Vehicle systems and user-configurable charging methods

Abstract

Vehicles and associated systems and methods are provided for user-configurable charging of a power source connected to a vehicle. A method includes receiving user input indicating a selected charging mode, determining an expected time duration for a charging event associated with the selected charging mode, receiving a current temperature indicator from a temperature sensor connected to the vehicle, determining a current temperature associated with the power source based on the current temperature indicator, determining a temperature control charging current for the charging event based at least in part on the current temperature and the expected time duration for the charging event, and communicating a current request for the temperature control charging current to an external charging system.

Description

introduction

[0001] The technical field relates generally to vehicle systems and, in particular, to electrical vehicle systems and associated charging methods for rechargeable energy storage systems.

[0002] Technological advances have led to significant changes in motor vehicle design. In particular, electric motors (or electric machines) are finding an increasing number of applications in the automotive industry due to the electrification of vehicle propulsion. In electric and / or hybrid vehicles, electric motors are used either as the primary or supplemental torque source in the drive system. In electric and / or hybrid vehicles, the electric motor is typically powered by a rechargeable energy source, such as a battery, with one or more power conversion modules used to generate the desired AC electrical signals at the stator windings of the electric motor.

[0003] Electric vehicles, such as all-electric vehicles, battery electric vehicles (BEVs), and hybrid electric vehicles, including plug-in hybrid electric vehicles (PHEVs), contain high-voltage (HV) battery packs. HV battery packs typically power high-voltage direct current (HV-DC) loads and one or more auxiliary power modules that convert high voltage to lower voltage to support lower voltage loads. The high-voltage batteries are regularly recharged to maintain vehicle operation. Accordingly, it is desirable to recharge the high-voltage batteries in a manner that reduces downtime and improves user experience. Description

[0004] A device for a vehicle and corresponding methods and vehicle systems are provided. In one exemplary implementation, a method for charging a power source in a vehicle coupled to an external charging system includes receiving, by a control module connected to the vehicle, a first user input indicating a selected charging mode from a plurality of charging modes; determining, by the control module, an expected duration for a charging event associated with the selected charging mode; receiving, by the control module, a current temperature indicator from a temperature sensor connected to the vehicle; determining, by the control module, a current temperature associated with the power source based on the current temperature indicator; determining, by the control module, a temperature control charging current for the charging event;based at least in part on the current temperature and the expected duration of the charging event, and transmitting, by the control module, a current request for the temperature control charging current to the external charging system.

[0005] In one or more implementations, receiving the first user input comprises transmitting, by the control module, a display request for a charging mode selection graphical user interface (GUI) to be displayed on a user interface device connected to the vehicle, the charging mode selection GUI comprising a plurality of GUI elements for receiving the first user input indicating the selected charging mode, and determining, by the control module, the selected charging mode in response to actuating a corresponding GUI element of the plurality of GUI elements associated with the selected charging mode.In another implementation, the charging mode selection GUI includes a first GUI element for receiving a second user input indicating the user's expectation regarding the time duration for the charging event, and determining the expected time duration for the charging event is further based on the second user input. In another implementation, providing the charging mode selection GUI comprises automatically providing the charging mode selection GUI in response to detecting a connection between a charging port of the vehicle and the external charging system. In another implementation, the method includes receiving, by the control module, a vehicle parking indicator indicating that a transmission of the vehicle has been placed in park; and wherein the control module transmits the display request in response to receiving the vehicle parking indicator.

[0006] In one or more implementations, the expected time corresponds to charging the energy source beyond a target state of charge. In another implementation, the method comprises determining an initial state of charge of the energy source prior to the charging event, wherein determining the expected time for charging the energy source beyond the target state of charge comprises calculating the expected time based on a relationship between the initial state of charge and the target state of charge.

[0007] In some implementations, the method includes determining a temperature limit associated with the energy source based at least in part on a current operating context, wherein determining the temperature control charging current comprises determining the temperature control charging current for the charging event based at least in part on a difference between the temperature limit and the current temperature. In one implementation, the method includes determining a cooling capability of the vehicle based at least in part on the current operating context, wherein determining the temperature control charging current comprises determining the temperature control charging current for the charging event based at least in part on the cooling capability. In one or more implementations, determining the temperature control charging current comprises calculating a value for the temperature control charging current according to the equation It=(1R(m∗c∗ΔTΔT+qc)), where I t is the temperature control charging current, Δt is the expected duration of the charging event, q c stands for the cooling capability of the vehicle, ΔT stands for a difference between the temperature limit and the current temperature, m stands for a mass of the energy source, c stands for a specific heat of the energy source, and R stands for a resistance of the energy source.

[0008] In one or more embodiments, determining the temperature control charging current includes calculating a value for the temperature control charging current according to the equation It=(1R(m∗c∗ΔTΔT+qc)) where I t is the temperature control charging current, Δt is the expected duration of the charging event, q cstands for the cooling capability of the vehicle, ΔT stands for a difference between a temperature threshold and the current temperature, m stands for a mass of the energy source, c stands for a specific heat of the energy source, and R stands for a resistance of the energy source.

[0009] A device for a non-transferable computer-readable medium is also provided.Executable instructions are stored on the computer-readable medium that, when executed by a processor, cause the processor to provide a charging management service configured to receive user input indicating a selected one of a plurality of charging modes for a power source of a vehicle, determine an expected time duration for a charging event associated with the selected charging mode, receive a current temperature indicator from a temperature sensor associated with the vehicle, determine a current temperature associated with the power source based on the current temperature indicator, determine a temperature control charging current for the charging event based at least in part on the current temperature and the expected time duration for the charging event, and communicate a current request for the temperature control charging current to an external charging system.

