Charging cable with controller

Abstract

A charging cable (100) configured to electrically couple a vehicle battery (16) to a mains power source (170), comprising: a vehicle connector (122) configured to connect to a charging port (12) on a vehicle (10); a data module (104) configured to receive network data from the network power source (170) and to receive vehicle data from the vehicle (10); a control module (102) communicatively coupled to the data module (104), the control module (104) configured to connect the grid power source (170) to the charging port (12) based on both the grid data and the vehicle data; a data communication system configured to communicate with a home area network and configured to communicate with the vehicle (10); and a user interface configured to display a charge status of the vehicle battery (16) and configured to accept user input; wherein the network data comprises network tariffs containing the cost of electricity based on a network tariff scheme that includes changes in the network tariffs based on one or more of the following factors: a time of day, a time of year, and peak demand consumption; wherein the vehicle data comprises a charge level of the vehicle battery (16); and wherein the control module (102) is configured to connect the grid power source (170) to the charging port (12) based on both the charge level of the vehicle battery (16) and reduced charging costs based on the grid tariff scheme in combination with one or more of the following factors: a time of day, a time of year, and a peak demand consumption.

Description

Technical area

[0001] The invention relates generally to charging cables for electric and electric hybrid vehicles and more particularly to a charging cable designed to couple a vehicle battery to a mains power source. background

[0002] In many electric vehicles, including plug-in electric hybrid vehicles, a vehicle battery is charged from a mains power source, such as a public or private outlet that receives electricity from an electrical grid. A charging cable is used to connect the vehicle mains power source to the vehicle battery.

[0003] Charging cables connect a charging system in the electric vehicle to a power grid. Once connected, the vehicle charging system typically begins charging the vehicle's battery until the battery is fully charged. To reduce costs, a user can wait to plug in a vehicle until grid tariffs are reduced, such as during nighttime, but this is likely to result in situations where the vehicle does not charge if the user forgets or is unable to plug in the charging cable at the correct time.

[0004] In a power consumption management system known from US 2002 / 0158749 A1, electrical energy is delivered from a power plant via a high-voltage line to a power connection to which a mobile plug that can be connected to an electric vehicle can be coupled. A communication connection is provided for the exchange of signals between the mobile plug and the power connection, and for the exchange of signals between the movable plug and a remote server system of the power plant company. The power connection controls the output of electrical energy based on a code key. The mobile plug first receives an identification code of the power connection from the power connection, which it transmits along with its own identification code to the server system of the power plant company in order to request the corresponding code key from the server system.The power plant company's server system then compares the mobile plug's identification code with user data previously stored in the server system. If the code matches, the power plant company's server system sends the requested code key to the mobile plug, which then transmits this code key to the power connection. With the correct code key, the power connection is finally enabled to supply electrical energy. For automatic calculation of power consumption, information relating to the respective power consumption is transmitted from the mobile plug to the power plant company's server system via the relevant communication connection.

[0005] EP 1 059 190 A1 describes a power supply system for electric vehicles which is designed to determine the currently available capacity of a respective rechargeable vehicle battery.

[0006] US 2008 / 0 039 989 A1 describes a power supply system with a plurality of consumers connected to a power grid, such as electric vehicles, in which the consumers are connected via a respective communication connection to a remote power flow controller which is provided with power flow measurement via which the power flow to and from the consumers can be detected.

[0007] Further prior art is also provided by DE 696 02 739 T2. Specifically, this document discloses devices and a method for rapidly recharging the batteries of an electric vehicle, addressing the cost aspect of charging and the state of charge during battery charging. Summary

[0008] The invention is based on the object of providing a charging cable of the type mentioned above, which ensures convenient charging of the vehicle battery at reduced network tariffs.

[0009] According to the invention, this object is achieved by a charging cable having the features of claim 1. Preferred embodiments of the charging cable according to the invention emerge from the subclaims, the present description and the drawing.

