METHOD FOR WARNING VEHICLES OF A DROP IN POWER AT AN ELECTRICAL VEHICLE SUPPLY DEVICE AND A SYSTEM FOR THIS

Abstract

This disclosure provides a method and a system for providing information to vehicles regarding power loss at an EVSE. Specifically, this disclosure describes a system comprising two models 210 and 218, one of which is implemented in vehicles 108 and 110, and the other of which is implemented on a server 112. Model 218, implemented on the server 112, informs vehicles following the first vehicle 108 on a route about the power loss at a specific EVSE, based on information received from model 210 implemented in the first vehicle 108. Furthermore, model 218, implemented on the server 112, also provides information about alternative EVSEs 104 and 106 along the route that can be selected for charging.

Description

TECHNICAL AREA

[0001] The present invention relates generally to the field of electric vehicles and hybrid electric vehicles, and in particular to the detection of discharges at electric vehicle supply devices (EVSEs) and the proactive provision of such information to vehicles. BACKGROUND

[0002] The following description contains information that may be useful for understanding the present invention. It does not constitute an admission that the information contained herein forms part of the prior art or is relevant to the present invention, or that any publication to which express or implicit reference is made forms part of the prior art.

[0003] One of the most important factors contributing to the spread of electric vehicles is the availability of charging stations along highways, expressways, etc., and the provision of information about available charging stations along a route when a vehicle is traveling on that route. This information makes driving an electric car more convenient for the user and thus contributes significantly to the adoption of electric vehicles.

[0004] Although various original equipment manufacturers (OEMs) have taken steps to provide users traveling on highways, expressways, etc., with information about the location of electric vehicle charging stations, certain challenges remain. For example, if a fault occurs at an EVSE that affects the charging power, charging time, and / or charging costs associated with charging an EV at that EVSE, this information must be disseminated to vehicles traveling on a route where that EVSE is located.

[0005] In practice, solutions exist that evaluate various factors of an EVSE and transmit this information to vehicles. One such solution is described in US 10101397 B2 (hereinafter referred to as the '397 Publication').

[0006] Publication '397 describes a method that includes monitoring components related to the charging function of an electric vehicle via a vehicle network and determining factors influencing the charging function from data obtained from the monitoring. The method also includes processing the data to determine the impact of the factors and displaying the results of the processing on the display device. Publication '397 describes that the factors include the amount of charge to be obtained (i.e., the charge quantity), the availability of an on-board charging source, the characteristics of the on-board charging source (e.g., the speed at which it can provide a charge, i.e., the charge rate), and the characteristics of the on-board battery or batteries (e.g., the rate at which they can accept a charge). Furthermore, the costs associated with charging (i.e.,The charging costs depend on the amount of charge and other factors, such as the location of the external charging source (i.e., the charging location) and the time at which the charge is to be acquired (i.e., the charging time). Publication 397 further describes how vehicle users are given feedback on how certain factors affect charging rates, so that users can better understand how these factors affect their charging methods and take alternative actions when charging their vehicles.

[0007] Therefore, Publication 397 aims to inform users in advance of the charging limits associated with an EVSE. However, Publication 397 does not describe the impact that the charging limits or faults related to the EVSE may have on a specific vehicle.

[0008] Therefore, there is a need for a system and a method that overcomes the aforementioned limitations. SUMMARY

[0009] The present invention overcomes one or more shortcomings of the prior art and offers additional advantages. The embodiments and aspects of the disclosure described in detail herein are considered part of the claimed disclosure.

[0010] In a non-limiting embodiment of the present disclosure, a method for providing early warning to vehicles of a power drop at an electric vehicle supply unit (EVSE) is disclosed. The method comprises detecting a power drop at a first EVSE while a first vehicle is charging at the first EVSE. In the detection process, the method further comprises estimating a contact resistance band associated with a contact resistance value between a charging input of the first vehicle and a charging gun of the first EVSE, using a first model based on one or more charging-related parameters.Furthermore, the procedure includes estimating, using a second model, a reduced power value and charging time associated with charging a second vehicle at the first EVSE, based on the estimated contact resistance band and one or more vehicle-related parameters associated with both the first and second vehicles. The procedure then includes providing the estimated power reduction and charging time associated with charging at the first EVSE for the second vehicle.