[0010] In one or more implementations, the charging management service is configurable to provide a charging mode selection graphical user interface (GUI) on a user interface device connected to the vehicle, the charging mode selection GUI including a plurality of GUI elements for receiving user input indicating the selected charging mode and identifying the selected charging mode in response to actuating a corresponding GUI element of the plurality of GUI elements associated with the selected charging mode. In one implementation, the charging mode selection GUI includes a first GUI element for receiving a second user input indicating the expected time period, and the charging management service is configurable to identify the expected time period based on the second user input.

[0011] In one or more implementations, the charging management service is configurable to determine the expected duration based at least in part on a target state of charge.

[0012] In one or more implementations, the charging management service is configured to determine a temperature limit associated with the energy source based at least in part on a current operating context, wherein determining the temperature control charging current includes determining the temperature control charging current for the charging event based at least in part on a difference between the temperature limit and the current temperature. In one implementation, the charging management service is configurable to determine a value for the temperature control charging current according to the equation It=(1R(m∗c∗ΔTΔT+qc)) where I tis the temperature control charging current, Δt is the expected duration of the charging event, q c stands for a cooling capability of the vehicle, ΔT stands for the difference between the temperature limit and the current temperature, m stands for a mass of the energy source, c stands for a specific heat of the energy source, and R stands for a resistance of the energy source.

[0013] A vehicle system is also provided, including an electric motor, a power source, a temperature sensor for providing an indication of a current temperature of the power source, a power conversion module coupled between the power source and the electric motor, a charging port coupled to the power source, a user interface device, and a control module coupled to the power source, the charging port, and the user interface device for providing a charging management service. The charging management service is configurable to provide a charging selection graphical user interface (GUI).A charging mode selection graphical user interface (GUI) on the user interface device, the charging mode selection GUI comprising a plurality of GUI elements for receiving user input indicative of a selected charging mode, determining an expected time duration for a charging event associated with the selected charging mode, determining a temperature control charging current for the charging event based at least in part on the expected time duration for the charging event and the indication of the current temperature of the energy source, and communicating a current request for the temperature control charging current to an external charging system coupled to the charging port. In one implementation, the expected time duration is influenced by a target state of charge of the energy source, and the energy source comprises at least one rechargeable energy storage system (ESL).The charging system may contain a rechargeable energy storage system (RESS) or a high-voltage rechargeable battery pack. In another implementation, the charging management service is configurable to automatically provide the charging mode selection GUI on the user interface device in response to detecting a connection between the charging port and the external charging system. Brief description of the drawings

[0014] The exemplary aspects are described below in conjunction with the following drawings, wherein like numerals indicate like elements: Fig. 1 is a block diagram illustrating an electrical system suitable for use with a vehicle that is configurable to support a charging management service that detects a loss of insulation on an alternating current (AC) side of the electrical system in accordance with various implementations; Fig. 2 is a block diagram of an exemplary charging system including a vehicle integration control module suitable for use in the electrical system of Fig. 1 is suitable; Fig. 3 is a flowchart illustrating an exemplary user-configurable charging process suitable for implementation by a charging management service in the electric vehicle system of Fig. 1 or the charging system of Fig. 2 according to one or more implementations described herein; and Fig. 4 is a flowchart illustrating an exemplary process for determining the temperature control charging current suitable for implementation in conjunction with the user-configurable charging process of Fig. 3 according to one or more implementations described herein. Detailed description

[0015] The following detailed description is merely exemplary and is not intended to limit the application and uses. Furthermore, there is no intention to be bound by any express or implied theory presented in the foregoing introduction, summary, or the following detailed description. As used herein, the term module refers to any hardware, software, firmware, electronic control component, processing logic, and / or processor device, alone or in any combination, including, without limitation, application-specific integrated circuits (ASIs).: application specific integrated circuit, ASIC), an electronic circuit, a processor (common, dedicated or group) and memory executing one or more software or firmware programs, a combinational logic circuit and / or other suitable components and / or suitable combinations thereof that provide the described functionality.

[0016] Fig. 1 shows an exemplary implementation of an electrical system 100 suitable for use in a motor vehicle 150. The illustrated electrical system 100 includes, without limitation, a power source 102, a power conversion module 104, an electric motor 106, a control system 108, and one or more user interface devices 110. In the illustrated implementation, the control system 108 is coupled to the power conversion module 104 and generates commands for operating the power conversion module 104 in a manner that results in the desired operation of the electric motor 106 in response to commands received from the driver of the vehicle 150 (e.g., via an accelerator pedal, a brake pedal, a cruise control system, a collision avoidance system, etc.).The power source 102 is coupled to a charging port 112, which generally represents the combination of electrical terminals, pins or other interfaces, electrical cables or wires, and switching elements that can be electrically arranged in series between the power source 102 and an external charging system 120 to facilitate charging (or recharging) the power source 102 via the charging port 112. As described in more detail below, in example implementations, a charging management service at the control system 108 receives or otherwise obtains user input indicating a desired mode or configuration for charging the power source 102 and provides appropriate commands to the charging system 120 via the charging port 112 to assist in charging (or recharging) the power source 102 in a user-configurable manner.

[0017] The energy source 102 (or power source) generally represents the component in the vehicle 150 that is capable of supplying the power conversion module 104 with a DC voltage to operate the electric motor 106. In example implementations, the energy source 102 is implemented as a rechargeable high-voltage battery pack or accumulator; however, it should be appreciated that the subject matter described herein is not necessarily limited to batteries, and in practice, the energy source 102 may include or be otherwise implemented as one or more fuel cells, ultracapacitors, DC-to-DC converters, rectifiers, voltage regulators, or any other suitable power source known in the art. In example implementations, the subject matter is described herein in the context of the energy source 102 being implemented as a rechargeable energy storage system (ESS).: rechargeable energy storage system (RESS) with one or more rechargeable batteries configured to provide the desired DC voltage for operating the electric motor 106.

