IDENTIFICATION OF ACCEPTABLE VEHICLE CHARGING STATIONS

Abstract

Vehicle that includes: a processor programmed to identify charging locations along a route in response to a request, to load a third-party user review, and in response to receiving data identifying charging stations from a remote server, display a charging location rating for identified charging stations reachable from the route that exceed a desired user rating based on the third-party user rating and the data received from the remote server.

Description

TECHNICAL FIELDThe present disclosure relates to identifying acceptable vehicle charging stations.BACKGROUNDAn electric vehicle requires recharging after use. A charging station may be off a desired route, in a hazardous area or far from attraction, may have too few available plugs, or provide the wrong type of electricity. Users of electric vehicles may be able to find nearby or along-route charging stations without knowing whether these locations are hazardous, undesirable, or highly desirable. Information may not be available to the occupant or autonomous vehicle, so that an informed decision cannot be made.The publication US 2015 / 0 032 661 A1 describes a system and method for ranking charging stations or charging processes. Ranking may be performed based on user scores, e.g., from electric vehicle drivers, for example.SUMMARYA vehicle charging method and system includes identifying a charging location that a vehicle user may wish to use to charge a vehicle. The vehicle includes a processor of another circuit to identify a charging location along a route, e.g., based at least in part on third party evaluations of the charging location / charging station. The vehicle may charge a third party user rating responsive to a request to identify charging locations along a route, and display a charging location rating for identified charging stations reachable from the route and exceeding a desired user rating responsive to receiving data from a remote server identifying charging stations.In one example, the third party user score is an overall user score that includes weighted score inputs.In one example, the user score is a trusted third party score that is specified at the processor.In one example, the processor is further programmed to adjust the desired user rating based on the battery state of charge.In one example, the processor is further programmed to decrease the desired user rating as the battery state of charge decreases.In one example, the processor is further programmed to send data identifying a desired activity rating and a desired safety rating to outside the vehicle and, responsive to receiving data from a remote server, display charging stations each having a safety rating exceeding the desired safety rating, a user rating exceeding the desired user rating, and an activity rating exceeding the desired activity rating, display indicators for the identified charging stations having a safety rating exceeding the desired safety rating, a user rating exceeding the desired user rating, and an activity rating exceeding the desired activity rating and reachable from the route.In one example, the processor is further programmed to send data identifying a desired utility score to outside of the vehicle and, in response to receiving data from a remote server, identify charging stations each having a user score that exceeds the desired user score and a utility score that exceeds the desired utility score, display indicators for the identified charging stations having a user score that exceeds the desired user score and a utility score that exceeds the desired utility score and that are reachable from the route.In an example, the indicators identify at least one user score and / or usefulness score for at least some of the identified charging stations.An electric vehicle may include a processor programmed to, in response to a request to identify charging locations along a predefined route, send data identifying the vehicle position and route and defining a desired user rating based on an identified third party rating and a desired safety rating to the outside of the vehicle, and in response to receiving data from a remote server, identify charging stations each having a user rating exceeding the desired user rating and a safety rating exceeding the desired safety rating, display indicators for the identified charging stations reachable from the route.In one example, the processor is further programmed to adjust the desired user rating based on the battery state of charge.In one example, the processor is further programmed to decrease the desired user rating as the battery state of charge decreases.In one example, the processor is further programmed to transmit data identifying a desired safety rating and a desired user rating based at least in part on the identification of a current user of the vehicle and the third party rating to outside the vehicle and, in response to receiving data from a remote server, identify charging stations each having a safety rating exceeding the desired safety rating and a user rating exceeding the desired user rating, display indicators for the identified charging stations having a safety rating exceeding the desired safety rating and a user rating exceeding the desired user rating and reachable from the route.In one example, the processor is further programmed to transmit data identifying a desired usefulness score from the third party and a desired activity score from the third party to outside of the vehicle and, responsive to receiving data from a remote server, identify charging stations each having an activity score that exceeds the desired activity score and a usefulness score that exceeds the desired usefulness score, display indicators for the identified charging stations having a usefulness score that exceeds the desired usefulness score and an activity score that exceeds the desired activity score and that are reachable from the route.In an example, the indicators