[0010] The charging cable according to the invention is designed to electrically couple a vehicle battery to a mains power source. The charging cable according to the invention comprises a vehicle connector designed to establish a connection to a charging port on a vehicle; a data module designed to receive grid data from the mains power source and to receive vehicle data from the vehicle; and a control module communicatively coupled to the data module, wherein the control module is designed to connect the mains power source to the charging port based on both the grid data and the vehicle data; wherein the grid data includes grid rates containing the cost of electricity based on a grid rate schedule that includes changes in the grid rates based on one or more of the following factors: a time of day, a time of year, and peak demand consumption;the vehicle data includes a charge level of the vehicle battery; and the control module is configured to connect the grid power source to the charging port based on both the charge level of the vehicle battery and reduced charging costs based on the grid tariff scheme in combination with one or more of the following factors: a time of day, a time of year, and a peak demand consumption.;

[0011] This training not only ensures convenient charging of the vehicle battery, but also ensures that the vehicle battery is charged at the respective reduced grid rates.

[0012] Preferably, the charging cable comprises a communication module which is communicatively coupled to the data module, wherein the communication module is designed to send and receive the network data and the vehicle data via a network. Description of the drawings

[0013] A more complete understanding of the subject matter may be obtained by reference to the detailed description and claims when considered in conjunction with the following figures, wherein like reference numerals indicate like elements, and Fig. 1 is a diagram illustrating an electric vehicle and an exemplary charging cable; Fig. 2 is a block diagram illustrating an exemplary charging cable; Fig. 3 is a perspective view of an exemplary charging cable; Fig. 4 is a diagram illustrating an exemplary charging cable as part of a network; and Fig. 5 is a flowchart of an exemplary method for charging a vehicle. Detailed description

[0014] The following detailed description is merely exemplary in nature. Furthermore, it is not intended to be limited by any expressed or implied theory presented in the above technical field, background, brief summary, or the following detailed description.

[0015] In an exemplary embodiment, a charging cable for an electric vehicle includes a control module configured to control an electrical coupling in a module of the charging cable based on grid rates to achieve lower costs for charging the electric vehicle. The exemplary charging cable may also communicate with the grid power source, such as a grid power utility, to receive grid rate information and monitor and record customer energy usage data and transmit it to the grid power utility or another recipient. In one embodiment of the charging cable, the control module in the cable determines a charging scheme for reduced charging costs in accordance with the grid rates. The control module then instructs the electrical coupling to connect the vehicle for charging or to disconnect the vehicle from the grid power source in accordance with the charging scheme.Details of several exemplary embodiments will now be presented with specific reference to the drawing figures.

[0016] Fig. 1 shows a charging cable 100 with a network end 110 and a vehicle end 120. Fig. 1 also shows a vehicle 10 having a charging port 12, a vehicle charging system 14, and a vehicle battery 16. The vehicle 10 is illustrated in a garage with an AC outlet 172 connected to an AC power source 170. The vehicle 10 may be any plug-in electric vehicle, including a plug-in electric hybrid vehicle. The vehicle end 120 of the charging cable 100 in the exemplary embodiment is configured to connect to the charging port 12 to electrically couple the vehicle charging system 14 and the vehicle battery 16 to the AC power source 170 when the AC end 110 is connected to the AC power source 170 via the AC outlet 172.

[0017] Fig. 2 shows a block diagram of an exemplary embodiment of a charging cable 100 with a control system 105. In the exemplary embodiment, the control system includes a control module 102, which includes a processor, a data module 104, a measurement module 106, a communication module 130 with a receiver 132 and a transmitter 134, a display module 140 with a user interface display, a user input module 150 with a user input device, and an electrical coupling 160. In alternative embodiments, modules may be separate from the control system 105 and coupled to the control system 105, respectively. The control system 105 may be housed in a housing at the network end 110 or vehicle end 120, or in a separate housing connected to the charging cable 100.Alternatively, the control system 105 may comprise modules housed in different housings, which are respectively connected to the charging cable 100 and communicatively coupled.