[0018] The power conversion module 104 generally represents the component in the vehicle 150 that is connected between the power source 102 and the electric motor 106 to convert the direct current power from the power source 102 into alternating current (AC) power to drive the electric motor 106. In this regard, in example implementations, the power conversion module 104 is implemented as a power inverter with one or more phase legs, each phase leg corresponding to a respective phase of the electric motor 106. Generally, the switches of a phase leg are modulated (opened or closed) at a particular switching frequency and duty cycle to generate an alternating voltage at the connected phase of the stator windings of the electric motor 106, which in turn generates a torque-producing current in those stator windings and operates the electric motor 106.For purposes of explanation, but without limitation, the power conversion module 104 may alternatively be referred to herein as an inverter module or inverter; however, the subject matter described herein is not necessarily limited to DC-to-AC power converters.

[0019] In an exemplary implementation, the electric motor 106 is implemented as an induction motor, however, the subject matter described herein should not be construed as being limited to use with any particular type of electric motor. In other embodiments, the electric motor 106 may be implemented as an internal permanent magnet (IPM) motor, a synchronous reluctance motor, or any other suitable motor known in the art. Although Fig. 1, the engine 106 may include a transmission integrated therewith such that the engine 106 and the transmission are mechanically coupled to at least some of the wheels of the vehicle 150 via one or more drive shafts such that the speed of the engine 106 (e.g., the rotational speed of the rotor) affects the speed of the vehicle 150.

[0020] In example implementations, the vehicle 150 is realized as an automobile, and depending on the implementation, the vehicle 150 may be any of a number of different types of automobiles, such as a sedan, a station wagon, a truck, or a sport utility vehicle (SUV), and may be two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD), or all-wheel drive (AWD). In example implementations, the vehicle 150 is realized as a fully electric vehicle, a plug-in hybrid vehicle, or the like. However, in various embodiments, the vehicle 150 may also be realized as a fuel cell vehicle (FCV) or other suitable alternative fuel vehicle, and / or the vehicle 150 may also include any one or a combination of a number of different engine types, such as a gasoline or diesel-powered internal combustion engine, a flex-fuel vehicle (FFV) engine (i.e.,with a mixture of gasoline and alcohol), an engine powered by a gaseous compound (e.g., hydrogen, natural gas, propane, etc.), and / or a hybrid engine with an internal combustion engine and an electric motor. However, the subject matter described here is not limited to motor vehicles and may equally be used in aircraft or other vehicles, ships, heavy-duty vehicles, and / or the like.

[0021] In example implementations, the one or more user interface devices 110 generally represent components connected to the vehicle 150 that are capable of receiving inputs from a driver or other user of the vehicle 150 and providing one or more graphical user interface displays (GUI displays) or other user notifications or alerts.For example, in some implementations, a user interface device 110 may include or otherwise be implemented as an electronic display device located on board the vehicle 150 or otherwise connected to another system on board the vehicle 150, such as any type of infotainment module, navigation head unit, or other similar or suitable unit located on board the vehicle 150, which may be integrated into an instrument panel or other console within a passenger compartment of the vehicle 150. In this regard, the user interface devices 110 may also include one or more touchpads, touchpanels, touchscreens, buttons, knobs, levers, joysticks, and / or other suitable user input devices that may be integrated into, or otherwise integrated with, the instrument panel or other console within a passenger compartment.That is, in still other implementations, a user interface device 110 could be realized as an electronic device associated with a vehicle owner or other user connected to the vehicle 150, which is separate and distinct from the vehicle 150 but communicatively coupled to the control system 108 via a communications network, such as a smartphone, a mobile computer (e.g., a tablet computer, a laptop computer, or a netbook computer), a wearable computing device (e.g., a smart watch, smart glasses, smart clothing), or the like.

[0022] Still referring to Fig. 1, the control system 108 generally represents the hardware, firmware, software, and / or other components of the electrical system 100 suitably configured to operate the power conversion module 104, to supply electrical energy to the electric motor 106, and to support communication with an external charging system 120 to facilitate charging of the energy source 102. In practice, the control system 108 may include any number of different control modules cooperatively configured to support the subject matter described herein, where the control modules may include any custom or commercially available processor, central processing unit (CPU), graphics processing unit (GPU), system on a chip (SRAM), or any other suitable processor, depending on the implementation.The control system 108 may include or be implemented as a system on a chip (SoC), a semiconductor-based microprocessor (in the form of a microchip or chipset), any combination thereof, or generally any device for executing instructions. In practice, the control system 108 includes or otherwise supports processing logic that is configurable to perform the functions, techniques, and processing tasks associated with the operation of the vehicle electrical system 100, as described in more detail below.

[0023] In example implementations, the steps of a method or algorithm described in connection with the implementations disclosed herein may be embodied directly in hardware, in firmware, in a software module executed by the control system 108, or in any practical combination thereof. In example implementations, the control system 108 includes a data storage element, a memory or other short- or long-term storage medium, or other suitable, non-transitory, computer-readable device or other medium capable of storing programming instructions for execution by the control system 108, including volatile and non-volatile storage in read-only memory (ROM), random access memory (RAM), and similar memory types.: random-access memory (RAM), keep-alive memory (KAM), flash memory, registers, hard disks, removable disks, magnetic or optical mass storage, and / or the like. The computer-executable programming instructions, when read and executed by the control unit 108, cause the control unit 108 to execute, support, generate, or otherwise provide a charge management service that supports user-configurable charging of the energy source 102 and performs various tasks, operations, functions, and processes described herein.