identify a security rating or a user rating for at least some of the identified charging stations.In one example, the security score includes categorized crimilitity data, a statistical crimilitity value, or an aggregated user security score.A method of controlling an autonomous vehicle may include sending data identifying the vehicle position and route, as well as a vehicle user, to outside the vehicle, and receiving rating data from a remote server identifying reachable charging stations from the route and, for each of the charging stations, a weighted user rating including a trusted third party rating associated with the vehicle user. In one example, the method may include adjusting a desired user rating based on a battery state of charge and the identity of the vehicle user. In one example, the method may include directing the vehicle to one of the charging stations having a user rating that exceeds the desired user rating.In one example, the adjustment is such that the desired user rating decreases as the battery state of charge decreases.In one example, one of the charging stations further has a user rating that exceeds the desired user rating.In one example, the vehicle is directed to a target charging station that is reachable at a current state of charge from the route and has a user rating and safety rating adjusted based on the battery state of charge.In one example, the trusted third party score is a charging station score from a third party previously selected by the vehicle user.In one example, the receiving includes updating user scores for a charging station location using stored third party scores selected by the vehicle user and vehicle user scores received after a charging event at the charging location.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 including activities on a display screen of a vehicle. FIG. 4 is a map of a route on which available "daily locations", "historical locations", "locations on the route", "unsafe locations", and "safe locations" are registered. FIG. 5 is an algorithm for determining a desired charging station based on a variety of factors. FIG. 6 is a selectable display in a vehicle capable of prompting a user to input a desired security rating. FIG. 7 is a schematic diagram of a method for determining a user score. FIG. 8 shows a user assessment system.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. The specific structural and functional details disclosed herein are therefore 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 can be powered by battery power for propulsion and other electrical loads (BEVs). The battery can be recharged by means of a secondary energy source (e.g. charging station, internal combustion engine or solar collector). The battery may be arrayed with other batteries to provide additional voltage or longevity, and any type of battery may be used. Any type of battery, including various combinations of electrolyte, anode material, cathode material, or combination thereof, may supply power to 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 ions. Vehicles can also be supplied with energy via a combination of battery current and internal combustion engine. These vehicles, referred to as hybrid electric vehicles, typically employ a combination of battery and engine propulsion. Hybrid electric vehicles may also utilize charging stations to charge internal batteries.Vehicles may be either autonomous or user guided. An autonomous vehicle may automatically transport cargo or occupants to a desired location. A preprogrammed or spontaneously programmed destination is entered and the autonomous vehicle follows a generated route. Likewise, a user guided vehicle may also receive preprogrammed or spontaneously programmed guidance. Both vehicles may require recharging the battery while on the route. A positioning system (GPS) may be used to determine the location of the vehicle. Multiple nearby charging stations may be generated based on distance from the route and convenience.A server may be configured to send and receive data to and from any number of clients. The server can be connected to a DataArt, data storage or a database as a repository 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 on a server that is accessible via the Internet, or within the vehicle itself. The server may include location assessment related data. Location scores may include a plethora of information indicating the attractiveness of the charging location. Information used to fill the location score may include 1. data obtained from the cloud, 2. data obtained from other users (third party data that may be referred to as reliable data by a vehicle user), 3. environmental data indicating the distance between the charging station and other attractions (e.g., shopping centers, stores, restaurant, activity centers, etc.), 4. data including crimilitude rates and statistics, 5. data indicative of the general safety feel of previous users, 6. indication of the available charging plugs, 7. characteristics of the power supply, 8. collected user scores about any given location (which may be referred to as reliable data by a vehicle user), and 9. any other information, which may be necessary to form a location assessment.A vehicle location system may include many processors and controllers. A controller or processor would generally include any number of processors, ASICs, ICs, memory devices (e.g., flash, ROM, RAM, EPROM, and / or EEPROM), and software code that cooperate 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 to other components or using other communication protocols via a CAN bus or controller area network. A controller or processor may also communicate over wireless networks to obtain data from outside the vehicle. A vehicle controller may send data off-board to the server and receive data from the server. A vehicle controller may communicate the current state of charge to the server or use the current state of charge to determine a target charging station. Sending