Phase detection and mapping for electric vehicle service equipment (EVSE)

Abstract

A phase detection system detects a grid-to-EVSE phase connection mapping of an EVSE to a three-phase electrical grid. The system comprises EVSEs, each including an EVSE phase to electrically couple to a phase of a three-phase electrical system at a site. The system further comprises a non-dedicated site meter connected to the EVSEs to measure electricity consumption per phase of the three-phase electrical system at the site. The system includes a method for making the mapping available to third party load management systems. The system further comprises a backend communicatively coupled to the EVSEs and the non-dedicated site meter such that a cyclical charging indicating that phase mapping discovery is in place. The backend has access to site meter data such that automatic phase mapping happens one charger at a time, on the first time that a 1-phase vehicle is connected to a charger. An API connection and a 3rd party system that connects to it is unique.

Description

PHASE DETECTION AND MAPPING FOR ELECTRIC VEHICLE SERVICE EQUIPMENT (EVSE)BACKGROUND1. Field

[0001] Aspects of the present disclosure generally relate to phase detection and mapping for electric vehicle service equipment (EVSE).2. Description of the Related Art

[0002] In Europe and other locations with 3-phase grid presence, it is common for 3-phase chargers to be deployed. While some vehicles are capable of consume electricity over all 3-phases, in many cases vehicles can only consume electricity over a single phase. When this happens, depending on how the electric vehicle chargers are connected to electric grid phases A, B and C, a grid imbalance can happen. With that, proper phase mapping is necessary, so phase load balancing can be performed. In addition to this, once phase mapping is performed, whether manually or automatically, this needs to be made available to the platform that actually performs phase-based load balancing.

[0003] Manual mapping has been done by writing the information on pen / paper, prone to error, or by manual selection on the charger (which allows this to be sent digitally to the cloud). Automated mapping has been done using this method WO2023154394A1 (Systems and methods of phase detection and mapping for electric vehicle service equipment to Jenya Kirshtein, Daniel Feldman, Amanpreet Kaur, Cornelius Van De Water), which requires a dedicated meter to be present in the site behind the EV chargers deployed, not including the rest of the building, something that may not be realistic. The phase mapping is normally available inside the backend directly connected to the chargers, but otherwise not expose to other backends that could perform phase balancing via any means.

[0004] Therefore, a phase detection system to detect a grid-to-EVSE phase connection mapping of an electric vehicle supply equipment (EVSE) to a three-phase electrical grid is needed.SUMMARY

[0005] Briefly described, aspects of the present disclosure relate to phase detection and mapping for an electric vehicle service equipment (EVSE). The disclosure assumes that there is a site meter to which chargers are connected, in addition to other electrical devices in the building. It assumes that a backend that manages the chargers also has access to site meter data, on a timely manner. Automatic phase mapping happens one charger at a time, on the first time that a 1-phase vehicle is connected to the charger (something the backend identifies by the readings sent by the charger of 1-phase current / power instead of 2-phase or 3-phase current / power). When that happens, the backend measures site overall consumption of all 3 phases, and varies the maximum allowed current consumption by the specific charger being calibrated, by a configurable value from 10A to 26A (as typically 3-phase chargers are either capable of 32A or 16A per phase, and the minimum current per phase that is not disruptive is 6A), This variation of maximum current allowed happens in a cyclical period with intervals of X minutes, and throughout this time the site meter value for all three phases is looked at, immediately after a change (that would drive a change in behavior from the vehicle connected to the charger). This is repeated enough times until it is possible to statistically verify that at least Y% (e.g. 95%) of the time a variation of current on charger phase 1 leads to a similar variation in current on phase A, B or C in the site meter. The variation does not need to be identical, because the site meter measures other devices, so the calibration period can take a while if variability in the rest of the site is high. If the calibration takes more than Z periods to converge, other chargers with 1-phase vehicles connected to them can be turned off, to reduce interference. While calibration is taking place, the driver is to be alerted that phase mapping is in place, so the driver is not alarmed by the erratic charging behavior. In addition to this, as chargers’ connection to the grid phases are mapped, they are made available via an application programming interface (API) toa 3-party system that map be responsible for phase-based load balancing.