[0024] In example implementations, the charge management service provided by control system 108 is configurable to support interoperability with an external charging system 120 via charging port 112 to enable a charging current supplied by the external charging system 120 to be delivered to energy source 102 while maintaining the charging current within commanded limits determined by the charge management service, as described in more detail below.In the illustrated implementation, the external charging system 120 is a so-called smart charger or otherwise supports so-called smart charging and includes a control unit 122, which generally represents the processors, logic, sensors, and other hardware and / or software that can be configured to support communication with the control system 108 via the charging port 112 to ensure that the charging current supplied by the charging system 120 meets the charging requirements of the energy source 102 as commanded, instructed, or otherwise requested by the charging management service at the control system 108. In example implementations, the external charging system 120 is implemented as a DC fast charging system (or DC fast charger) capable of providing a DC output voltage at the charging port 112 that results in a requested DC charging current for the energy source 102.In other embodiments, the external charging system 120 may be configured to provide an AC charging current that is converted to a corresponding DC charging current by or at the charging port 112, the power source 102, or another component of the vehicle electrical system 100 (e.g., a rectifier, AC-DC converter, or similar arrangement between the charging port 112 and the power source 102).

[0025] It should be noted that the communication between the control unit 108 and the external charging system 120, as well as the corresponding technical implementation details, are not relevant to this description and are therefore not described in detail here. In practice, for example, the charging port 112, the charging system 120, and the control system 108 may be collectively configured to support one or more of the Combined Charging System (CCS) standards, SAE J1772, or another suitable standard for communication and energy transfer between a vehicle 150 and an external charging system 120.

[0026] Fig. 2 shows an implementation of a vehicle charging system 200 that includes an external charging station 202 (e.g., an external charging system 120), a charging receptacle 204 (e.g., a charging port 112) of a vehicle 206 (e.g., a vehicle 150), an onboard charging module (OBCM) 208, a vehicle integration control module (VICM) 210, and a RESS 212 (e.g., a power source 102). The OBCM 208 includes an AC-to-DC converter 213 that converts high-voltage alternating current (HV AC) to high-voltage direct current (HV DC). The OBCM 208 controls the amount of current and power on the HV DC bus 224, a portion of which is supplied to the RESS 212 during charging of the RESS 212. The OBCM 208 receives a voltage from the external charging station 202 and reports the voltage to the VICM 210, and in some implementations, the OBCM 208 may regulate the voltage on the HV DC bus 224.

[0027] The VICM 210 communicates with the off-board charging station 202 via a communication line 214 and controls the charging of the RESS 212. If the charging station 202 is implemented as a DC fast charger, the VICM 210 controls the charging of the RESS 212 directly via a first HV DC line 216 and a second HV DC line 218. In some scenarios or implementations, the HV DC line 218 may be connected to an HV DC bus 224. However, when the charging station 202 supplies an AC charging current, the VICM 210 controls the charging of the RESS 212 indirectly via an HV AC line 220, the OBCM 208, a line 222 between the charging socket 204 and the OBCM 208, and the HV DC bus 224. In this context, the off-board charging station 202 can be a type L1, L2, or L3 charging station.The communication between the VICM 210 and the charging station 202 may include information about the charging capabilities of the off-board charging station 202 and instructions from the VICM 210 to adjust the terminal clamp voltages (CVs), cutoff currents (CCs), and / or output power of the off-board charging station 202.

[0028] As illustrated, the RESS 212 may include one or more battery packs 236, which may be connected in series and / or parallel. The vehicle 206 further includes an auxiliary power module (APM) 240, a heating, ventilation, and air-conditioning (HVAC) system 244, a propulsion system 246, and / or other HV power sources. The APM 240 may convert the HV DC on the HV DC bus 224 to a low-voltage direct current (LV DC) and supply the LV DC to an LV power source 242 (e.g., a 12V battery, a multiple output dynamically adjustable capacity system (MODACS), a 48V power source, etc.). The LV power source 242 may have one or more positive terminals with one or more positive voltage potentials (e.g., 12 V and 48 V). The LV power source 242 supplies power to LV systems and / or devices 243, e.g.,B. Lighting systems, infotainment systems, navigation systems, object detection and / or collision avoidance systems, seat heaters and / or motors, window motors, door locks, etc. Although only a single LC-DC bus 245 is illustrated, more than one LV-DC bus may be present. The HVAC system 244 may include a coolant electric heater (CEH) 247 and an air conditioning electric compressor (ACEC) 249. The propulsion system 246 may include one or more motors 248 and an internal combustion engine 250 used to drive one or more axles and the corresponding wheels of the vehicle 206.

[0029] In various implementations, the VICM 210 determines commands to regulate the charging current and / or output power of the off-board charging station 202 (e.g., CV and CC pairs) based on communication with the off-board charging station 202 and the information collected by the sensors 260. The sensors 260 may include voltage sensors, current sensors, temperature sensors, etc. The current and voltage sensors may sense current and / or voltages from loads (e.g., loads 243, 247, 249, etc.), HV DC bus 224, LV DC bus 245, etc. The current and voltage sensors may sense the current supplied to the RESS 212 and / or the voltages of the RESS 212. The current and voltage sensors can detect the current drawn from the off-board charging station 202 and / or the voltage provided by the off-board charging station 202.

[0030] The depicted vehicle 206 also includes a global positioning system (GPS) receiver 262 and a MAP module 264. The GPS receiver 262 may provide information about the vehicle location. The MAP module 264 may provide map information and / or charging station information, such as: charging station type information for the location of the off-board charging station 202; whether the charging station is a public charging station; and / or whether the charging station has a time-dependent charging cost. The map information may also, or alternatively, indicate whether the vehicle 206 and / or the off-board charging station 202 is located in a parking structure. The VICM 210 may use this information to determine the type of the off-board charging station 202. For example, if the off-board charging station is located in a parking garage, the off-board charging station may be determined to be a public charging station with a time-dependent charging cost.Alternatively, the VICM 210 may determine the type and / or characteristics of the off-board charging station 202, including whether the off-board charging station 202 is a public or private charging station and / or whether the off-board charging station 202 has a time-dependent charging cost, by communicating with the off-board charging station and / or with another device in the network.