[0011] In another non-restrictive embodiment of the present disclosure, the method further comprises providing at least location information for the second vehicle, which is associated with one or more EVSEs other than the first EVSE.

[0012] In a further non-restrictive embodiment of the present disclosure, the one or more charging-related parameters comprise an initial charging inlet temperature measured during the start of charging the first vehicle, a steady-state current value measured at the first EVSE after a predefined time interval during charging the first vehicle, and optionally an ambient temperature of an area surrounding the charging inlet of the first vehicle. Furthermore, the one or more vehicle-related parameters associated with the first vehicle comprise at least model information corresponding to the first vehicle and an initial charging inlet temperature associated with the first vehicle.

[0013] In a further non-restrictive embodiment of the present disclosure, the one or more vehicle-related parameters associated with the second vehicle include at least: a current location of the second vehicle, route information associated with the second vehicle, model information corresponding to the second vehicle, a state of charge (SOC) of the second vehicle, an initial temperature of a battery of the second vehicle, and an initial charging input temperature associated with the second vehicle.

[0014] In a further, non-limiting embodiment of the present disclosure, the first model is trained to estimate the contact resistance band based on a training data set comprising a plurality of contact resistance values ​​corresponding to a plurality of steady-state current values ​​and a plurality of initial charge input temperature values.

[0015] In a further non-restrictive embodiment of the present disclosure, the first model is implemented in the first vehicle and the second model is implemented on a server.

[0016] In a further non-restrictive embodiment of the present disclosure, a system for providing early warning to vehicles of a power drop at an electric vehicle supply unit (EVSE) is disclosed. The system comprises an electronic control unit (ECU) connected to a first vehicle. In one exemplary aspect, the ECU comprises a memory configured to store a first model and a processor operationally connected to the memory. In another exemplary aspect, the processor is configured to detect a power drop at a first EVSE while the first vehicle is charging at the first EVSE.Following detection, the processor is further configured to estimate, using the first model, a contact resistance band connected to a contact resistance value between a charging input of the first vehicle and a charging gun of the first EVSE, based on one or more charging-related parameters. The system also includes a server that is communicatively coupled to the ECU. In a non-exemplary aspect, the server includes a memory configured to store a second model and a processor operationally connected to the memory.In one exemplary aspect, the processor is configured to estimate, using the second model, a reduced power value and charging time associated with charging a second vehicle at the first EVSE, based on the estimated contact resistance band and one or more vehicle-related parameters associated with both the first and second vehicles. The server's processor is further configured to transmit the estimated reduced power value and charging time associated with charging at the first EVSE to the second vehicle.

[0017] In a further, non-limiting embodiment of the present disclosure, the server's processor is further configured to provide the second vehicle with at least location information associated with one or more EVSEs that are not the first EVSE.

[0018] In a further, non-limiting embodiment of the present disclosure, the first model is trained to estimate the contact resistance band based on a training data set comprising a plurality of contact resistance values ​​corresponding to a plurality of steady-state current values ​​and a plurality of initial charge input temperature values.

[0019] The foregoing summary serves only for illustration and is in no way intended to be limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become clear by reference to the drawings and the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The features, nature, and advantages of the present disclosure will become clearer from the detailed description below in conjunction with the drawings, in which the same reference numerals are consistently marked accordingly. Some embodiments of systems and / or methods in accordance with embodiments of the present subject matter are now described only by way of example and with reference to the accompanying figures, in which: Fig. Figure 1 shows an exemplary environment 100 for early warning of vehicles of a power drop at an electric vehicle power supply system (EVSE) according to an embodiment of the present disclosure, Fig. Figure 2 shows a block diagram 200 of a system for early warning of vehicles of a power drop at an electric vehicle supply system (EVSE) according to an embodiment of the present disclosure, Fig. 3a and Fig. Figure 3b shows logical flowcharts 300a and 300b for the early warning of vehicles of a power drop at an electric vehicle supply unit (EVSE) according to an embodiment of the present disclosure, Fig. Figure 4 shows an interaction diagram 400 between different units of a system for early warning vehicles of a power drop at an electric vehicle supply system (EVSE) according to an embodiment of the present disclosure, Fig. Figure 5 shows, in the form of a flowchart, an exemplary method 500 for early warning of vehicles of a power drop at an electric vehicle supply unit (EVSE) according to an embodiment of the present disclosure.