[0018] In an exemplary embodiment, the charging cable 100 includes a power connector 112 and a ground fault current interrupt (GFCI) device 114 in the power end 110. The power connector 112 is configured to connect to the power outlet 172 ( Fig. 1). The AC outlet 172 may be configured as any type of AC outlet, e.g., 110 volts or 220 volts. The AC connector 112 may be configured to connect to a standard type of AC outlet or may be configured to accept adapters for connecting to more than one type of AC outlet. In one embodiment, the AC end 110 includes a measurement module 106 that detects the voltage level available at the AC outlet. The charging cable 100 may be used with AC outlets configured to supply 110 VAC or 220 VAC, as well as other voltages, such as any AC voltage available in the U.S. or internationally.

[0019] The control module 102 may be a module implemented on a circuit board and may be implemented with a processor. In an exemplary embodiment, the control module 102 determines a charging scheme for a vehicle battery based on a voltage level of the grid voltage, the vehicle battery level, grid electricity rates, and a charging speed. Other factors may be used to determine a charging scheme for a vehicle battery, including a predicted time to reach a full charge. The information used to determine the charging scheme may be stored in the data module 104. In the exemplary embodiment, the control module 102 obtains grid data from the electric utility or other grid power source and also obtains vehicle data from the vehicle.

[0020] In the exemplary embodiment, the grid data includes grid rates, which represent the cost of electricity based on a schedule that includes changes in grid rates based on many different factors, such as the time of day, the time of year, peak demand usage for an area or household, and peak demand usage for the electric utility. The grid data may also include information received from the electric utility related to the current conditions of an electric grid to which the charging cable 100 is connected. In the exemplary embodiment, the vehicle data includes the vehicle battery level and other information related to the vehicle battery and the vehicle. The control module 102 may use vehicle data, grid data, and other data, such as information from a metering module 106, to determine a charging schedule with a lower cost for charging.In an alternative embodiment, the control module 102 may determine a charging scheme based on grid peak consumption and demand, and may periodically update the charging scheme based on new data received regarding the peak consumption and demand from the grid power source.

[0021] In the exemplary embodiment, the control module 102 is communicatively coupled to instruct the electrical coupling 160 to control the current supplied to the vehicle charging system 14. In one embodiment, the electrical coupling 160 is a switch that connects the mains power between the ends of the charging cable 100 and allows current to flow to charge the vehicle battery 16. The electrical coupling control device 160 may be any type of switch, such as a relay or a transistor, controlled by the control module 102. In one embodiment, the electrical coupling 160 controls the current flowing through the charging cable 100 and may include a current limiting switch or other device for controlling the current.

[0022] The data module 104 is any module configured to store data. In the exemplary embodiment, the data module is implemented as a random access memory. Various types of memory, such as random access memory, flash memory, read-only memory, drum memory, magnetic core memory, bubble memory, twistor memory, and / or other types of magnetic or non-magnetic data storage, may be used for the data module 104.

[0023] The measurement module 106 is any hardware and / or software module capable of measuring the electrical characteristics of the current present at the AC outlet 172 and the current flowing through the charging cable 100. In an exemplary embodiment, the measurement module 106 includes circuitry for measuring the voltage level of the AC current at the AC outlet 172, such as a voltmeter or voltage comparator circuit, and also includes circuitry for measuring the current flowing through the charging cable 100 to the vehicle 10, such as an ammeter. Data related to the measured values ​​is stored in the data module 104. In one embodiment, the control module 102 uses the value of the AC voltage level and the value of the current flowing through the charging cable 100 to calculate the energy used to charge the vehicle battery 16, such as the total watts or kilowatts consumed.The control module 102 may also calculate the cost of the energy used based on grid rates, such as the cost per kilowatt / hour, to determine the average cost of charging the vehicle. In one embodiment, the data module also receives odometer reading information from the vehicle 10 and calculates the cost of charging the vehicle battery 16 per mile.