[0031] With reference to the Fig. 1-2, in one or more example implementations, the vehicle control system 108 includes the VICM 210, and the VICM 210 is the component of the vehicle control system 108 that can be configured to implement, execute, or otherwise support a charging management service 230 based on calibration and / or configuration data 232 maintained in a memory 234, which generally represents any type of non-transitory computer-readable device or storage media capable of storing programming instructions for execution by the VICM 210 to provide the charging management service 230. That is, it should be understood that the subject matter described herein is not limited to implementation with the vehicle charging system 200, the VICM 210, or any other particular module or control unit connected to the vehicle electrical system 100.

[0032] Fig. Figure 3 shows an exemplary user-configurable charging process 300 suitable for implementation by a charging management service connected to a control module of a vehicle capable of communicating with an external charging station. For illustrative purposes, the following description may refer to elements described above in connection with the Fig. 1-2. Although portions of the user-configurable charging process 300 may be performed by various elements of a vehicle system, for explanatory purposes, the subject matter may be described herein primarily in the context of the user-configurable charging process 300 being performed primarily by a charging management service implemented in a control unit or other control module connected to a control system 108 of a vehicle 150, such as the VICM 210.

[0033] The user-configurable charging process 300 is initialized or otherwise begins at 302 by generating or otherwise providing a GUI display that includes one or more GUI elements that can be actuated by a user to select a desired charging option for the vehicle. For example, in response to detecting a charging event (e.g., detecting that the charging port 112 or charging receptacle 204 is connected to an external charging system 120 or other off-board charging station 202, detecting that the transmission is parked, etc.), the GUI display may be generated or otherwise provided.), the control system 108 may automatically generate or otherwise provide a charging mode selection GUI display on a display device or other user interface device 110 that includes one or more buttons, drop-down menus, radio buttons, check boxes, text fields, and / or the like that can be actuated by a driver or other user of the vehicle 150 to provide information indicative of a desired charging mode for the vehicle.In implementations where the user interface device 110 is implemented as an electronic device connected to a vehicle owner or other user associated with the vehicle 150 that is separate and distinct from the vehicle 150, the control system 108 may automatically transmit a display request for the charging mode selection GUI display to the user interface device 110 over a communications network that is configurable to cause the user interface device 110 to display the charging mode selection GUI display.

[0034] In some implementations, the charging mode selection GUI display may include a first GUI button associated with a fast charging mode that can be configured to request a maximum charging current from the external charging station, and a second GUI button associated with a time-optimized charging mode that can be configured to request a temperature control charging current configured to maximize the energy delivery to the energy source 102 without exceeding temperature limits or other thresholds or constraints that would otherwise impact charging performance for the vehicle 150.In practice, for example, requesting the maximum charging current for a certain period of time results in an increase in the temperature of the energy source 102 or the RESS 212, requiring temperature derating and a corresponding reduction in the charging current to protect the energy source 102 or the RESS 212 from exceeding a maximum temperature derating threshold to maintain durability and longevity, thereby reducing the cumulative amount of energy delivered to the energy source 102 or the RESS 212 over a longer period of time. In contrast, the temperature control charging current is configured to keep the temperature of the energy source 102 or the RESS 212 below the maximum temperature derating threshold, allowing a higher energy delivery rate to be maintained over a longer period of time.

[0035] The user-configurable charging process 300 receives or otherwise obtains information indicative of the user-selected charging option at 304, and calculates or otherwise determines a charging current to be requested based on the user-selected charging option at 306. In example implementations, the charging management service identifies the user-selected charging mode in response to the user selecting or otherwise actuating the button or other selectable GUI element associated with the respective charging mode. If the user selects the button or other GUI element associated with the fast charging mode, the charging management service determines that the charging current to be requested is the maximum charging current limit associated with the energy source 102 or the RESS 212.If, however, the user selects the button or other GUI element associated with the time-optimized charging mode, the charging management service calculates a temperature control charging current to be requested based on the expected charging duration for the time-optimized charging mode, as described below in connection with . Fig. 4 described in more detail.

[0036] In some implementations, the charging mode selection GUI display may include one or more GUI elements associated with the time-optimized charging mode that allow the user to enter or otherwise define an anticipated or expected amount of time for which the user expects the vehicle 150 to remain connected to the external charging system 120 or the charging station 202. That is, in other implementations, the time-optimized charging mode may be configured for a standard charging duration, such as an average or nominal amount of time required to increase the state of charge from a first lower state of charge (e.g., 10% or 20% state of charge) to a second higher state of charge (e.g., 80% state of charge).

[0037] After determining the charging current to be requested for the user-selected charging option, the user-configurable charging process 300 continues by requesting the determined charging current from the external charging system at 308. In this regard, the VICM 210 or another control module connected to the control system 108 implementing the charging management service may transmit or otherwise provide a command, instruction, or other request to the control unit 122 (e.g., via the charging port 112 and / or the charging receptacle 204) indicating the desired maximum charging current requested by the vehicle 150.The controller 122 connected to the external charging system 120 or another external charging station 202 may be configured to operate the external charging system 120 to deliver a charging current to the charging port 112 that is less than or equal to the maximum charging current requested by the vehicle 150. When the user selects the time-optimized charging mode, the charging management service communicates with the controller 122 to maintain the charging current less than or equal to the temperature control charging current, which is configured to increase the total amount of energy provided to the energy source 102 over the expected charging time period relative to the capabilities of the energy source 102 to handle the maximum charging current by reducing the likelihood of temperature derating during the expected charging time period.

