IDENTIFICATION OF SUITABLE VEHICLE CHARGING STATIONS

Abstract

Vehicle (102, 130, 132, 216, 316, 402), comprising: a processor that is programmed to send on-board data defining a desired safety rating in response to a request to identify charging locations along a route, in response to receiving data from a remote server identifying charging stations (208, 308, 310, 408, 410, 412, 414) each having a security rating that exceeds the desired security rating, to display indicators for the identified charging stations (208, 308, 310, 408, 410, 412, 414) that are reachable from the route, and to reduce the desired safety rating as the battery charge level decreases.

Description

TECHNICAL FIELDThe present disclosure relates to identifying suitable vehicle charging stations along a travel route.BACKGROUNDAn electric vehicle must be recharged after use. A charging station may be off a desired route, located in a hazardous area, may lack available connections, may be far from a departure destination, or may provide the wrong type of power. Users of electric vehicles can recognize charging stations located near or on the route without knowing whether these locations are hazardous or unattractive. Information may not be available to the passenger or autonomous vehicle, so that an informed decision cannot be made.DE 10 2015 103 568 A1 describes a navigation system and a processing device for a vehicle. The navigation system determines a route from a current location to a selected destination. The processing device applies a template to the route. The template represents travel trends associated with a geographic area. The processing device sets the travel distance on the basis of the template before the vehicle enters the travel distance.US 2012 / 0 123 806 A1 describes insurance systems, methods and devices that include a data storage device for storing, updating and providing access to damage risk assessment data. In some embodiments, a request for information associated with a user's location identified by the user's location data may be received over a communication network. A computer processing system may then be operated to generate a safety rating associated with the user location data, the safety rating based on a plurality of damage risk factors associated with the user location data. A response containing the security rating may then be transmitted to the user via the communication network.US 2014 / 0 142 770 A1 describes a concept for initiating a charging process of an electric vehicle according to predefined charging preferences. In this case, a connection is established between the electric vehicle and a user profile comprising the predefined charging preferences, wherein the user profile is stored in a memory within a distributed processing network. A charge request message related to the electric vehicle is transmitted to a remote charge request message processor of the distributed processing network, the charge request message indicating a charge demand of the electric vehicle. The charge request message is processed using the predefined charge preferences of the user stored in the user profile to obtain user-specific result data, wherein the user-specific result data comprises information about one or more charging stations corresponding to the predefined charge preferences. The remote charge request message processor provides a result message related to the electric vehicle in response to the charge request message, the result message including the obtained user-specific result data for initiating the charging operation.None of the aforementioned prior art documents discloses the present subject matter.SUMMARYA vehicle may require electrical recharging. A request may be sent to obtain the identification of charging locations along a predefined route. Data identifying the vehicle location, route, and desired safety rating may be sent along with the request. A response may be obtained from a remote server and the results including the security rating of the charging station may be displayed. The desired safety rating may be adjusted based on the state of charge (SOC). The desired safety rating may be decreased as the battery state of charge decreases.Further, charging stations may be displayed with safety ratings exceeding desired safety ratings, activity ratings exceeding desired activity ratings, and utility ratings exceeding desired utility ratings reachable from the route. The security scores may include categorized crimilitude data, a statistical crimilitude value, or a cumulative user security score.BRIEF DESCRIPTION OF THE DRAWINGSFIG. 1 is a schematic diagram of an operating environment for a mobile vehicle communication system usable in implementations of the described principles. FIG. 2 is a schematic diagram of a display of a road map on a display screen of a vehicle. FIG. 3 is a schematic diagram of a display of a road map on a display screen of a vehicle that includes activities. FIG. 4 is a map of a route with available "daily locations", "past locations", "locations on the route", "unsafe locations", and "safe locations". FIG. 5 is an algorithm to determine an attractive charging station based on a variety of factors. FIG. 6 is a selectable display in a vehicle capable of prompting a user for a desired security rating.DETAILED DESCRIPTIONAs required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.Vehicles may be supplied with battery power (BEVs) for propulsion and other electrical loads. The battery may be recharged with a secondary power source (e.g., a charging station, an internal combustion engine, or a solar panel). The battery may be arranged in an array with other batteries to provide additional voltage or life, and any type of battery may be used. Any type of battery, including various electrolyte, anode material, cathode material combinations, or combinations thereof, may supply BEVs. In addition, capacitors may also be used to replace or supplement battery arrays. Some common batteries in BEVs may include nickel-metal hydride, lead-acid, and lithium-ion batteries. Vehicles may also be powered by a