[0024] The communication module 130 is any device configured to send and / or receive data. In one embodiment, the communication module 130 is a device configured to wirelessly send and receive signals using a wireless communication standard, such as any of various IEEE standards or other standards. In further embodiments, the communication module 130 is a device configured to send data over a wired connection, such as a power cord, a network cable, or another data cable. The communication module 130 may use devices to connect to a network, such as a personal local area network, a home area network, a wide area network, and / or other networks.In one embodiment, the communication module 130 sends data to a vehicle communication device in the vehicle 10, such as a radio frequency transceiver, which sends data over a network. The communication module 130 may send data, such as energy consumption data, over a network to the grid source. In one embodiment, in full-duplex mode, the communication module 130 sends and receives the data simultaneously. In other embodiments, the communication module 130 sends and receives the data in half-duplex mode. In an alternative embodiment, the communication module 130 sends data over a network to a processor that determines a charging scheme for the vehicle battery 16 and sends the charging scheme as grid data to the communication module 130. The communication module 130 may be used to send and receive data over a network to enable a user interface.A user may receive information regarding the energy consumption of the vehicle 10 and provide input to adjust the charging scheme.

[0025] In the embodiment shown in Fig. 2, a user interface may be part of a control system 105 that includes a display device 140 and a user input device 150. The display 140 is any device that conveys information in a visual form. In one embodiment, the display 140 may be, for example, an LCD panel capable of displaying various characters as commanded by the control module 102. The user input device 150 may be any device that allows a user to enter data into the control system 105.

[0026] In the embodiment shown in Fig. 3, a user interface includes the display 140, which includes light-emitting diodes (LEDs) 141-147, and the user interface device 150, which includes an override button 124. A power cable 101 and a communication cable 103 may be coupled between the mains end 110 and the vehicle end 120. In the exemplary embodiment, the charging cable 100 includes an indicator device in the form of light-emitting diodes at both ends of the charging cable 100. Additional indicator devices may be used in one or both ends of the charging cable 100, as well as in additional housings connected to the charging cable 100. The mains end 110 may include various diodes to indicate different states. For example, a first LED 141 may indicate whether power is present at the mains power outlet 172. A second LED 142 may, for example,indicate whether a corresponding grounded circuit is detected in the AC outlet 172, and a third LED 143 may indicate the status of the charging scheme. Further embodiments may indicate any other type of information in any manner.

[0027] In exemplary embodiments using light-emitting diodes, the LEDs may indicate a status by emitting light with changing colors, emitting light as a steady light, emitting light as a flashing light, and / or emitting light at different brightness levels. The first LED 141 and the second LED 142 In the exemplary embodiment, the second LED 142 emits a steady light to indicate that proper electrical connections are detected at the AC power outlet 172 and is off to indicate that such electrical connections are not detected. In one embodiment, when power is detected at the AC power outlet 172 and an improper ground connection is detected, the second LED 142 indicates a flashing light to indicate the improper ground connection. In the exemplary embodiment, the third LED 143 indicates with a flashing green light that the vehicle battery 16 is currently charging and indicates with a steady green light that charging is complete. The third LED 143 may emit a flashing amber light to indicate when charging is delayed based on the charging scheme.In further embodiments, LEDs and other indicators may indicate states and status using other methods and structures.

[0028] In the exemplary embodiment, the vehicle end 120 of the charging cable 100 includes three LEDs (fourth LED 145, fifth LED 146, and sixth LED 147) that indicate the same status in the same manner as the first, second, and third LEDs. The indicators can be arranged at both ends of the cable to display the same status information in two locations. Additional indicators can display the same information or different information in one or more locations.

[0029] In an exemplary embodiment, the charging cable 100 includes safety devices such as a ground fault interruption (GFCI) circuit. A GFCI circuit may be housed in the mains end 110 and may include a GFCI test button 116 and a GFCI reset button 118. The GFCI circuit compares the current on the AC lines. An imbalance between the AC lines indicates a ground fault, and the circuit is opened, such as when a ground fault occurs.