data off-board could include data to a server located outside the vehicle or to a server inside the vehicle. The vehicle controllers and rating server may include a system for determining available charge stations along with the battery state of charge.A vehicle controller may determine a battery state of charge using a battery charge controller or other system. The battery state of charge may depend on numerous factors (e.g., operating time, usage, type of usage, 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 and the location of the next prospective charging event (usually residence or workplace). The system may also estimate the route or learn from the history (e.g., driving routes, time of day, and day of week). The system can identify "daily locations" by detecting recurrent GPS locations and organizing them according to the location and time at which charging or parking is typically occurring.This means, for example, that if a vehicle parks or loads an average more than three times a week at a particular location, the system will use that location as a "daily location.". Similarly, if a vehicle parks or charges at a particular location more than once a month on a particular day, the system will recognize it as a "daily location.".Further, the system may recognize "historical locations" that are recorded when a vehicle has loaded one or more times in the past two months at the designated location.Data obtained from the cloud could include any information that an occupant is interested in. This cloud data could include retrievable statistics from test sources that provide the information. This information could include restaurant scores or shopping attractions.Users could also provide information. After or during use, a user could be instructed to evaluate the charging station for numerous properties which are then sent to the server. The users could provide information related to security, activities, and facilities at each charging station. Some of the data may be real-time data and other data may be historically tracked. Charging stations could also send information related to available security, activities, and facilities. In some cases, a user merely provides a user score, for example, a particular number of stars from a maximum number (e.g., four of five stars) or a score expressed in numbers (e.g., a number of ten). The user rating may be based on any impression from the charging station. The user rating may take into account non-graspable impressions of the charging location, appearance, assistance from others, "feel" of the location, overfilled, left, quality of the charging experience, and the like. The user scores may be combined into an overall score. In some cases, a highly viewed user (e.g., a third party) may obtain a call as a supplier of the best user rating, e.g., most likely that another user is looking for in a charging location, and other users may follow that user's ratings, and the vehicle will provide those charging locations that meet a minimum desired rating based on the highly viewed user's ratings.A safety rating could include many different factors. A security rating could include statistical information obtained from crimilitary statistics authorities. A safety rating could also include categorical information related to types of near-occurring penalty. A vehicle owner may be particularly interested in car theft statistics or crashfall statistics. Moreover, the security rating could be determined by a collection of user reports and responses. Users can be asked for past events or general safety sensations when using the charging station. Users can also be asked for general sensations of the area in which the charging station is located, such as the widespread call to the district or city part. Recent penalty may be reported to the occupant or vehicle in a list, or recent penalty may be accurately located on a map.A usefulness rating could include many different factors. A utility rating could include the number of available plugs. In addition, a utility rating could include the required voltage and the adapter used to charge the vehicle battery. The utility rating could also include the power costs at each individual recharging 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 related to attractions. An activity rating could include proximity to shopping centers, stores, restaurant, activity centers, kinos, museums, libraries, parks, and zoos. The activity rating could include any prospective activity that someone might engage in while charging their car battery.Desirable charge locations may be determined by the state of charge (SOC) still present in the battery. A processor may determine a likely charge level remaining upon arrival at each potential charging station by estimating the watt hours required to travel the remaining distance until reaching the respective charging station. The system may only display charging stations that do not require backup. For example, if a driver leaves the workplace, he does not wish to return to the workplace for loading.Moreover, if the charge level remaining upon arrival at the charging station falls below minimum thresholds, a controller may increasingly take intrusive actions, such as decreasing the desired user rating, the desired safety rating, or portions of the desired user rating or the desired safety rating, to indicate additional charging stations that may not have previously been included because the charging stations have not satisfied the originally desired user rating level or the desired safety rating level.An alert screen may notify an occupant of different anticipated battery conditions. For example, if a vehicle or server estimates that the charge level will be less than 20% after reaching a "daily place", the system may display the message "about 20% remaining charge on arrival". The indication may be generated by a controller or other vehicle circuit for display on the human-machine interface.If a vehicle or server estimates