combination of battery power and engine. These vehicles, referred to as hybrid electric vehicles, employ a combination of battery and motor drive. Hybrid electric vehicles may also use charging stations to recharge the internal batteries.Vehicles may be either autonomous or user-controlled. An autonomous vehicle may automatically transport cargo or passengers to a desired location. A pre-programmed or spontaneously programmed destination is entered and the autonomous vehicle follows a generated route. Similarly, a user-controlled vehicle may also receive preprogrammed or spontaneous routing. Each of the vehicles may require recharging of the battery on the route. A global positioning system (GPS) may be used to determine the location of the vehicle. A plurality of nearby charging stations may be generated based on a distance from the route and comfort.A server may be configured to send and receive data from any number of clients. The server can be connected to a DataArt, a data memory or a database as a storage location for server data. Any number of clients may input information to the data store to provide accurate charging location data. The location data may be located on a server that is accessible via the Internet or within the vehicle itself. The server may contain data related to location scores. Location scores may include a plethora of information indicating the attractiveness of the charging location. Information used to obtain data for location assessment may include: 1) data obtained from the cloud, 2) data obtained from other users, 3) data of the nearby environment indicating the distance between the charging station and other departure destinations (e.g., warehouses, stores, restaurant, recreational centers, etc.), 4) data including crimilitary rates and statistics, 5) data indicating the general security opinion of previous users, 6) information of available charging ports, 7) characteristics of the power supply, and 8) any other information that may be required to form a location assessment.A vehicle location system may include many processors and controllers. A controller or processor will generally include any number of processors, ASICs, ICs, memory (e.g., flash memories, ROM, RAM, EPROM, and / or EEPROM), as well as software code that interact with one another to perform a series of operations. A microprocessor within a controller may further include a clock to provide timing and synchronization. A controller may communicate with other components via a CAN bus or controller area network or using other communication protocols. A control unit or processor may also communicate over wireless networks to obtain data beyond the vehicle. A vehicle control unit may send data to the server on board and may receive data from the server. A vehicle controller may provide the current state of charge or use the current charge level to the server to determine a target charging station. Sending data onboard could include data to a server external to the vehicle or to a server internal to the vehicle. The vehicle controllers and rating server may include a system for simultaneously determining available charging stations and battery state of charge.A vehicle controller may determine a battery charge status using a battery charge controller or other system. The battery state of charge may depend on numerous factors (e.g., operating time, usage, usage type, etc.). The system may use many different factors in determining nearby charging stations. For example, the charging station location system may identify the driver's route as well as the location of the next expected charging event (typically, the home or worksite). The system may also estimate or determine the route from the history (e.g., travel routes, time of day, and day of week). The system can identify "daily locations" by re-identifying GPS locations and ordering them according to the location and time at which charging or parking is usually occurring.This means, for example, that if a vehicle is parked or recharged an average of more than three times a week at a particular location, the system will use that location as a "daily location.". Similarly, if a vehicle is parked or charged more than once a month at a particular location on a particular day, the system will recognize it as a "daily location.".Further, the system may recognize "past locations" stored when a vehicle at the particular location has been loaded one or more times in the last two months.Data obtained from the cloud may include any information that a passenger may be interested in. This cloud data could include retrievable statistics from scoring sources that provide the information. This information could include restaurant ratings or shopping facilities.Users could also provide information. After or during use, a user could be instructed to evaluate the charging station based on numerous characteristics, which are then sent to the server. The users could provide information regarding security, activities, and supplies at each charging station. Some of the data may be real-time data and other data may be temporal history data. Charging stations could also be information regarding the security, activities and available supply facilities.A safety rating could include many different factors. A security assessment could include statistical information obtained from crimilitary statistics authorities. A security assessment could also include categorical information regarding the types of crimilitude occurring in the vicinity. A vehicle owner may be particularly interested in car theft statistics or reinforced crash statistics. Additionally, the security rating could be determined from a summary of user reports and responses. Users may be interrogated for past events or general safety estimates when using the charging station. Users may additionally be asked about general assessments concerning the area in which the charging station is located, such as the general call to the district or city part. Recent crashes may be presented to the passenger or vehicle in a list, or recent crashes may be displayed on a map.A