[0030] The charging cable 100 may include a user input device such as an override button 124. The override button 124 is used to override a charging delay. In one embodiment, when a user connects the vehicle end 120 with the vehicle connector 122 to the charging port 12 ( Fig. 1) to charge the vehicle battery 16, the control system 105 ( Fig. 2) determine whether correct connections to the mains power via the mains socket 172 ( Fig. 1) and with the vehicle charging system 14. The control module 102 ( Fig. 2) may then send signals to the display 140 to indicate the status of the electrical connections. The control module 102 may determine, based on a charging scheme, that a delay in charging would provide a favorable cost benefit. In this example, the control module 102 sends a signal to the display 140 to indicate that charging is delayed. If the user does not wish to delay charging, but wishes to override the delay and begin charging immediately, the user may press the override button 124. The control module 102 will then receive a signal from the override button 124 and send a signal to the electrical coupling device 160 ( Fig. 2) to begin charging. The control module 102 may also send a signal to the display 140 to indicate that the vehicle battery 16 is currently being charged. In further embodiments, other user input devices such as a touch screen, multiple buttons, dials, switches, and / or keys may be used. In one embodiment, as in Fig. 4, a user input device may be a computer 180 connected to the communication module 130 via a network 200.

[0031] Fig. 4 shows a charging cable 100 connected to the network 200 via a data transmission link 202. The mains power source 170, the computer 180, the vehicle 10, and / or the power generator 190 may also be connected to the charging cable 100 via data transmission links 202, which are connected to the network 200. Other devices, e.g., a home energy management system, may also connect to the charging cable 100 via the network 200. The network 200 may be a network, as in the exemplary embodiment of Fig. 4. Alternatively, the network 200 may comprise multiple networks. The devices connected to the network 200 may have additional data transmission sections 202 between the devices or fewer data transmission sections 202 than those shown in Fig. 4 are shown.

[0032] The grid power source 170 is any part of a power system that can send and / or receive information. In one embodiment, the grid power source 170 is an electricity meter that receives and forwards information about the state of the electrical grid. In another embodiment, the grid power source 170 is a central controller for a portion of the power grid. The grid power source 170 can exchange information with the charging cable 100 for various purposes. In one embodiment, the grid power source 170 receives, for example, consumption data related to the power used to charge the vehicle battery 16 ( Fig. 1) and formats the information for display to the customer. Communication with the charging cable 100 can also be used to manage power consumption and peak power consumption via the utility grid. For example, the utility power source 170 can detect a condition of the utility grid at or near production capacity and can communicate with the charging cable 100 to delay charging of the vehicle battery or reduce the current supplied to the vehicle battery 16 to reduce the current load on the utility grid. The utility power source 170 can receive information regarding the current charging scheme, including a predicted termination time, and adjust the charging scheme to manage the load on the utility grid. The utility power source 170 can communicate with the charging cable 100 via the communication module 130 for other purposes and functions.

[0033] In one embodiment, charging cable 100 receives information regarding a current geographic location of charging cable 100 and vehicle 10. The current geographic location may be received via network 200 or via communication with a device in vehicle 10, such as a GPS receiver or other wireless receiver. The current geographic location may be used to determine which power generator 190 is supplying power and to determine the rate structure of power generator 190. In an alternative embodiment, charging cable 100 determines the current geographic location based on the network connectivity of network 200.For example, the charging cable 110 may connect to a home area network using one network connection when the vehicle 10 is being charged at the home location, and may connect to another network connection when the vehicle 10 is being charged at an office location. In the exemplary embodiment, the charging cable 100 includes remote charging settings for charging the vehicle 10 when no current geographic location information is received during charging of the vehicle 10. The charging cable 100 may also store remote charging information from charging at a remote location and may transmit the remote charging information to the electric utility for billing purposes. This may facilitate billing between the participating electric utility and the vehicle owner regardless of the charging location and / or the utility grid.