[0021] Experts should know that all block diagrams contained herein represent conceptual views of systems that embody the principles of the present subject. Likewise, it will be understood that all flowcharts, process diagrams, state transition diagrams, pseudocodes, and the like represent various processes that are essentially represented in a computer-readable medium and can be executed by a computer or processor, whether or not such a computer or processor is explicitly depicted. DETAILED DESCRIPTION

[0022] The foregoing outlined the features and technical advantages of the present disclosure to facilitate understanding of the subsequent detailed description. It should be recognized by those skilled in the art that the concept and specific embodiment disclosed can readily be used as a basis for modifying or designing other structures to achieve the same purposes as described in the present disclosure.

[0023] The novel features believed to be characteristic of the revelation, both in their organization and their functioning, along with other functions and advantages, will be better understood from the following description when considered in conjunction with the accompanying figures. It should be expressly understood, however, that each of the figures serves only for illustration and description and is not intended to define the limits of the present revelation.

[0024] As described in the "Background" section, for the widespread adoption of electric vehicles (EVs), it is crucial that EVSEs are available at multiple locations along highways, expressways, and other roads, and that their locations are known to EVs using these roads. While ongoing efforts are being made to strengthen the EV highway network and provide EV users with information about EV highway locations along their planned routes, certain challenges remain that limit the adoption of EVs. One such challenge is the current lack of a mechanism to notify EV users of a power outage at a specific EVSE along their planned route.This can prove very inconvenient for the electric vehicle user, as without prior information about the power outage at a specific electric vehicle charging point, they cannot efficiently plan when and where they want to charge their electric vehicle.

[0025] To address the challenges mentioned above, this disclosure provides a method and system for delivering information to vehicles (interchangeably referred to as "EVs") regarding power degradation at an EVSE. Specifically, this disclosure describes a system comprising two models, one of which is implemented in the vehicles and the other on a server. The model implemented on the server informs vehicles following a first vehicle on a route about a power degradation at a specific EVSE, based on information received from the model implemented in the first vehicle. Furthermore, the model implemented on the server also provides information about alternative EVSEs along the route that can be selected for charging.The person skilled in the art will recognize that the present disclosure addresses the problem of reduced performance in an EVSE caused by a faulty contact between a charging input of a vehicle (hereinafter referred to as the "vehicle") and a charging gun of the EVSE due to a defect in the EVSE charging gun. A detailed description of the proposed solution is given in the following sections in conjunction with the... Fig. 1-4 given.

[0026] Fig. Figure 1 shows an exemplary environment 100 for providing early warning to vehicles of a power drop at an electric vehicle supply system (EVSE) according to an embodiment of the present disclosure. In particular, the exemplary environment 100 shows a first vehicle, i.e., vehicle 108, traveling on a route between a source and a destination, and a second vehicle, i.e., vehicle 110. In an exemplary embodiment, vehicle 110 follows vehicle 108. The person skilled in the art can further see that although only one vehicle, i.e., vehicle 110, traveling behind vehicle 108, is shown in the exemplary environment 100, there can be more than one vehicle traveling behind the first vehicle 108. The exemplary environment 100 also shows several EVSEs on the route, including, but not limited to, a first EVSE, i.e., EVSE 102, a second EVSE, i.e., EVSE 104, and a third EVSE, i.e., EVSE 106.