utility rating could include many different factors. A utility rating could include the number of available ports. Additionally, a utility rating could include the required voltage and the adapter used to recharge the vehicle battery. The utility rating could also include the power costs at each individual charging station. A utility rating could include any practical or pragmatic factors that can be used to determine the utility of the charging station.An activity rating could include many different factors regarding departure objectives. An activity rating could include the proximity of shopping centers, stores, restaurant, recreational centers, kinos, museums, bookories, parks, and zoos. The activity rating could include any prospective activity that might make someone while he / she recharges his / her car battery.Attractive charge locations may be determined based on the state of charge (SOC) remaining in the battery. A processor may determine a likely charge level remaining on arrival at each possible charging station by estimating the watt hours required to travel the remaining distance to each charging station. The system may only display charging stations that do not require backtracking (trace-back). For example, if a driver leaves his work, the driver does not want backtracking (track back) to the worksite for the load.Additionally, if the likely charge level remaining upon arrival at the charging station falls below minimum thresholds, a controller may increasingly set intervening actions, such as reducing the desired safety rating or portions of the desired safety rating, to indicate additional charging stations that may not previously be included because the charging stations did not match the originally desired safety level.An indicator screen may notify a passenger of different predicted battery conditions. For example, if a vehicle or server estimates that the charge level will be less than 20% after reaching a "daily location", the system may indicate "about 20% remains on arrival".If a vehicle or server estimates that the charge level will be less than 10% after reaching a "daily location", then the vehicle may optimize powertrain efficiency by adjusting or entering an ECO mode of vehicle pedal request operation, air conditioning control, additional loads, HEV battery operation, regenerative braking.Further, if a vehicle or server estimates that the charge level after reaching a "daily location" will be less than 2%, then it / she may display route suggestions on the screen to pass by any "good" charge station. If a vehicle or server estimates that the charge level after reaching a "daily location" will be less than 0% (where 0% is an indicated minimum threshold and does not necessarily represent the actual battery voltage), then it / she may display route suggestions on the screen to pass any "bad" charging station. "Good" and "bad" charging stations may be identified based on their safety, activity or utility scores.If a vehicle or server estimates that the charge level after reaching a "daily location" or a "past location" is less than -5% (where -5% is an actual value below a specified minimum threshold and not a negative voltage), then it / she may show a warning or express that the customer should take a proposed route to prevent discharge. These steps may be performed by a self-controlled or autonomous vehicle. An autonomous vehicle may automatically adjust the desired safety rating to prevent discharge. With this setting, an autonomous vehicle can automatically decrease the safety rating according to the battery state of charge. This ensures that the vehicle does not fully drain the batteries. It is possible that the vehicle has only been programmed to stop at charging stations on the way to the destination. The vehicle may also be programmed to allow passengers to intervene to pick an intended charging station that does not meet the passengers' personal safety requirements.Each of the aforementioned thresholds may be set spontaneously by the manufacturer or based on road conditions. For example, a vehicle that has been driven under dangerous conditions may prefer that the -5% threshold be activated when the battery is predicted to reach 10% if it is stuck due to weather (e.g., mountain climate with snow towers). A vehicle may provide protection from the elements and heat in these situations. Therefore, none of the aforementioned thresholds are intended to be persistent.Referring to FIG. 1, a vehicle 102 may include a telematics control unit 108, a powertrain control module 104-A, a body control module 104-B, a radio transceiver module 104-C, a communication and entertainment unit 104-D, a climate control management module 104-E, a GPS module 104-F, and a user interface module 104-G. The vehicle 102 may be communicatively connected to rating and charging station location server 126 via a network 116 having a data store 122 to provide rating data. Additional vehicles 130, 132 may provide information to the evaluation and charging station location server 126 via the network 116. The network 116 may be a local controller area network, a cellular network, or the Internet. Data may be transmitted using wireless protocols (802.11, Bluetooth, GSM or CDMA) or wired protocols over any physical medium. Data can be formed into packets and has guaranteed transmission (TCP). Data may be stored in data store 122 using an SQL database or other similar relational database architecture.Referring to FIG. 2, a map 200 of a city 201 is shown. The map includes an insecure area 202 south of the railroad track 206. The card includes a secure area 204 north of the railway track 206. A starting point 214 shows a travel direction for a vehicle 216. The vehicle 216 is on the way to a worksite (not shown) in the east of city 201. Because it has a desired five star safety rating, the charging station 212 may be displayed to the vehicle 216. Because it has a desired safety rating of five stars, the fewer star charging stations 208, 210 would not be displayed to the vehicle 216. If the vehicle 216 at the assumed or disclosed destination predicts a