[0038] In one or more implementations, the charge management service is configured to dynamically adjust the requested charge current in real time during the duration of the charge event based on the current temperature associated with the energy source 102 and possibly other contextual factors. For example, in one or more implementations, the charge management service is configured to determine the charge current to be requested as a minimum charge current selected from a set of charge current limits, including the user-configured charge current associated with the selected charging option (e.g., the current determined at 306), a lithium plating current limit, a fault prevention derating current limit, and / or the like. In this regard, during the charge event, as the temperature of the energy source 102 increases and / or other contextual factors associated with the vehicle 150 change (e.g.,HVAC status, and the like), one or more of the current limits may decrease to a value less than the user-configured charging current, resulting in the charging management service requesting a charging current less than the desired charging current associated with the selected charging option. When the time-optimized charging mode is selected, due to the circumstances described herein, the charging management service provides a temperature control charging current that regulates the temperature of the energy source 102 to extend the amount of time during which the lithium plating current limit and other derating current limits are greater than the value of the temperature control charging current, thereby maintaining the desired user-selected charging current to increase the total amount of energy supplied to the energy source 102 over the duration of the charging event.In contrast, when the fast charge mode is selected, the maximum charge current requirement may increase the energy source 102, causing one or more of the lithium plating current limits and other derating current limits to fall below the maximum charge current, which would otherwise reduce the amount of energy delivered to the energy source 102 over the duration of the charge event.

[0039] Accordingly, the user-configurable charging process 300 allows the user to control the manner in which the control system 108 interacts with the charging system 120 to charge the energy source 102 to better align with the user's charging goals and the user's desired or expected charging duration. If the user intends to charge the vehicle 150 for only a short period of time, the user may select or otherwise express a desire to use a fast charging mode to maximize the initial charging current supplied to the energy source 102 to provide a greater energy transfer rate to the energy source 102 over an initial charging span. For example, a user charging a vehicle 150 at a charging system 120 configured as a DC fast charger at a commercial location (e.g.,If the charging location is a store, market, or other retail location) or a public place (e.g., a library, school, park, and / or similar) where the user expects a relatively short charging time, select the fast charging mode to maximize the charging speed over that short charging time. However, if the user intends to charge the vehicle 150 over a longer period of time (e.g., at a rest area, restaurant, truck stop, etc.), the fast charging mode may be used.), it may select a time-optimized charging mode or otherwise express a desire to use a time-optimized charging mode to automatically configure or adjust the initial charging current supplied to the energy source 102 to maximize the amount of energy supplied to the energy source 102 over the expected duration of the charging event by maintaining the temperature of the energy source 102 below thermal derating thresholds and other thresholds that might otherwise limit charging capability.

[0040] Fig. 4 shows an exemplary method 400 for determining the temperature control charging current, suitable for implementation by the charging management service in conjunction with the user-configurable charging process 300 at 306, to determine a temperature control charging current to be requested when a time-optimized charging mode is selected by a user. For illustrative purposes, the following description may refer to elements described above in connection with the Fig. 1-2. While portions of the temperature control charging current determination process 400 may be performed by various elements of a vehicle system, for explanatory purposes, the subject matter may be described herein primarily in the context of the temperature control charging current determination process 400 performed primarily by the charging management service implemented in a control unit or other control module coupled to a control system 108 of a vehicle 150, such as the VICM 210.

[0041] The illustrated implementation of the process 400 for determining the temperature control charging current begins at 402 by receiving or otherwise determining an initial temperature of the energy source prior to or at the beginning of the charging event, before charging current is requested from the external charging system. In this regard, in response to detecting a charging event (e.g., detecting that the vehicle has been parked, detecting connection to an external charging system 120 or another off-board charging station 202, etc.), the charging management service receives or otherwise obtains a current measurement of the temperature of the energy source (e.g., from a temperature sensor 260).

[0042] The temperature control charging current determination process 400 identifies or otherwise determines a temperature limit associated with the energy source at 404 based on one or more factors characterizing the current operating environment and / or context. In this regard, the temperature limit represents the thermal capacity or capability of the energy source, where an energy source temperature exceeding the temperature limit is likely to cause one or more other derating current limits to fall below the temperature control charging current and reduce the charging rate at 308 of the user-configurable charging process 300. In some implementations, the charging management service may dynamically determine the temperature limit in real time based on the current status of one or more vehicle systems, such as the current state of the HVAC system 244 (e.g.,, whether the CEH 247 and / or ACEC 249 is operational), the current state of other low-voltage systems and / or devices 243, the current state of the APM 240, the current state of the low-voltage power source 242, the current voltages and / or currents connected to one or more loads 243, 247, 249, the HV DC bus 224 and / or the LV DC bus 245, and / or the current state of the RESS 212 (e.g., the current voltage level, the current state of charge, whether one or more fault conditions exist, etc.). In some implementations, the charge management service calculates the energy source temperature limit in real time based on the current or instantaneous values ​​or conditions for the respective environmental and / or contextual factors that affect the energy source's thermal capacity.In other cases, a previously calibrated temperature threshold for the energy source can be determined using a lookup table for a specific set of inputs or a specific combination of values ​​for the respective environmental and / or contextual factors.

[0043] Similarly, the process 400 for determining the temperature control charging current also identifies or determines a vehicle cooling capability associated with the energy source at 406 based on one or more factors characterizing the current operating environment and / or context. In this regard, the vehicle cooling capability represents the ability of the vehicle or environment to mitigate an increase in the temperature of the energy source during a charging event. In some implementations, the charging management service may dynamically determine the temperature limit in real time based on the current ambient temperature measurement (e.g., from a temperature sensor 260) and the status of one or more vehicle systems or other vehicle factors (e.g., the current state of the HVAC system 244, the current state of other LV systems and / or devices 243, and / or the like).Depending on the implementation, the charging management service calculates the vehicle cooling capability value in real time based on the current or instantaneous ambient temperature measurement and other values ​​or conditions for the respective environmental and / or contextual factors that affect the cooling efficiency of the current operating environment, while in other implementations, a previously calibrated vehicle cooling capability value may be determined using a lookup table for a specific input set or combination of values ​​for the respective environmental and / or contextual factors.