[0027] As in Fig. As shown in Figure 1, a power drop is detected at the EVSE 102 during charging of the first vehicle 108 at the EVSE 102. According to one embodiment of the present disclosure, the power drop is due to improper contact between a charging input of the vehicle 108 and a charging gun of the EVSE 102, caused by a defect in the charging gun of the EVSE 102. The power deviation at the EVSE 102 can be transmitted to a server 112, as shown in block 114. Furthermore, the vehicle 108 can then estimate a contact resistance band associated with a contact resistance value between the charging input of the vehicle 108 and the charging gun of the EVSE 102, and transmit this, together with one or more vehicle-related parameters associated with the vehicle 108, to the server 112, as shown in block 116.

[0028] Based on the estimated contact resistance band, one or more vehicle-related parameters received from vehicle 108, and one or more vehicle-related parameters received from vehicle 110, as shown in block 118, server 112 can warn vehicle 110 of a power drop at EVSE 102 and provide vehicle 110 with at least location information connected to one or more EVSEs, such as EVSE 104 and EVSE 106, as shown in block 120. In an exemplary embodiment, to warn vehicle 110 of a power drop at EVSE 102, server 112 can provide vehicle 110 with a reduced power value and a charging time that may be required to charge the second vehicle 110 if it intends to charge at EVSE 102.The expert may further note that when calculating the reduced power and charging time, it can be taken into account that even with identical contact resistance values, the reduced power values ​​may differ for various vehicle series or models. A detailed description of the functions performed in the vehicle 108 and the server 112 is given in the following sections in conjunction with the... Fig. 2-4 given.

[0029] Fig. Figure 2 shows a block diagram 200 of a system for early warning vehicles of a power loss at an electric vehicle supply system (EVSE) according to an embodiment of the present disclosure. The system 202 can comprise an electronic control unit (ECU) 204 and the server 112, which are communicatively connected to each other. In an exemplary embodiment, the ECU 204 can be connected to the first vehicle 108. Furthermore, the control unit 204 can comprise an I / O interface 206, a memory 208, and a processor 212. The memory 208 can store a first model 210. In an exemplary embodiment, the first model 210 can be a model based on artificial intelligence and machine learning (AIML), including, but not limited to, a quadratic model. The person skilled in the art can further determine that the ECU 204, as described in the present disclosure, can also be present in the second vehicle 110.

[0030] The server 112 can be a cloud-based server according to one embodiment of the present disclosure. Furthermore, the server 112 can comprise an I / O interface 214, a memory 216, and a processor 220. The memory 216 can store a second model 218. The second model 218 can be an AIML-based model, a physical model, or implemented as a lookup table.

[0031] In an implementation, the processors 212, 220 can be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuits, and / or any devices that manipulate signals based on operating instructions. Among other capabilities, the processors 212, 220 can be configured to retrieve and execute computer-readable instructions stored in the memories 208, 216. The I / O interfaces 206, 214 can include a variety of software and hardware interfaces, such as a web interface, a graphical user interface, and the like.

[0032] A detailed description of how system 202 works will be provided in conjunction with the Fig. 3a, Fig. 3b and Fig. 4 explained, whereby in the Fig. 3a and Fig. 3b Logical flow diagrams 300a and 300b for the early warning of vehicles against a drop in performance at an EVSE according to an embodiment of the present disclosure are shown. Furthermore, it shows Fig. 4 an interaction diagram 400 between different units of a system for early warning of vehicles of a power drop at an EVSE according to an embodiment of the present disclosure.

[0033] Logic flow diagram 300a begins with a scenario in which the vehicle 108 is being charged at the EVSE 102 in block 302. In block 304, the processor 212 of the ECU 204 can check whether there is a power drop at the EVSE 102. In an exemplary embodiment, to detect a power drop at the EVSE 102, the processor 212 can measure the power supplied by the EVSE 102 after a predefined time interval, and if the power is below a power threshold, the processor 212 can confirm that there is a power drop at the EVSE 102. In an exemplary embodiment, the predetermined time interval can be 2.5 minutes.If the processor 212 detects a power reduction at the EVSE 102, the logical flowchart 300a can move to block 308, and if no power reduction is detected, the logical flowchart 300a can move to block 306 and the vehicle 108 can continue charging at the EVSE 102.