[0034] In one embodiment, the charging cable 100 facilitates peak load management on the electrical grid by varying the charging start time. This may be useful when many different vehicles or other electrical devices are set to automatically begin drawing power when grid rates change, thereby generating a power spike when grid rates change. For example, the charging cable 100 may include a random number generator to delay the start of charging from the start of reduced grid rates, while still allowing the vehicle battery to be fully charged at reduced grid rates. In the exemplary embodiment, if a significant portion of the devices use a random delay, the power spike may be reduced.Alternatively, load management may be accomplished by communicating with the power generator 190 or another control source for the grid power source 170 using commands to reduce or delay charging of the vehicle 10 at specified times.

[0035] Computer 180 is any computer that can be operated by a person. In one embodiment, computer 180 communicates with charging cable 100 to adjust the charging schedule. For example, if a user wants to change a regular charging schedule so that charging would be completed at different times on different days, one embodiment may allow the user to adjust the schedule using computer 180. Charging cable 100 may collect data, such as grid data and vehicle data, and transmit the data to computer 180 for display to the user.

[0036] The power generator 190 is any company that supplies electricity used to charge the vehicle battery 16. The power generator 190 can communicate with the charging cable 100 and can receive data from the charging cable 100 for billing or other purposes. In one embodiment, the power generator 190 transmits grid rate information over the network 200. The grid rate information is received by the charging cable 100 for use in a charging scheme.

[0037] Fig. 5 shows a flowchart according to an exemplary method 500 for charging a vehicle battery. The exemplary method 500 begins at step 510. In the exemplary embodiment, when the power connector 112 ( Fig. 2) with the mains socket 172 ( Fig. 1), the charging cable 100 displays the grid status (step 512). The grid status may be displayed at one or more locations, such as the vehicle end 120 and the grid end 110 ( Fig. 3). With the displayed grid status, a user can quickly determine whether the grid power is available to charge the vehicle battery 16 ( Fig. 1). The charging cable may be connected to the charging port 12 before or after a connection to the mains power source 170 has been established.

[0038] After the power has been properly connected to the charging cable 100 in the exemplary method 500, the charging cable may be connected to the vehicle connector 122, which is connected to the charging port 12 on the vehicle 10 ( Fig. 1). In the exemplary embodiment, connecting the vehicle connector 122 to the vehicle 10 forms a data transmission coupling between the vehicle 10 and the control module 102 ( Fig. 2). In further embodiments, the data transmission with the vehicle 10 is established using a wireless data transmission. In the exemplary embodiment in which the control module 102 is communicatively coupled to the vehicle 10, the control module 102 receives vehicle data (step 514). The vehicle data may be stored in the data module 104 ( Fig. 2) and may include the status of the charging information for the vehicle battery 16 as well as other data.

[0039] In step 516, as in the exemplary method 500 of Fig. 5, the control module 102 receives grid data. The grid data may include a grid tariff schedule that has different tariffs for electricity consumption at different times. For example, the grid tariffs may be lower during the night, e.g., from 9:00 PM to 7:00 AM. The grid tariffs may change based on many factors. In one embodiment, the grid data also includes information regarding peak load in the power grid. The grid data may be received from the power generator 190 ( Fig. 4) via any data transmission method, such as the Internet or through a telephone system with a cellular network. In the exemplary embodiment, the charging cable 100 stores the network data in the data module 104 ( Fig. 2).

[0040] In the exemplary embodiment, the control module 102 ( Fig. 2) a charging scheme (step 518) based on the vehicle data and the network data. In the exemplary method 500 shown in Fig. 5, in step 518, the charging cable 100 continues to receive vehicle data and grid data and continues to update the charging scheme. In one embodiment, the vehicle data is used to estimate the current required to fully charge the vehicle battery 16. The grid data may include the voltage level available at the AC outlet 172 and the maximum amperage for the current delivered to the vehicle battery. In the exemplary embodiment, the available voltage level and maximum amperage are used to calculate a maximum charging rate, and the estimated current demand is used with the maximum charging rate to determine an estimated minimum charging time. A charging completion time may be determined by default, such asthe time at which grid rates change from low cost to higher cost, or may be received as input from a user. The charging completion time is used in the exemplary embodiment along with the estimated minimum charging time to determine when charging begins. Charging may begin before the start of reduced grid rates, e.g., if the estimated charging time is longer than the period of lower grid rates. In further embodiments, other factors are used to determine and update the charging scheme, e.g., user input received via the network 200 (. Fig. 4) or via the user input device 150 ( Fig. 2) can be received. In one embodiment, the charging scheme is ignored if a user provides an input to override the charging scheme, so that charging begins at the highest available power rating, regardless of cost or other factors. The charging completion time can also be determined based on a battery state of charge (SOC).