[0044] At 408, the temperature control charging current determination process 400 identifies or determines the expected duration of the charging event corresponding to the user-selected charging option, and then, at 410, calculates or determines a value for the temperature control charging current based on the expected charging duration, the current vehicle cooling capability value, and the difference between the current temperature limit for the energy source and the initial temperature of the energy source. For example, in an example implementation, the charging management service calculates the temperature control charging current (I t ) according to the equation It=(1R(m∗c∗ΔTΔT+qc)), where Δt is the expected charging time, q crepresents a cooling capability of the vehicle (e.g., how much heat power the vehicle can dissipate or remove from the energy source), ΔT represents the difference between the current temperature limit for the energy source and the initial temperature of the energy source, and m, c, and R are values ​​representing the heating characteristics of the energy source, including the mass of the energy source, the specific heat of the energy source, and the resistance of the energy source, respectively. In this context, the factors characterizing the heating characteristics of the energy source (m, c, and R) may be fixed, previously calibrated values ​​or estimated or otherwise determined in real time from the estimation of the battery state, the details of which are not relevant to this description.

[0045] Referring to Fig.3-4, in implementations where the charge mode selection GUI display includes GUI elements operable to allow the user to define the expected charge duration, the value for Δt is equal to the expected charge duration value entered or otherwise selected by the user. On the other hand, in the absence of a user-entered expected charge duration, the value for Δt may be set to a default charge duration value that represents the average or nominal amount of time required to raise the state of charge from a lower state of charge (e.g., 20% state of charge) to a higher state of charge (e.g., 80% state of charge). In some implementations, the expected charge duration at the beginning of the charge event may be dynamically determined in real time based on a relationship between the initial state of charge of the energy source 102 at the beginning of the charge event and a target state of charge value (e.g.,80% state of charge). In still other implementations, the charging mode selection GUI display may include GUI elements that can be actuated to allow the user to define the target state of charge for the energy source 102, which in turn may be used by the charging management service to calculate the expected charging time duration based on a relationship between the initial state of charge of the energy source 102 at the start of the charging event and the user-configured target state of charge value.In such implementations, the charge management service may be configured to dynamically update the charge mode selection GUI display to determine the expected charge time duration or otherwise provide a user notification indicating the expected charge time duration to achieve the user-configured target state of charge while maintaining the temperature of the energy source 102 below any derating limits or other thresholds that might reduce the rate of energy transfer to the energy source 102.Additionally, it should be noted that in addition to the expected charging time duration being entered by a user or determined based on a target state of charge, in various implementations the expected charging time duration may be provided by a software process or service associated with trip planning software, navigation software, or other infotainment software.

[0046] If the time-optimized charging mode is selected and the calculated value for the temperature control charging current (I t) is less than other applicable derating current limits, the VICM 210 or another control module connected to the control system 108 communicates a request for the calculated temperature control charging current value to the control unit 122 connected to the external charging system 120 or another off-board charging station 202 at 308, which in turn causes the external charging system 120 to supply a charging current to the charging port 112 that is less than or equal to the requested temperature control charging current value. For example, the temperature control charging current value calculated at 410 may be implemented as a temperature control DC charging current requested by a DC fast charger, rather than requesting a maximum DC charging current associated with the energy source 102 and / or the external charging system 120.As a result, the temperature of the energy source 102 may be maintained below the temperature threshold determined at 404 throughout the expected charging duration of the charging event, Δt. If the duration of the charging event exceeds the expected charging duration, one or more derating current limits may subsequently fall below the temperature control charging current due to changes in the state of charge of the energy source 102 or other environmental and / or contextual factors during the charging event, which in turn may cause the charging management service to submit a request for a charging current less than the calculated temperature control charging current value at 308.In this way, the process 400 for determining the temperature control charging current in conjunction with the user-configurable charging process 300 may increase the total energy supplied to the energy source 102 over the duration of the charging event compared to fast charging or other modes in which a higher charging current is initially requested, resulting in a subsequent derating of the charging current before the expected charging duration has elapsed, thereby reducing the total energy supplied to the energy source 102.

[0047] For the sake of brevity, conventional techniques related to electric vehicle systems, electric vehicles, rechargeable energy storage systems (RESSs) or other high-voltage rechargeable batteries, power converters, and other functional aspects of the systems (and the individual operating components of the systems) are not described in detail here. Furthermore, the connecting lines depicted in the various figures are intended to represent example functional relationships and / or physical connections between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may exist in an implementation of the subject matter.

[0048] As used herein, the word "exemplary" means "serving as an example, instance, or illustration." Therefore, any implementation described herein as "exemplary" should not necessarily be construed as preferred or advantageous over other implementations. All embodiments described herein are exemplary embodiments intended to enable those skilled in the art to make or use the invention and are not intended to limit the scope of the invention, which is defined by the claims.

[0049] Those skilled in the art will appreciate that the various logical blocks, modules, circuits, and algorithm steps described in connection with the implementations described herein may be implemented as electronic hardware, computer software, or combinations of both. Some of the implementations are described above in terms of functional and / or logical block components (or modules) and various processing steps. However, it should be recognized that such block components (or modules) may be realized by any number of hardware, software, and / or firmware components configured to perform the specified functions. To clarify this interchangeability of hardware and software, various components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality.Whether such functionality is implemented in hardware or software depends on the particular application and the design constraints imposed on the overall system. Those skilled in the art may implement the described functionality in different ways for each individual application, but such implementation decisions should not be interpreted as a departure from the scope of the present invention.