[0034] After detecting a power reduction at the EVSE 102, the processor 212 can use the first model 210 to estimate a contact resistance band associated with a contact resistance value between the vehicle's charging input 108 and the EVSE 102's charging gun. An example correlation between the contact resistance values ​​and a corresponding contact resistance band is shown in Table 1. Table 1: Example contact resistance bands according to contact resistance values Kontaktwiderstand [µohm] Kontakt-Widerstandsband <= 27,7 (OptimalerKontaktwiderstand) 0 27.7 - 270 1 270 - 500 2 500 - 1000 3 1000 - 1500 4 1500 - 2000 5 2000 - 2700 6 2700 - 5000 7 5000 - 7000 8 7000 - 10000 9 > 10000 10

[0035] In an exemplary embodiment, the contact resistance band can be estimated by the first model 210 based on one or more charging-related parameters, including, but not limited to, the initial charging inlet temperature measured during the start of charging the vehicle 108, a steady-state current value measured at the EVSE 102 after a predefined time interval during charging the vehicle 108, and optionally an ambient temperature of an area surrounding the charging inlet of the vehicle 108. The person skilled in the art can see that the parameter "ambient temperature of an area surrounding the charging inlet of the vehicle 108" can be used to estimate the contact resistance band based on a decision made by the first model 210 with regard to the variation in the ambient temperature.

[0036] In an exemplary embodiment, the first model 210 is trained on the basis of a training data set comprising a plurality of contact resistance values ​​corresponding to a plurality of steady-state current values ​​and a plurality of initial charge input temperatures, in order to enable the first model 210 to estimate the contact resistance band at least on the basis of initial charge input temperatures and steady-state current values.

[0037] Therefore, the first model 210 can be trained to estimate the contact resistance value, and thus the associated contact resistance band, based on one or more charge-related parameters provided as input to the first model 210. For example, if the initial charge inlet temperature and steady-state current value provided as input to the first model 210 are 25°C and 110 amperes, respectively, then the processor 212, based on the training of the first model 210, can set the contact resistance value to approximately 2000 µΩ and an associated contact resistance band of 6 (from Table 1).

[0038] Following the estimation of the contact resistance band, the processor 212 in block 310 can transmit the estimated contact resistance band and one or more vehicle-related parameters associated with the vehicle 108 to the server 112. Specifically, the processor 212 of the first vehicle 108, as shown in Fig. Figure 4 shows the estimated contact resistance band 402, together with the initial charge inlet temperature 404 and model and line information 406 associated with the vehicle 108, being transmitted to the server 112. In an exemplary embodiment, the initial charge inlet temperature and the model and line information associated with the vehicle 108 can constitute one or more vehicle-related parameters associated with the vehicle 108.

[0039] Let us now consider the in Fig. Logical flow diagram 300b, shown in section 3b, begins in block 312 with the scenario that vehicle 110 plans to charge at EVSE 102. In such a scenario, the processor 220 of server 112 can receive one or more vehicle-related parameters from vehicle 110, as shown in block 314. In particular, the processor 220 of server 112 can, as shown in Fig. 4 shown, receive one or more vehicle-related parameters (408, 410, 412) that include model and line information, the initial charging input temperature, the state of charge of the battery (SOC), the initial battery temperature associated with the vehicle 110, and the current location and route information of the vehicle 110.

[0040] The processor 220, using the second model 218, can estimate a value for the reduced power and charging time associated with charging the vehicle 110 at the EVSE 102, as shown in block 316. To estimate the reduced power and charging time, the estimated contact resistance band received from the server 112 can be provided as input to the second model 218, along with one or more vehicle-related parameters associated with the vehicle 108 and the vehicle 110, which were received from the server 112. The second model 218 can then process the inputs to estimate the reduced power and charging time. Those skilled in the art will understand that the way in which the inputs can be processed may depend on the type of second model 218.In one exemplary embodiment, the second model 218 can be a physical model, and the inputs can be used to estimate the value of the reduced power and the charging time using a predefined set of equations. In another exemplary embodiment, the second model 218 can be an AIML-based model. In this case, the second model 218 can be trained to estimate the value of the reduced power and the charging time. In yet another exemplary embodiment, the second model 218 can be implemented in the form of a lookup table containing a variety of power reduction values ​​and charging times corresponding to a variety of combinations of vehicle-related parameters for a given contact resistance band.