[0006] In accordance with one illustrative embodiment of the present disclosure, a phase detection system to detect a grid-to-EVSE phase connection mapping of an electric vehicle supply equipment (EVSE) to a three-phase electrical grid is provided. The phase detection system comprises one or more EVSEs, each including an EVSE phase to electrically couple to a phase of a three-phase electrical system at a site. The system further comprises a non-dedicated site meter or any existing site smart meter connected to the one or more EVSEs to measure electricity consumption per phase of the three-phase electrical system at the site, the system includes a method for making the mapping available to third party load management systems, and allows using the any existing site smart meter that includes the one or more EVSEs on the site, does not disrupt charging operation (does require other EVSEs to be off while one is checked for phase). The system further comprises a backend communicatively coupled to the one or more EVSEs and the non-dedicated site meter such that a cyclical charging indicating that phase mapping discovery is in place. The backend that manages the one or more EVSEs also has access to site meter data, on a timely manner such that automatic phase mapping happens one charger at a time, on the first time that a 1 -phase vehicle is connected to a charger (something the backend identifies by readings sent by the charger of 1 -phase current / power instead of 2-phase or 3-phase current / power) and when that happens, the backend measures site overall consumption of all 3 phases.

[0007] In accordance with one illustrative embodiment of the present disclosure, a method for phase detection and mapping for electric vehicle service equipment is provided. The method comprises providing a phase detection system to detect a grid- to-EVSE phase connection mapping of an electric vehicle supply equipment (EVSE) to a three-phase electrical grid. The method further comprises providing one or more EVSEs, each including an EVSE phase to electrically couple to a phase of a three-phase electrical system at a site. The method further comprises providing a non-dedicated site meter or any existing site smart meter connected to the one or more EVSEs to measure electricity consumption per phase of the three-phase electrical system at the site. The system includes a method for making the mapping available to third party load management systems, and allows using the any existing site smart meter that includesthe one or more EVSEs on the site, does not disrupt charging operation (does require other EVSEs to be off while one is checked for phase). The method further comprises providing a backend communicatively coupled to the one or more EVSEs and the nondedicated site meter such that a cyclical charging indicating that phase mapping discovery is in place. The backend that manages the one or more EVSEs also has access to site meter data, on a timely manner such that automatic phase mapping happens one charger at a time, on the first time that a 1 -phase vehicle is connected to a charger (something the backend identifies by readings sent by the charger of 1 -phase current / power instead of 2-phase or 3-phase current / power) and when that happens, the backend measures site overall consumption of all 3 phases.

[0008] The above described features and advantages, as well as others, will become more readily apparent to those of ordinary skill in the art by reference to the following detailed description and accompanying drawings. While it would be desirable to provide one or more of these or other advantageous features, the teachings disclosed herein extend to those embodiments which fall within the scope of the appended claims, regardless of whether they accomplish one or more of the above-mentioned advantages.BRIEF DESCRIPTION OF THE DRAWINGS

[0009] For a more complete understanding of the present disclosure, and the advantages thereof, reference is now made to the following descriptions taken in conjunction with the accompanying drawings, wherein like numbers designate like objects.

[0010] FIG. 1 illustrates a phase detection and mapping system (“PDMS”) for detection of a phase of an electric vehicle service equipment (“EVSE”) in accordance with an embodiment of the present disclosure.

[0011] FIG. 2 shows a flow chart for a method of a PDMS for detecting and mapping a phase connection at an EVSE, according to an embodiment of the present disclosure.

[0012] FIG. 3 illustrates a flow chart of a method for phase detection and mapping for electric vehicle service equipment in accordance with an embodiment of the present disclosure.DETAILED DESCRIPTION

[0013] Various technologies pertain to automated AC grid phase to EV charger phase mapping and availability to 3rd party EV charging platforms. A phase detection and mapping system (“PDMS”) for detection of a phase of an electric vehicle service equipment (“EVSE”) is presented. A method of a PDMS for detecting and mapping a phase connection at an EVSE is provided. The drawings discussed below, and the various embodiments used to describe the principles of the present disclosure in this patent document are by way of illustration only and should not be construed in any way to limit the scope of the disclosure. Those skilled in the art will understand that the principles of the present disclosure may be implemented in any suitably arranged apparatus. It is to be understood that functionality that is described as being carried out by certain system elements may be performed by multiple elements. Similarly, for instance, an element may be configured to perform functionality that is described as being carried out by multiple elements. The numerous innovative teachings of the present application will be described with reference to exemplary non-limiting embodiments.

[0014] To facilitate an understanding of embodiments, principles, and features of the present disclosure, they are explained hereinafter with reference to implementation in illustrative embodiments. In particular, they are described in the context of a phase detection and mapping system (“PDMS”). Embodiments of the present disclosure, however, are not limited to use in the described systems or methods.

