging time are provided to backend 1004.

[0083] Figure 14 A graph 1400 illustrating utility versus charging range in an illustrative embodiment is shown. The range is shown along the horizontal axis in miles (and may alternatively be shown as a percentage of full charge (%SOC)), and utility is shown along the vertical axis as values ​​between 0 and 1. Although the values ​​along the vertical axis can be 0% to 100% or another useful metric. Curve 1402 represents utility versus range. The marginal utility of a selected SOC can be determined by taking the slope 1404 of curve 1402 at the selected SOC. The marginal utility can be sent to a background process for making a determination regarding vehicle charging.

[0084] Figure 15 Figure 1500 shows the background calculations used to determine the total available energy at the charger. Figure 1500 illustrates the process in... Figure 11The calculations are performed in box 1122. The charger communicates its limits / capacities to the vehicles, which then relay them to the backend. In box 1502, the summing device sums the charger capacities 1312 for each of the n vehicles at the residential charger to obtain the total charger capacity 1504. In box 1506, the maximum total power 1508 is determined as the minimum selected from the total charger capacity 1504 and the home capacity (HomeCap 1314). In box 1510, the maximum total power 1508 is multiplied by the total active charging time 1316 to output the total available energy 1512.

[0085] Figure 16 Figure 1600 illustrates the additional background calculations used to determine power limits. Figure 1600 describes the process in... Figure 11 The calculation is performed in block 1124. The total energy demand at the charger (TotEnergyNeed 1308) and the available total energy 1512 are compared at the first comparator 1602. If the total energy demand (TotEnergyNeed 1308) is greater than the available total energy 1512, the first comparator 1602 outputs a TRUE value. Otherwise, it outputs a FALSE value. If the output of the first comparator 1602 is FALSE, the method proceeds to block 1604. In block 1604, the vehicle's power limit 1620 is calculated as shown in equation (2):

[0086] Power limit [i] = maximum total power / n Equation (2)

[0087] If the output of the first comparator 1602 is true, the method proceeds to the first AND gate 1606. The comparator output (true) and the value of the priority charging valid bit 1204 are input to the first AND gate 1606. If the output of the first AND gate 1606 is true, the method proceeds to block 1608. In block 1608, the vehicle power limit 1620 is calculated as shown in equation (3):

[0088] Power limit[i] = maximum total power * priority[i] Equation (3)

[0089] If the output of the first AND gate 1606 is false, the method proceeds to the second AND gate 1610. The second AND gate 1610 receives the output of the first AND gate 1606 and the result of the marginal utility calculated from the second comparator 1612.

[0090] The second comparator 1612 compares the marginal utility 1310 with the marginal utility threshold 1613. When the marginal utility 1310 is less than the marginal utility threshold 1613, the second comparator 1612 outputs a true value. This value is sent to the second AND gate 1610, where it is input to an AND operation along with the output of the first AND gate 1606. If the second AND gate 1610 outputs a true value, the method proceeds to block 1614.

[0091] In box 1614, the percentage power 1616 of the vehicle is calculated based on marginal utility, as shown in equation (4):

[0092] Percentage power[i] = (marginal utility[i]) / ∑ i Marginal utility[i]

[0093] Equation (4)

[0094] Then, the power limit 1620 is calculated as shown in equation (5):

[0095] Power limit[i] = maximum total power * percentage power[i] Equation (5)

[0096] Returning to the second AND gate 1610, if the output is false, the method proceeds to box 1618. In box 1618, power limit 1620 is calculated using equation (3).

[0097] Figure 17 Figure 1700 illustrates the subsequent calculations at the vehicle. The vehicle (e.g., first vehicle 1006) receives the vehicle's power limit 1620 calculated in the background. The vehicle then performs calculations to determine the vehicle's power station requirement 1702. This power station requirement 1702 is then sent to the charger 1002.

[0098] The terms “a” and “an” do not indicate a limitation of quantity, but rather that at least one of the referenced items is present. Unless the context clearly indicates otherwise, the term “or” means “and / or”. Throughout the specification, the reference to “aspect” means that a particular element described in connection with that aspect (e.g., a feature, structure, step, or characteristic) is included in at least one aspect described herein, and may or may not be present in other aspects. Furthermore, it should be understood that the described elements may be combined in any suitable manner in the aspects.