[0041] Furthermore, the estimated value of the reduced power and the estimated loading time 414 can be transmitted from server 112 to vehicle 110, as shown in block 318 and also in Fig. Figure 4 shows that, in one exemplary aspect, the reduced power value can include a maximum, a minimum, and a mean value, and each of these values ​​can be communicated to the vehicle 110. In another exemplary aspect, however, the reduced power can be transmitted as a single value. By transmitting the estimated reduced power value and the estimated charging time associated with charging at the EVSE 102, a user of the vehicle 110 can be warned of a fault in the EVSE 102, enabling them to efficiently plan when and where to charge the vehicle 110.

[0042] In addition to providing the estimated reduced power output and charging time for vehicle 110, server 112 can also provide location information 414 of one or more EVSEs, such as EVSE 104 and EVSE 106, which vehicle 110 can use for charging instead of EVSE 102. Furthermore, server 110 can delete detailed information about EVSE 102 from vehicle 110's navigation system. In an exemplary embodiment, EVSE 102 can be deleted from the navigation maps of all vehicles traveling on the same route as vehicles 108 and 110, and can be restored once the fault in EVSE 102 has been rectified and reported to server 112.In another exemplary embodiment, the server 112 can, in addition to the memory 216, also include a database (not shown in the figures) to store information about EVSEs with a higher number of error repetitions, and can delete such EVSEs from the navigation systems of vehicles.

[0043] Fig. Figure 5 illustrates, by means of a flowchart, an exemplary method 500 for providing early warning to vehicles of a power drop at an electric vehicle supply unit (EVSE) according to an embodiment of the present disclosure. Method 500 can also be described in the general context of computer-executable instructions. In general, computer-executable instructions can include routines, programs, tasks, components, data structures, procedures, modules, and functions that perform specific functions or implement specific abstract data types.

[0044] The order in which Procedure 500 is described is not to be understood as a restriction, and any number of the described procedure blocks can be combined in any order to carry out the procedure. Furthermore, individual blocks can be omitted from the procedures without this being contrary to the spirit and scope of the described subject matter.

[0045] In step 502, the procedure 500 can include detecting a power drop at the first EVSE 102 while the first vehicle 108 is charging at the first EVSE 102. In one example, the processor 212, implemented in the ECU 204 of the first vehicle 108, can measure the power supplied by the first EVSE 102 after a predefined time interval to detect a power drop at the first EVSE 102, and if this power is below a power threshold, the processor 212 can confirm that a power drop has occurred at the first EVSE 102.

[0046] In step 504, the method 500 may include estimating, using the first model 210, a contact resistance band related to the contact resistance value between the charging input of the first vehicle 108 and the charging gun of the first EVSE 102, based on one or more charging-related parameters. In an exemplary embodiment, the one or more charging-related parameters may include the initial charging input temperature measured during the start of charging the first vehicle 108, a steady-state current value measured at the first EVSE 102 after a predefined time interval during charging the first vehicle 108, and optionally an ambient temperature of an area surrounding the charging input of the first vehicle 108.In an exemplary embodiment, the first model 210 can correlate one or more charging-related parameters with a training data set to estimate the contact resistance value corresponding to the combination of the initial charging input temperature and the continuous current value assigned to the first vehicle 108.