that the charge level will be less than 10% after reaching a "daily location", the vehicle may optimize powertrain efficiency by adjusting vehicle pedal demand, climate control, load loads, HEV battery operation, regenerative braking, or by enabling an ECO mode.If a vehicle or server further estimates that the charge level after reaching a "daily location" will be less than 2%, it may display suggested routes on the screen that 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% (0% being a displayed minimum threshold and not necessarily representing an actual battery voltage), it may display suggested routes on the screen that pass any "bad" charge station. "Good" and "Bad" stations may be identified based on their user rating on their own or in conjunction with the user and / or security and / or activity and / or utility ratings. The vehicle may decide to override the displayed trust of the vehicle user on specific third party data if the charge level or SOC drops below a threshold. In one example, the trusted third party may not be weighted or may not be the threshold to satisfy when selecting a charging location / charging station.If a vehicle or server estimates that the charge level after reaching a "daily location" or "historical location" will be less than +5% (where +5% is an actual value of less than a displayed minimum threshold and not a negative voltage), it may display a visual warning or issue an audible warning that the customer should take a proposed route to avoid charge depletion. These steps may be performed by a self-propelled or autonomous vehicle. An autonomous vehicle may automatically adjust the desired safety rating to avoid charge depletion. With this adjustment, an autonomous vehicle may automatically decrease the safety rating in accordance with the battery state of charge. This ensures that the vehicle does not fully exhaust the batteries. It is possible to program the vehicle to stop only at charging stations on the way to the destination. The vehicle may also be programmed to allow occupant intervention to reject an intended charging station that does not meet the occupant's personal safety requirements.Each of the foregoing thresholds may be adjusted by the manufacturer based on road conditions or spontaneously. For example, a vehicle driving under dangerous conditions may prefer 5% threshold activation if the battery charge level is likely to reach 10% in the event it has stuck due to weather (e.g., mountain climate with snow towers). In such situations, a vehicle may provide protection and heat from natural health. Therefore, none of the aforementioned thresholds is intended to be permanent.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 by a network 116 to an evaluation and charging station location server 126 having a data store 122 for storing evaluation data. Additional vehicles 130, 132 may provide information to the rating and charging station location server 126 via the network 116. The network 116 may be a local controller area network (CAN), a cellular network, or the Internet. Data may be transmitted over any physical medium using radio protocols (802.11, Bluetooth, GSM or CDMA) or hardwired protocols. Data can be combined into packets and have guaranteed delivery (TCP). Data may be stored in the data store 122 using an SQL database architecture or similar relational database architecture. The vehicle user may use the interface module to select third party data to be more tracked or weighted in evaluating and selecting charging locations.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 direction of travel for a vehicle 216. The vehicle 216 is en route to a worksite (not shown) eastern of city 201. Because the charging station has a desired user rating of five stars, a vehicle 216 may receive an indication of the charging station 212. Because the charging station has a desired user rating of five stars, the vehicle 216 would not receive an indication of the lower rated charging stations 208, 210. If the vehicle 216 predicts a battery state of charge that is less than the desired state at the assumed or disclosed destination, the desired user rating may be automatically set to three stars such that the charging station 210 is displayed even though the charging station 208 is closer to the prospective route. If the vehicle 216 predicts a battery state of charge that is less than the desired state at the assumed or disclosed destination, the vehicle may automatically adjust the desired user rating to a star such that the charging station 208 is displayed even though the charging station 208 is at a low user rating location. In some cases, the poor user scores are on the unsafe side of the tracks. In one example, the desired user score is weighted to add more weight to a score from a trusted third party score. The trusted third party score may be a score from a third party selected by a vehicle user.Referring to FIG. 3, a map 300 of a city 301 is shown. The map includes an insecure area 302 with poor user rating south of the railroad track 306. The map includes a high user rating area 304 north of the railroad track 306. A starting point 314 shows a direction of travel for a vehicle 316. The vehicle 316 is en route to the worksite (not shown) eastern of city 301. Because a desired user rating and a desired secondary rating exists in the form of an activity rating of five stars, or because an average of the desired safety rating and the desired secondary rating is five stars, a vehicle 316 may receive a display of the charging station 312. The secondary rating may be a safety rating, an activity rating or a usefulness rating, or a derived rating comprising at least two of these ratings. The vehicle 216 would not receive an indication of the lower rated charging stations 208, 210. If the vehicle 316 has a battery with a lower state of charge, the vehicle may automatically set the desired user rating to three stars and display the charging station 310, even though the charging station 310 is closer to an undesired location, e.g., on the other side of the tracks. If the vehicle 316 has a battery with a minimum state of charge, the vehicle may automatically star the desired user rating and display the charging station 308 even though the charging station 308 is at a generally undesirable location or has a low secondary rating. Likewise, the activity score could instead be a usefulness score or other type of score.