lower battery state of charge than the desired one, the desired safety rating may be automatically set to three stars and the charging station 210 may be displayed even though the charging station 208 is closer to the predicted route. If the vehicle 216 at the assumed or disclosed destination predicts a lower battery state of charge than the desired one, the vehicle may automatically set the desired safety rating to a star and display the charging station 208 even though the charging station 208 is on the unsafe side of the railroad track.Referring to FIG. 3, a map 300 of a city 301 is shown. The map includes an insecure area 302 south of the railroad track 306. The card includes a secure area 304 north of the railway track 306. A starting point 314 shows a travel direction for a vehicle 316. The vehicle 316 is in the east of city 301 on the way to work (not shown). Because it has a desired safety rating and a desired activity rating of five stars, or an average of the desired safety rating and the desired activity rating of five stars, the charging station 312 may be displayed to the vehicle 316. The vehicle 316 would not be shown the charging stations 308, 310 with fewer stars. If the vehicle 316 has a battery with a lower state of charge, the vehicle may automatically set the desired safety rating to three stars and display the charging station 310, even though the charging station 310 is closer to the other side of the tracks. If the vehicle 316 has a battery with a minimum state of charge, the vehicle may automatically set the desired safety rating to a star and display the charging station 308 even though the charging station 308 is on the unsafe side of the tracks. Similarly, the activity rating could instead be a utility rating or other type of rating.Referring to FIG. 4, a map 400 of a route is shown. A vehicle 402 is shown. A vehicle 402 has recently left a daily worksite 404. If a predicted battery state of charge is less than 20% after reaching a "daily location" such as the daily home 406, then the predicted battery state of charge is displayed to the passenger on a screen. If a predicted battery state of charge is less than 15% after reaching a "daily location" such as the daily home 406, then the predicted battery state of charge may be audibly advertised to alert the passenger. If a predicted battery condition is less than 10% after reaching a "daily location" such as the daily home 406, then power saving actions are performed to extend battery life. If a battery state of charge after reaching a "daily location" such as the daily home 406 is less than 5%, then the vehicle 402 may suggest using the past charging stations 408, 410 or the on-route charging stations 412, 414. If the vehicle has already passed the charging station 412, it may not be proposed. The system may also identify locations with a predicted battery state of charge upon arrival. If a battery state of charge after reaching a "daily location" such as the daily home location 406 is less than 2%, then locations that are not daily, past, or on the route are displayed as long as they meet the desired safety, activity, or utility rating. If a battery state of charge after reaching a "daily location" such as the daily home location 406 is less than 0%, then locations that are not daily, past, or on the route may even be displayed if they do not meet the desired safety, activity, or utility rating. If a predicted battery state of charge after reaching a "daily location" such as the daily home 406 is less than -5%, then locations that are not daily, past, or on the route may even be displayed if they do not meet the desired safety, activity, or utility rating, and indications that the vehicle 402 should directly actuate any charging station are displayed. All of these categorical decisions are applicable to either a self-propelled vehicle or an autonomous vehicle.Referring to FIG. 5, a flowchart 500 is illustrated. Beginning at step 502, a route and location are identified with respect to the next charging location. In step 504, types of charging locations are identified. In step 506, the vehicle sends data regarding its current location and intended route to a server. In step 508, the vehicle receives data from the server identifying charging stations reachable from the route. The vehicle or server may determine the likely charge level remaining upon arrival at each potential charge station, in step 510. In step 512, the vehicle may display indicators for those identified charging stations reachable from the route that exceed the desired safety rating depending on a charging level. In step 514, the vehicle is directed to one of the charging stations having a safety rating that exceeds the desired safety rating.Referring to FIG. 6, an example of an input screen is presented with respect to a desired security rating. A user can enter the desired security rating by selecting one of the options on the display. A user could also transmit these options via a mobile device or computer. The desired safety rating could also be provided by the manufacturer based on a data collection made by the manufacturer or the cost of the vehicle.The processes, methods, or algorithms disclosed herein may be transmitted to or implemented by a processing device, controller, or computer, which may include any existing programmable electronic controller or dedicated electronic controller. Similarly, the processes, methods, or algorithms can be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on a non-writable storage medium such as ROM devices and information and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods, or algorithms can also be implemented as a software executable object. Alternatively, the processes, methods, or algorithms can be performed in whole or in part using suitable hardware components, such as application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software, and firmware components.Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. In addition, the features of various implementing embodiments may be combined to form further embodiments of the invention.