[0050] When implemented in software or firmware, the various elements of the systems described herein are essentially the code segments or instructions that perform the various tasks. The program or code segments may be stored in a processor-readable medium or conveyed by a computer data signal embodied in a carrier wave over a transmission medium or communication path. The "computer-readable medium," "processor-readable medium," or "machine-readable medium" may include any medium capable of storing or transmitting information. Examples of a processor-readable medium include an electronic circuit, a semiconductor storage device, a read-only memory (ROM), a flash memory, an erasable ROM (EROM), a floppy disk, a CD-ROM, an optical disk, a hard disk, a fiber-optic medium, a radio frequency (RF) link, or the like.The computer data signal can include any signal capable of propagating over a transmission medium such as electronic network channels, optical fibers, air, electromagnetic paths, or RF links. The code segments can be downloaded over computer networks such as the Internet, an intranet, a LAN, or similar.

[0051] In this document, relational terms such as "first" and "second," and the like, may be used merely to distinguish one entity or act from another entity or act, without necessarily requiring or implying any actual relationship or order between those entities or acts. Numerical ordinals such as "first," "second," "third," etc., merely designate distinct individuals from a plurality and do not imply any order unless expressly defined in the claims. The order of text in any of the claims does not imply that the method steps must be performed in a temporal or logical order according to that order, unless expressly stated by the language of the claim.The method steps may be exchanged in any order without exceeding the scope of the invention, as long as such an exchange does not contradict the wording of the claims and is logically coherent.

[0052] Furthermore, the foregoing description may refer to elements, nodes, or features that are "coupled" to one another. Unless expressly stated otherwise, "coupled" herein means that one element / node / feature is directly or indirectly connected to (or communicates directly or indirectly with) another element / node / feature, and not necessarily mechanically. For example, two elements may be physically, electronically, logically, or otherwise coupled to one another via one or more additional elements. Although the drawings show an example arrangement of elements directly coupled to one another, additional elements, devices, features, or components may be present in an implementation of the depicted subject matter. Furthermore, certain terms may be used herein for reference purposes only and are therefore not to be considered limiting.

[0053] Although at least one exemplary aspect has been presented in the foregoing detailed description, it should be understood that a wide number of variations exist. It should also be appreciated that the exemplary aspect or aspects are merely examples and are not intended to limit the scope, applicability, or configuration of the description in any way. Rather, the foregoing detailed description is intended to provide one of ordinary skill in the art with a convenient guide to implementing the exemplary aspect or aspects. It should be understood that various changes in the function and arrangement of elements may be made without departing from the scope of the description as set forth in the appended claims and their legal equivalents.

Claims

[1] A method for charging an energy source in a vehicle coupled to an external charging system, the method comprising: Receiving, by a control module connected to the vehicle, a first user input indicating a selected charging mode from a plurality of charging modes; determining, by the control module, an expected duration for a charging event associated with the selected charging mode; Receiving a current temperature indicator from a temperature sensor connected to the vehicle by the control module; determining, by the control module, a current temperature associated with the energy source based on the current temperature indicator; determining, by the control module, a temperature control charging current for the charging event based at least in part on the current temperature and the expected duration of the charging event; and Transmitting a current request for the temperature control charging current by the control module to the external charging system. [2] The method of claim 1, wherein receiving the first user input comprises: Transmitting, by the control module, a display request for a charging mode selection graphical user interface (charging mode selection GUI) to be displayed on a user interface device connected to the vehicle, the charging mode selection GUI comprising a plurality of GUI elements for receiving the first user input indicating the selected charging mode; and Determining, by the control module, the selected charging mode in response to actuating a corresponding one of the plurality of GUI elements associated with the selected charging mode. [3] The method of claim 2, wherein: the charging mode selection GUI has a first GUI element for receiving a second user input indicating the user's expectation regarding the duration of the charging event; and determining the expected duration for the charging event is further based on the second user input. [4] The method of claim 2, wherein providing the charging mode selection GUI comprises automatically providing the charging mode selection GUI in response to detecting a connection between a charging port of the vehicle and the external charging system. [5] The method of claim 2, further comprising receiving, by the control module, a vehicle parking indicator indicating that a transmission of the vehicle has been placed in park; and wherein the control module transmits the indication request in response to receiving the vehicle parking indicator. [6] The method of claim 1, wherein the expected time period corresponds to charging the energy source beyond a desired state of charge. [7] The method of claim 6, further comprising determining an initial state of charge of the energy source prior to the charging event, wherein determining the expected amount of time for charging the energy source beyond the target state of charge comprises calculating the expected amount of time based on a relationship between the initial state of charge and the target state of charge. [8] The method of claim 1, further comprising determining a temperature threshold associated with the energy source based at least in part on a current operating context t, wherein determining the temperature control charging current comprises determining the temperature control charging current for the charging event based at least in part on a difference between the temperature threshold and the current temperature. [9] The method of claim 1, wherein determining the temperature control charging current comprises calculating a value for the temperature control charging current according to the equation It=(1R(m∗c∗ΔTΔT+qc)) includes, where: I t stands for the temperature control charging current; Δt is the expected duration of the charging event; q c stands for the cooling capability of the vehicle; ΔT represents a difference between a temperature limit and the current temperature; m represents a mass of the energy source; c represents a specific heat of the energy source; and R stands for a resistance of the energy source. [10] Vehicle system comprising: an electric motor; a source of energy; a temperature sensor to provide an indication of a current temperature of the energy source; a power conversion module coupled between the energy source and the electric motor; a charging port coupled to the power source; a user interface device; and a control module coupled to the energy source, the charging port, and the user interface device to provide a charging management service configurable to: Providing a charging mode selection graphical user interface (charging mode selection GUI) on the user interface device, the charging mode selection GUI comprising a plurality of GUI elements for receiving user input indicating a selected charging mode; Determining an expected duration for a charging event associated with the selected charging mode; Determining a temperature control charging current for the charging event based at least in part on the expected duration of the charging event and the indication of the current temperature of the energy source; and Transmitting a current request for the temperature control charging current to an external charging system coupled to the charging port.

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