[0047] In step 506, the method 500 may involve estimating, using the second model 218, a reduced power value and charging time associated with charging the second vehicle 110 at the first EVSE 102, based on the estimated contact resistance band and one or more vehicle-related parameters associated with the first vehicle 108 and the second vehicle 110. In one exemplary aspect, the second model 218 may be implemented on the server 112. In an exemplary embodiment, the one or more vehicle-related parameters associated with the first vehicle 108 may include the initial charging inlet temperature, as well as model and line information associated with the first vehicle 108.Furthermore, the one or more vehicle-related parameters assigned to the second vehicle 110 may include model and line information, the initial charging input temperature, the state of charge (SOC) of the battery, the initial battery temperature assigned to the second vehicle 110, and the current location and route information of the second vehicle 110.

[0048] In step 508, procedure 500 may involve transmitting the estimated reduced power value and the estimated charging time associated with charging at the first EVSE 102 to the second vehicle 110. In one exemplary aspect, the reduced power value may include a maximum, a minimum, and a mean value, and each of these values ​​may be provided to vehicle 110. In another exemplary aspect, however, the reduced power value may also be transmitted as a single value. In addition to providing the estimated reduced power value and the estimated charging time to the second vehicle 110, server 112 may also provide location information about one or more EVSEs, such as EVSE 104 and EVSE 106, that the second vehicle 110 may use for charging instead of the first EVSE 102.

[0049] The steps presented here serve to illustrate the exemplary embodiments shown, and it should be assumed that ongoing technological development will change the way certain functions are performed. These examples are for illustrative purposes only and do not represent a limitation. Furthermore, the boundaries of the function blocks have been arbitrarily defined here to facilitate description. Other boundaries can be defined as long as the specified functions and their relationships are appropriately implemented.

[0050] Furthermore, one or more computer-readable storage media can be used in the implementation of embodiments consistent with this disclosure. A computer-readable storage medium refers to any type of physical storage on which information or data that can be read by a processor can be stored. Thus, a computer-readable storage medium can store instructions for execution by one or more processors, including instructions that cause the processor(s) to perform steps or stages consistent with the embodiments described herein. The term "computer-readable medium" should be understood to include tangible objects and exclude carrier waves and transient signals, i.e., it is non-volatile.Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard disks, CD-ROMs, DVDs, flash drives, floppy disks and all other known physical storage media.

[0051] Suitable processors include, for example, a general-purpose processor, a special-purpose processor, a conventional processor, a digital signal processor (DSP), a graphics processing unit (GPU), multiple microprocessors, one or more microprocessors in conjunction with a DSP core, a controller, a microcontroller, application-specific integrated circuits (ASICs), field-programmable gate array circuits (FPGAs), any other type of integrated circuit (IC) and / or a state machine.

[0052] In one embodiment, the present disclosure provides a system for the early warning of vehicles of faults (i.e., power loss) in one or more EVSEs on their respective routes.

[0053] In another embodiment, the present disclosure provides a system that offers electric vehicle users greater flexibility in terms of charging their vehicles by providing them with information on the location of alternative EVSEs that can be used to charge their vehicles.

[0054] In another embodiment, the present disclosure provides a system that enables users of vehicles (or EVs) to efficiently plan when and where to charge their vehicles. REFERENCE MARK 102 First EVSE 104 Second EVSE 106 Third EVSE 108 First vehicle 110 Second vehicle 112 servers 202 System 204 Electronic control unit 206, 214 I / O interface 208, 216 storage 210 First model 218 Second model 212, 220 processor 300a, 300b Logical Flowcharts 302 - 318 blocks 400 Interaction Diagram 402-414 Interactions between units 500 method 502-508 Procedure steps QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 10101397 B2

[0005]