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 a "daily location" such as the daily location 406 is reached, the predicted battery state of charge is displayed on a screen for the occupant. If a predicted battery state of charge is less than 15% after a "daily location" such as the daily location 406 is reached, the predicted battery state of charge may be audibly reported to alert the occupant. If a predicted battery state of charge is less than 10% after reaching a "daily location," such as the daily location 406, then power saving actions are performed to extend the useful life of the battery. If a predicted battery state of charge is less than 5% after a "daily location" such as the daily location 406 is reached, the vehicle 402 may suggest using the historical charging stations 408, 410 or the on-route charging stations 412, 414. However, if the vehicle has already passed the charging station 412, it may not be proposed. The system may also identify locations with predicted battery state of charge upon arrival. If a predicted battery state of charge after reaching a "daily location," such as the daily location 416 is less than 2%, locations that were not daily, historical, or on-route locations may be displayed as long as they meet the desired user rating, either with or without secondary ratings. Secondary scores may be safety, activity or utility scores. If a predicted battery state of charge after reaching a "daily location," such as the daily home location 416, is less than 0%, locations that were not daily, historical, or on-route locations may be displayed even if they do not meet the desired user rating or the desired secondary rating. If a predicted battery state of charge after reaching a "daily location," such as the daily location 416 is less than -5%, locations that were not daily, historical, or on-route locations may be displayed even if they do not meet the desired user rating, either with or without secondary ratings, and indications that the vehicle 402 should directly launch any charging station are displayed. All of these categorial 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. At step 504, types of charging locations are identified. At step 506, the vehicle sends data regarding its current location and intended route to a server. At step 508, the vehicle receives data from the server identifying reachable charging stations from the route. The vehicle or server may determine the likely remaining charge level upon arrival at each potential charging station, in step 510. At step 512, depending on a charge level, the vehicle may display indications for the identified charging stations reachable from the route that exceed the desired rating. At step 514, the vehicle is directed to one of the charging stations whose rating exceeds the desired rating. In one example, the rating according to which the charging station rank is directed may be only the rating of at least one trusted third party selected by and associated with a vehicle user. The trusted third party identification may be sent from the vehicle to the server. In one example, code identifying the vehicle user is sent to the server, which filters the charging station user scores based on the trusted user scores previously associated with the vehicle user. In another example, the server weights the scores from a trusted user more than other scores to identify charging stations that meet the desired user score for a particular vehicle user.Referring to FIG. 6, an example of an input screen 600 related to a desired security rating is illustrated. A vehicle user may input the desired security rating by selecting one of the options 601 on the vehicle display. A vehicle 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 data collection performed by the manufacturer or on the cost of the vehicle. The vehicle user may also identify the trusted third party data using the input screen.Referring to FIG. 7, an example method 700 is illustrated with respect to user scores. At 701, a user is registered with a user assessment system assessing a vehicle charger. This may be done when a user buys a vehicle that requires charging. A user rejecting a join may be prompted to join when the user loads the vehicle at a location remote from the common charging locations. The vehicle controller may prompt a user through the human-machine interface, e.g., the input screen of FIG. 6. At 703, the vehicle controller determines whether the charging location is a private or public charging station, e.g., when the charging process ends or is completed. A private charging station may be located at a private house, e.g., the user's residence, a family member's residence or friend of the user, and the like. A public charging station is a non-private charging station. The vehicle may use satellite navigation to locate the charging station. Examples of satellite navigation include a positioning system, GLONASS, Galleo, BeiDou, and the like. If it is determined that the charging station is private, the method ends for this charging station. If the charging station is a public station as determined by the location, then at 705 the user is prompted to provide an assessment of the charging station. The assessment need not be detailed, but it is sufficient to indicate the general impression of the charging location. The vehicle may request the evaluation through the vehicle interface shown in FIG. 6. In one example, the user may be prompted to enter an assessment through an interface at the charging site. In an example, the user may