[0041] In the example method 500, the control module 102 uses the charging schedule to determine when the charging system 14 ( Fig. 1) in the vehicle 10 is to be connected to the mains power supply 170. The control module 102 ( Fig. 2) controls the electrical coupling 160 (step 520) based on the reduced cost charging schedule to charge the vehicle battery 16. The example method 500 allows a vehicle user to connect the charging cable 100 to the vehicle 10 at any time before the lower grid rates are available and still enjoy the benefits of lower charging costs. For example, a driver of a vehicle 10 may arrive home or another location with an AC outlet 172 and connect the charging cable 100 to the AC outlet 172 and the vehicle port 12 at 5:00 PM. In this example, the charging cable 100 then receives the vehicle data, including the state of charge of the vehicle battery 16, and also receives local grid rates and determines a charging schedule.The charging scheme may estimate that six hours are necessary to fully charge the vehicle battery 16 and may connect the vehicle charging system 14 to the grid power supply 170 at 9:00 PM when grid rates are reduced. In this example, charging would continue until the charging system 14 indicates that charging is complete, which may occur at approximately 3:00 AM.

[0042] In the example method 500, the control module 102 ( Fig. 2) the display 140 to display the charging status (step 522). The display 140 in the exemplary embodiment provides feedback to a user regarding the charging schedule and whether the vehicle battery 16 is currently charging or is being delayed. If charging is delayed and the user does not desire a delay, the user may indicate through user input that charging should begin. The charging schedule will then be updated, and charging may begin.

[0043] In the exemplary embodiment, the charging cable 100 ( Fig. 2) also has a measuring module 106 and measures the electrical power consumption (step 524). The measured electrical power consumption can be stored as data in the data module 104. In the exemplary embodiment, the data comprising the electrical power consumption data is transmitted via a network (step 526) to the power generator 190 ( Fig. 4). In further embodiments, the data is sent to the vehicle 10 and the computer 180 for display and / or feedback control. The example method 500 ends at 540. The example method 500 described in Fig. 5 is one embodiment of a method for charging a vehicle battery. However, other methods may include additional steps or fewer steps. The order and execution of the method steps may also be modified.

[0044] In various embodiments, the charging cable 100 can be connected to a power cable 101 ( Fig. 3) that is integrally connected to a control module and / or other modules. In further embodiments, a control module and / or other modules may be manufactured separately from the power cable 101 and connected to the network end 110 and / or the vehicle end 120. The control system 105 ( Fig. 2) can be accommodated, for example, in a module that is connected between the vehicle connector 122 and the charging port 12 ( Fig. 1) and / or in a module connected between the network connector 112 ( Fig. 2) and the mains power source 170 ( Fig. 1) is connected.

[0045] The exemplary method 500 for charging a vehicle battery and the exemplary embodiment of the charging cable 100 may provide advantages and improvements over prior art charging cables and charging methods in a number of ways. In one embodiment, the charging cable 100 provides a consumer with a convenient system for reducing the cost of charging an electric vehicle. In another embodiment, the charging cable 100 enables a power generator to manage load balance. One embodiment of the charging cable 100 enables both the consumer and the power generator to receive feedback regarding the power consumption of an electric vehicle.