Claims

A vehicle (102, 130, 132, 216, 316, 402) comprising: a processor programmed to, in response to a request to identify charging locations along a route, send onboard data defining a desired safety rating, in response to receiving data from a remote server identifying charging stations (208, 308, 310, 408, 410, 412, 414) each having a safety rating exceeding the desired safety rating, display indicators for the identified charging stations (208, 308, 310, 408, 410, 412, 414) reachable from the route, and in order to decrease the desired safety rating as the battery state of charge decreases.The vehicle (102, 130, 132, 216, 316, 402) of claim 1, wherein the processor is further programmed to send onboard data identifying a desired activity rating and, in response to receiving data from a remote server, identify charging stations (208, 308, 310, 408, 410, 412, 414) each having a safety rating exceeding the desired safety rating and an activity rating exceeding the desired activity rating, display indicators for the identified charging stations (208, 308, 310, 408, 410, 412, 414) having the safety rating exceeding the desired safety rating and the activity rating exceeding the desired activity rating reachable from the route.The vehicle (102, 130, 132, 216, 316, 402) of claim 1, wherein the processor is further programmed to send onboard data identifying a desired utility rating and, in response to receiving data from a remote server, identify charging stations (208, 308, 310, 408, 410, 412, 414) each having a safety rating exceeding the desired safety rating and a utility rating exceeding the desired utility rating, display indicators for the identified charging stations (208, 308, 310, 408, 410, 412, 414) having the safety rating exceeding the desired safety rating and the utility rating exceeding the desired utility rating reachable from the route.The vehicle (102, 130, 132, 216, 316, 402) of claim 1, wherein the indicators identify an activity rating or utility rating for at least some of the identified charging stations (208, 308, 310, 408, 410, 412, 414).The vehicle (102, 130, 132, 216, 316, 402) of claim 1, wherein the safety rating comprises categorized crimilitity data, a statistical crimilitity value, or a cumulative user safety rating.A vehicle (102, 130, 132, 216, 316, 402) comprising: a processor programmed to, in response to a request to identify charging locations along a predefined route, send onboard data defining a desired activity rating, in response to receiving data from a remote server identifying charging stations (208, 308, 310, 408, 410, 412, 414) each having an activity rating exceeding the desired activity rating, display indicators for the identified charging stations (208, 308, 310, 408, 410, 412, 414) reachable from the route, and in order to decrease the desired activity rating as the battery state of charge decreases.The vehicle (102, 130, 132, 216, 316, 402) of claim 6, wherein the processor is further programmed to send onboard data identifying a desired safety rating and, in response to receiving data from a remote server, identify charging stations (208, 308, 310, 408, 410, 412, 414) each having a safety rating exceeding the desired safety rating and an activity rating exceeding the desired activity rating, display indicators for the identified charging stations (208, 308, 310, 408, 410, 412, 414) having the safety rating exceeding the desired safety rating and the activity rating exceeding the desired activity rating reachable from the route.The vehicle (102, 130, 132, 216, 316, 402) of claim 7, wherein the safety rating comprises categorized crimilitity data, a statistical crimilitity value, or a cumulative user safety rating.The vehicle (102, 130, 132, 216, 316, 402) of claim 6, wherein the processor is further programmed to send onboard data identifying a desired utility rating and, in response to receiving data from a remote server, identify charging stations (208, 308, 310, 408, 410, 412, 414) each having an activity rating exceeding the desired activity rating and a utility rating exceeding the desired utility rating, display indicators for the identified charging stations (208, 308, 310, 408, 410, 412, 414) having the safety rating exceeding the desired safety rating and the utility rating exceeding the desired utility rating reachable from the route.The vehicle (102, 130, 132, 216, 316, 402) of claim 6, wherein the indicators identify a safety rating or a utility rating for at least some of the identified charging stations (208, 308, 310, 408, 410, 412, 414).A method of controlling an autonomous vehicle (102, 130, 132, 216, 316, 402) comprising: sending data from onboard identifying (504, 506) vehicle location and route; receiving data from a remote server identifying (508, 510) charging stations (208, 308, 310, 408, 410, 412, 414) reachable from the route and a safety rating for each of the charging stations (208, 308, 310, 408, 410, 412, 414); decreasing a desired safety rating as a battery state of charge decreases; and directing the vehicle (102, 130, 132, 216, 316, 402) to one of the charging stations (208, 308, 310, 408, 410, 412, 414) with a safety rating exceeding (514) the desired safety rating.The method of claim 11, wherein the one of the charging stations (208, 308, 310, 408, 410, 412, 414) further comprises an activity rating that exceeds a desired activity rating.The method of claim 11, wherein the security score comprises categorized crimilitity data, a statistical crimilitity value, or a cumulative user security score.

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