Claims

[1] Method for providing early warning to vehicles regarding a drop in power at an electric vehicle supply device (EVSE), the method comprising: Detection (602) of power drop at a first EVSE (102) during charging of a first vehicle (108) at the first EVSE (102); during detection, estimation (604), using a first model (210), a contact resistance band connected to a contact resistance value between a charging input of the first vehicle (108) and a charging gun of the first EVSE (102), based on one or more charging-related parameters; Estimate (606), using a second model (218), a reduced power value and a charging time associated with charging a second vehicle (110) at the first EVSE (102), based on the estimated contact resistance band and one or more vehicle-related parameters associated with the first vehicle and the second vehicle (110); and Providing (608) the estimated value of the reduced power and the estimated charging time associated with charging at the first EVSE (102) to the second vehicle (110). [2] The method according to claim 1 further comprises: Providing at least location information associated with one or more EVSEs (104, 106) that are not the first EVSE (102) to the second vehicle (110). [3] Method according to claim 1, wherein: the one or more charging-related parameters include an initial charging input temperature measured during the start of charging the first vehicle, a steady-state current value measured at the first EVSE (102) after a predefined time interval during charging the first vehicle (108), and optionally an ambient temperature of an area surrounding the charging input of the first vehicle (108). the one or more vehicle-related parameters that are assigned to the first vehicle (108), at least model information corresponding to the first vehicle (108), and an initial charging inlet temperature assigned to the first vehicle (108). [4] Method according to claim 1, wherein: the one or more vehicle-related parameters assigned to the second vehicle (110) shall include at least the following: a current location of the second vehicle (110), route information assigned to the second vehicle (110), model information corresponding to the second vehicle (110), a state of charge (SOC) of the second vehicle (110), an initial temperature of a battery of the second vehicle (110), and an initial charging input temperature assigned to the second vehicle (110). [5] Method according to claim 1, wherein: the first model (210) for estimating the contact resistance band is trained on the basis of a training data set comprising a variety of contact resistance values ​​corresponding to a variety of steady-state current values ​​and a variety of initial charging inlet temperature values. [6] Method according to claim 1, wherein the first model (210) is implemented in the first vehicle (108) and the second model (218) is implemented on a server (112). [7] System for early warning of vehicles regarding a drop in power at an electric vehicle supply device (EVSE), the system comprising: an electronic control unit (ECU) (204) connected to a first vehicle (108), the ECU (204) comprising: a memory (208) configured to store a first model (210); and a processor (212) that is operationally coupled to the memory (208), wherein the processor (212) is configured to: Detection of power loss at a first EVSE (102) during charging of the first vehicle (108) at the first EVSE (102); Upon detection using the first model (210), to estimate a contact resistance band associated with a contact resistance value between a charging input of the first vehicle (108) and a charging gun of the first EVSE (102), based on one or more charging-related parameters; a server (112) that is communicatively coupled to the ECU (204), the server (112) comprising: a memory (216) configured to store a second model (218); and a processor (220) that is operationally coupled to the memory (216), wherein the processor (220) is configured to: Estimate, using the second model (218), a reduced power value and charging time associated with charging a second vehicle (110) at the first EVSE (102), based on the estimated contact resistance band and one or more vehicle-related parameters associated with the first vehicle (108) and the second vehicle (110); and to transmit the estimated value of the reduced power and the estimated charging time associated with charging at the first EVSE (102) to the second vehicle (110). [8] System according to claim 7, wherein the processor (220) of the server (112) is further configured such that it: to provide the second vehicle (110) with at least location information connected to one or more EVSEs (104, 106) that are not the first EVSE (102). [9] The system according to claim 7, wherein: the one or more charging-related parameters include an initial charging input temperature measured during the start of charging the first vehicle (108), a steady-state current value measured at the first EVSE (102) after a predefined time interval during charging the first vehicle (108), and optionally an ambient temperature of an area surrounding the charging input of the first vehicle (108). the one or more vehicle-related parameters that are assigned to the first vehicle (108), at least model information corresponding to the first vehicle (108), and an initial charging inlet temperature assigned to the first vehicle (108). [10] The system according to claim 7, wherein: the one or more vehicle-related parameters assigned to the second vehicle (110) shall include at least the following: a current location of the second vehicle (110), route information assigned to the second vehicle (110), model information corresponding to the second vehicle (110), a state of charge (SOC) of the second vehicle (110), an initial battery temperature of the second vehicle (110), and an initial charging input temperature assigned to the second vehicle (110); and the first model (210) is trained to estimate the contact resistance band based on a training data set comprising a variety of contact resistance values ​​corresponding to a variety of steady-state current values ​​and a variety of initial charge input temperature values.

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