[0046] The above description refers to elements, nodes, or features that are "connected" or "coupled" to one another. As used herein, unless expressly stated otherwise, "connected" means that an element / node / feature is directly connected to another element, connection, or feature in a mechanical, logical, electrical, or other appropriate sense. (or communicates directly with it). Likewise, unless expressly stated otherwise, "coupled" means that an element / connection / feature is connected either directly or indirectly to another element, connection, or feature in a mechanical, logical, electrical, or other appropriate sense. (or communicates directly or indirectly with it). The term "exemplary" is used to mean "example" and not "model." Furthermore, while the drawings may depict exemplary arrangements of elements, in a practical embodiment, additional interfering elements, devices, features, or components may be present.

Claims

[1] Charging cable (100) configured to electrically couple a vehicle battery (16) to a mains power source (170), comprising: a vehicle connector (122) configured to connect to a charging port (12) on a vehicle (10); a data module (104) configured to receive network data from the network power source (170) and to receive vehicle data from the vehicle (10); a control module (102) communicatively coupled to the data module (104), the control module (104) configured to connect the grid power source (170) to the charging port (12) based on both the grid data and the vehicle data; a data communication system configured to communicate with a home area network and configured to communicate with the vehicle (10); and a user interface configured to display a charge status of the vehicle battery (16) and configured to accept user input; wherein the network data comprises network tariffs containing the cost of electricity based on a network tariff scheme that includes changes in the network tariffs based on one or more of the following factors: a time of day, a time of year, and peak demand consumption; wherein the vehicle data comprises a charge level of the vehicle battery (16); and wherein the control module (102) is configured to connect the grid power source (170) to the charging port (12) based on both the charge level of the vehicle battery (16) and reduced charging costs based on the grid tariff scheme in combination with one or more of the following factors: a time of day, a time of year, and a peak demand consumption. [2] Charging cable according to claim 1, further comprising a communication module (130) communicatively coupled to the data module (104), wherein the communication module (130) is configured to send and receive the network data and the vehicle data via a network (200). [3] The charging cable of claim 1, wherein the control module (102) further comprises a processor that determines a charging scheme based on the grid data and the vehicle data. [4] Charging cable according to claim 1, further comprising a measuring module (106) which is communicatively coupled to the data module (104), wherein the measuring module (106) is configured to measure an electrical power consumption and generate consumption data, wherein the consumption data is stored in the data module (104), and / or further comprising a charging status indicator configured to display a charging status, and / or further comprising a mains power status indicator configured to display a mains power status, and / or wherein the mains power status includes a power connection status and a ground connection status. [5] Charging cable according to claim 4, wherein the charging cable (100) further comprises a measuring module (106) which is communicatively coupled to the data module (104), wherein the measuring module (106) is configured to measure electrical power consumption and produce consumption data, wherein the consumption data is stored in the data module (104), wherein the control module (102) preferably calculates consumption costs based on the network tariffs and the consumption data, and / or wherein the measuring module (106) comprises an electricity meter configured to measure an electrical current flowing through the charging cable (100). [6] Charging cable according to claim 1, wherein the control module (104) is configured to adjust the current supplied to the vehicle battery (16) based on the grid data and the vehicle data. [7] Charging cable according to claim 1, wherein the charging cable (100) comprises a power cable (10) to which a mains connector (112) is connected, which is designed to establish a connection with a mains socket (172), and / or wherein a power cable (101) of the charging cable (100) comprises a network end (110) and a vehicle end (120), and wherein the control module (102) comprises a first module at the network end of the cable (101) and a second module at the vehicle end of the cable (101), wherein the power cable (101) further comprises a communication cable (103) communicatively coupled to the first module and the second module, and / or wherein the charging cable (100) comprises a transmitter (14) communicatively coupled to the control module (102), the transmitter (134) being configured to transmit the vehicle data. [8] Charging cable according to claim 1, wherein the charging cable (100) comprises a display (140) which is communicatively coupled to the control module (102), wherein the display (140) is configured to display a charging status of the vehicle battery (16), wherein the display (140) preferably comprises a light-emitting diode.

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