input an assessment by an application running on a mobile electronic device, e.g., a mobile phone, smart phone, tablet, or the like. In one example, the vehicle may use its infotainment system to audibly prompt the user for an assessment and then record the response in the vehicle via voice recognition via a microphone. The vehicle then connects the user rating to the charging station. At 707, the user score is transmitted to a score server, e.g., server 126 (FIG. 1 ) and through a network.At 709, the user score is compiled with user scores from other users. Composing user scores may include performing a statistical analysis on the user scores, e.g., averaging, weighting, or discarding certain scores. The compilation may also include weighting the user scores. Weighting may include imparting a greater effect on overall user rating or statistical analysis to certain user ratings. Weighting may also be in the opposite direction, however, by giving a certain user score less effect in the overall user score. For example, a user under test with multiple scores may be given a greater weight in the analysis for his user score. Less weight can be given to an unexamined user. A user that returns the lowest score may be given little or no weight when composing the overall user score. The compilation of user scores may also be on a vehicle user basis, such that the trusted third party scores are more heavily weighted in the verification for a particular vehicle user.At 711, the compiled user scores may be combined with other data, other charging location scores, or both to determine an overall score for a charging location. At 713, the user scores may be used to assist a vehicle in determining which charging location to show to a user when a vehicle is in need of charging, e.g., as described above with respect to FIGS. 1-4. The rating provided may be a particular user's rating or an overall rating. The scores may be returned to the vehicle through a communication network. When the vehicle needs a load, it may request the total user scores for charging locations either on the predicted vehicle route or along an actual route determined by the vehicle navigation system. The user scores may be displayed within the vehicle on a user interface (e.g., display 600 shown in FIG. 6 ). The user may request additional information regarding a particular charging location by selecting the particular charging location. The additional information may include, but is not limited to, an activity rating, safety rating, utility rating, environmental data indicating the distance between the charging station and other attractions (e.g., shopping centers, stores, restaurant, activity centers, etc.), data including crimilitude rates and statistics, data indicative of the general safety feel of previous users, indication of the available charging plugs, characteristics of the power supply, collected user ratings about any given location, and any other information that may be necessary to form a location rating.Referring to FIG. 8, an example of an overall evaluation system 800 is shown. The evaluation system 800 may include a computing device, a circuit, or a server. The system 800 includes a user rating weighting system 801 that compiles a user rating from scores from multiple users and can weight scores from different users in different ways. Some users may influence the overall user score more than other users. The user rating of a given charging location is received from a user. A user assessment subsystem 803 stores the individual user assessments and overall user assessments. The user rating weighting system 801 includes a user under test weight 805, a user call weight 807, and trust weight 809 that other users are receiving a particular user's ratings. The weight 805 of the checked user may be based on a user providing the charging location score that is checked with the assessment system. The check may be based on code provided by the user or the vehicle checking the user based on the identification by the vehicle, e.g., by a key fob programmed to the user. The weight 807 of the user call may be based on the user who provides a certain number of reviews or on the lack of statistical variation from the scores of other users. The user assessment system 800 may also allow users to trust or follow user assessments of a particular user. If enough other users follow a particular user's scores, then that user may be a highly-observed user whose scores are given more weight when system 800 weights user scores to achieve an overall score for charging locations.The overall scoring system 800 may also help other scores or data to arrive at an overall score. A safety rating 815 may be considered. The safety rating may be weighted by a safety rating weight 817 when used to achieve an overall rating. An activity rating 819 may be considered. The activity score may be weighted by an activity score weight 821. These weighted scores may be used to calculate the overall score in system 800.When a user of an electric vehicle needs to charge the vehicle, he may get a list of nearby charging stations and possibly a list of specifications about the charging stations. However, a problem remains because there are intangible values that could only evaluate earlier users than there are: Are the chargers at the charging station often overflow? Functioning of some of the chargers not? Is the environment dirty / oily? If the other users are usually friendly enough to hand the charger on to the next vehicle when a vehicle is waiting? An overall user score may be responsive to real-time changes at a charging location by asking for a score after each charging event. The present systems and methods provide a user assessment system that can consider such intangible values and other criteria described herein.While 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. Moreover, the features of various implementation embodiments may be combined to form further embodiments of the invention.