[0099] When an element, such as a layer, film, region, or substrate, is referred to as being “on” another element, it can be directly on the other element, or there may be intermediate elements present. Conversely, when an element is referred to as being “directly” on another element, there are no intermediate elements present.

[0100] Unless otherwise stated herein, all test standards are the most recent standards in force as of the filing date of this application, or, if priority is claimed, the filing date of the earliest priority application in which a test standard appears.

[0101] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains.

[0102] While the foregoing disclosure has been described with reference to exemplary embodiments, those skilled in the art will understand that various changes can be made and elements can be substituted with equivalents without departing from its scope. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of this disclosure without departing from the basic scope of this disclosure. Therefore, it is intended that this disclosure be limited to the specific embodiments disclosed, but will include all embodiments falling within its scope.

Claims

1. A method for operating a charging station, comprising: When the first vehicle connects to the charging station, the first departure time and first power demand of the first vehicle are received; The first vehicle is charged at a first charging rate to meet the first vehicle's first departure time; After the first vehicle is connected to the charging station, when the second vehicle is connected to the charging station, the second departure time and the second power demand of the second vehicle are received. The second vehicle is charged at a second charging rate to meet the second vehicle's second departure time; After the first and second vehicles are connected to the charging station, when the third vehicle is connected to the charging station, the third departure time and third power demand of the third vehicle are received. Suspend charging of at least one of the first vehicle and the second vehicle, and suspend charging of the first vehicle when the first estimated charging time of the first vehicle is earlier than the first departure time, and suspend charging of the second vehicle when the second estimated charging time of the second vehicle is earlier than the second departure time. and While suspending charging of at least one of the first vehicle and the second vehicle, the third vehicle is charged at the charging station.

2. The method according to claim 1, further comprising transmitting power from the first vehicle and the second vehicle to the third vehicle while suspending charging.

3. The method of claim 2, further comprising requesting permission from the owner of one of the first and second vehicles that has suspended charging to discharge from one of the first and second vehicles to the third vehicle.

4. The method according to claim 1 further includes establishing a first priority for the first vehicle and establishing a second priority for the second vehicle, and providing a first charging power to the first vehicle and a second charging power to the second vehicle based on the first priority and the second priority.

5. The method according to claim 1, further comprising resuming charging of one of the first vehicle and the second vehicle when the calculated remaining charging time of the first vehicle is equal to or greater than the difference between the first vehicle's first departure time and the current time, and the calculated remaining charging time of the second vehicle is equal to or greater than the difference between the second vehicle's second departure time and the current time.

6. A charging station, comprising: A first charging cable for connecting to the first vehicle; A second charging cable for connecting to a second vehicle; A third charging cable for connecting to a third vehicle; The processor is configured as follows: When the first vehicle connects to the charging station, the first departure time and first power demand of the first vehicle are received; The first vehicle is charged at a first charging rate to meet the first vehicle's first departure time; After the first vehicle is connected to the charging station, when the second vehicle is connected to the charging station, the second departure time and the second power demand of the second vehicle are received. The second vehicle is charged at a second charging rate to meet the second vehicle's second departure time; After the first and second vehicles are connected to the charging station, when the third vehicle is connected to the charging station, the third departure time and third power demand of the third vehicle are received. Suspend charging of at least one of the first vehicle and the second vehicle, and suspend charging of the first vehicle when the first estimated charging time of the first vehicle is earlier than the first departure time, and suspend charging of the second vehicle when the second estimated charging time of the second vehicle is earlier than the second departure time. and While suspending charging of at least one of the first vehicle and the second vehicle, the third vehicle is charged at the charging station.

7. The charging station of claim 6, wherein the processor is further configured to transfer power from one of the first and second vehicles that is temporarily suspended from charging to the third vehicle.

8. The charging station of claim 7, wherein the processor is further configured to request permission from the owner of one of the first and second vehicles that has suspended charging to discharge from one of the first and second vehicles to a third vehicle.

9. The charging station of claim 6, wherein the processor is further configured to establish a first priority for the first vehicle and a second priority for the second vehicle, and to provide a first charging power to the first vehicle and a second charging power to the second vehicle based on the first priority and the second priority.

10. The charging station of claim 6, wherein the processor is further configured to resume charging of one of the first vehicle and the second vehicle when the calculated remaining charging time of the first vehicle is equal to or greater than the difference between the first vehicle's first departure time and the current time, and the calculated remaining charging time of the second vehicle is equal to or greater than the difference between the second vehicle's second departure time and the current time.

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