Claims

A vehicle, comprising: a processor programmed to, in response to a request, identify charging locations along a route, charge a third party user rating, and in response to receiving data identifying charging stations from a remote server, display a charging location rating for identified charging stations reachable from the route and exceeding a desired user rating based on the third party user rating and the data received from the remote server.The vehicle of claim 1, wherein the third party user score is an overall user score comprising weighted score inputs.The vehicle of claim 1 or 2, wherein the user score is a trusted third party score identified at the processor.The vehicle of any of claims 1 to 3, wherein the processor is further programmed to adjust the desired user rating based on the battery state of charge.The vehicle of claim 4, wherein the processor is further programmed to decrease the desired user rating as the battery state of charge decreases.The vehicle of any of claims 1 to 5, wherein the processor is further programmed to transmit data identifying a desired activity rating and a desired safety rating to outside the vehicle and, in response to receiving data from a remote server, identify charging stations each having a safety rating exceeding the desired safety rating, a user rating exceeding the desired user rating, and an activity rating exceeding the desired activity rating, display indicators for the identified charging stations having a safety rating exceeding the desired safety rating, a user rating exceeding the desired user rating, and an activity rating exceeding the desired activity rating and reachable from the route.The vehicle of any of claims 1 to 6, wherein the processor is further programmed to transmit data identifying a desired utility score to outside the vehicle and, in response to receiving data from a remote server, identify charging stations each having a user score that exceeds the desired user score and a utility score that exceeds the desired utility score, display indicators for the identified charging stations having a user score that exceeds the desired user score and a utility score that exceeds the desired utility score and that are reachable from the route.The vehicle of any of claims 1 to 7, wherein the processor is further configured to display indicators for the identified charging stations that identify a user score and / or a usefulness score.An electric vehicle comprising: a processor programmed to, in response to a request to identify charging locations along a predefined route, send data identifying the vehicle position and the route and defining a desired user rating based on an identified third party rating and a desired safety rating to the outside of the vehicle, and in response to receiving data from a remote server, identify charging stations each having a user rating exceeding the desired user rating and a safety rating exceeding the desired safety rating, display indicators for the identified charging stations reachable from the route; The processor is further programmed to transmit data identifying a desired usefulness score from the third party and a desired activity score from the third party to outside of the vehicle and, responsive to receiving data from a remote server, identify charging stations each having an activity score that exceeds the desired activity score and a usefulness score that exceeds the desired usefulness score, display indicators for the identified charging stations having a usefulness score that exceeds the desired usefulness score and an activity score that exceeds the desired activity score and that are reachable from the route.The vehicle of claim 9, wherein the processor is further programmed to adjust the desired user rating based on the battery state of charge.The vehicle of claim 10, wherein the processor is further programmed to decrease the desired user rating as the battery state of charge decreases.A vehicle, comprising: a processor programmed to, in response to a request to identify charging locations along a predefined route, send data identifying the vehicle position and the route and defining a desired user rating based on an identified third party rating and a desired safety rating to the outside of the vehicle, and in response to receiving data from a remote server, identify charging stations each having a user rating exceeding the desired user rating and a safety rating exceeding the desired safety rating, display indicators for the identified charging stations reachable from the route; and wherein the processor is further programmed to transmit data identifying a desired safety rating and a desired user rating to the outside of the vehicle based at least in part on the identification of a current user of the vehicle and the third party rating, and in response to receiving data from a remote server, identify charging stations each having a safety rating exceeding the desired safety rating and a user rating exceeding the desired user rating, display indicators for the identified charging stations having a safety rating exceeding the desired safety rating and a user rating exceeding the desired user rating and reachable from the route.The vehicle of any of claims 9 to 12, wherein the indicators identify a safety rating or a user rating for at least some of the identified charging stations.The vehicle of claim 13, wherein the security rating comprises categorized crimilitity data, a statistical crimilitity value, or an aggregated user security rating.A method of controlling an autonomous vehicle, comprising: transmitting data identifying the vehicle position and route and a vehicle user to outside of the vehicle, the transmitted data including a desired activity rating and a desired security rating associated with the vehicle user; receiving rating data from a remote server identifying reachable charging stations from the route; and, for each of the charging stations, a weighted user rating including a trusted third party rating associated with the vehicle user; adjusting a desired user rating based on a battery state of charge and the identity of the vehicle user; and directing the vehicle to one of the charging stations having a user score exceeding the desired user score that has been adjusted, a security score exceeding the desired security score, and an activity score exceeding the desired activity score.The method of claim 15, wherein the adjusting is such that the desired user rating decreases as the battery state of charge decreases; and wherein the one of the charging stations further has a user rating that exceeds the desired user rating.The method of claim 15 or 16, wherein the vehicle is directed to a target charging station reachable at a current state of charge from the route and having a user rating and safety rating adjusted based on the battery state of charge.The method of any of claims 15 to 17, wherein the trusted third party score is a charging station score from a third party previously selected by the vehicle user.The method of any of claims 15 to 18, wherein the receiving comprises updating user scores for a charging station location using stored third party scores selected by the vehicle user and vehicle user scores received after a charging event at the charging location.

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