[0015] The components and materials described hereinafter as making up the various embodiments are intended to be illustrative and not restrictive. Many suitable components and materials that would perform the same or a similar function as the materials described herein are intended to be embraced within the scope ofembodiments of the present disclosure.

[0016] These and other embodiments of the system are provided for A phase detection and mapping system (“PDMS”) according to the present disclosure are described below with reference to FIG. 1 herein. The drawing is not necessarily drawn to scale.

[0017] Consistent with an embodiment of the present disclosure, FIG. 1 represents a phase detection and mapping system (“PDMS”) 100 for detection of a phase of an electric vehicle service equipment (“EVSE” or “EVSEs”) 160a — 160n. The PDMS 100 comprises a backend 105 and a site 120; and may employ the Internet 20 (or a private communication system). The backend 105 is communicatively coupled 110 to the Internet 20. The site 120 further comprises a site control unit (“SOU”) 130 and a plurality of EVSEs 160a — 160n. The SCU 130 is communicatively coupled 115 to the Internet 20. The site 120 draws three-phase electrical power 125 from an electric grid 10 via the SCU 130. The SCU 130 is configured to deliver the three-phase electrical power 125 to the plurality of EVSEs 160a — 160g via three site phase lines 140, 145, 150. The SCU 130 comprises a non-dedicated site power meter 135 configured to measure electrical consumption on each site phase line 140, 145, 150. A non-dedicated site power meter or a shared site power meter is a single meter that measures what is being used by 1 apartment, electrical unit / device, and some space outside that apartment. That space could be another apartment or the common areas of an apartment building or duplex. The SCU 130 may comprise (or operate) a local network 155 whereby the SCU 130 is communicatively coupled 180a — 180n to each of the EVSEs 160a — 160n, respectively. Illustration of eight EVSEs 160a — 160n is for convenience of the disclosure and not by way of limitation.

[0018] Each EVSE 160a — 160n is configured with three phase lines, such as the first phase line 165a, the second phase line 170a, and the third phase line 175a of the first EVSE 160a. The first phase line 165a of the first EVSE 160a couples to the site phase line 140 from the SCU 130. The second phase line 170a couples to the second site phase line 145. The third phase line 175a couples to the third site phase line 150. Similarly, the first phase line 165b — 165n of each of the second through last EVSEs160b — 160n couples to the site phase line 140 from the SCU 130, each second phase line 170b — 170n couples to the second site phase line 145, and each third phase line 175b — 175n couples to the third site phase line 150.

[0019] As can be noted by examination of FIG. 1 , multiple configurations of EVSE phase lines are shown. More particularly, when viewed as from the SOU 130, the first, second, and third phase lines 165a, 170a, 175a are in order of first, second, and third. At the EVSE 160b, the sequence, in the same progressive order, is the first phase line 165b, the third phase line 175b, and the second phase line 170b. Similarly, the phase line order at the EVSE 160c is, progressively, the second phase line 170c, the first phase line 165c, and the third phase line 175c. The particular arrangement of EVSE phase lines illustrated in FIG. 1 is by way of example and not a limitation. Rather, the shown EVSE phase line arrangements illustrate that a variety of EVSE phase line arrangements may be employed at an EVSE site in an effort to provide a modicum of electrical power load balancing.

[0020] Furthermore, there may be no record (or no reliable record) of the EVSE phase line arrangements. Hereafter, a record of EVSE phase line arrangements is referred to as an “EVSE phase map.” As this name suggests, the EVSE phase map can be a record of which EVSE phase line at each EVSE is connected to which site phase line at a site.

[0021] Presently, an electric vehicle (“EV”) may be configured to employ either three- phase or single-phase power. By way of example, an EV 185a is shown with a three- phase connection 190 to the EVSE 160g, and an EV 185b is shown with a single-phase connection 195 to the EVSE 160f. When the EV 185a is connected to the EVSE 160g (or any of the EVSEs 160a — 160n), each of the three site phase lines 140, 145, 150 provides theoretically equal electric power to charge the EV 185a. When multiple EVs of the same type as the EV 185a are charging at the various EVSEs 160a — 160n, power balancing is essentially inherent because each of the three site phase lines 140, 145, 150 is carrying essentially equal electric current. Conversely, when the EV 185b is connected to the EVSE 160f (or any of the EVSEs 160a — 160n), only one of the three site phase lines 140, 145, 150 provides electric power to charge the EV 185b. Byextension, when multiple single-phase charging EVs connect to the EVSEs 160a — 160n, the electric current on each of the three phase lines 140, 145, 150 may be different. More particularly, it is conceivable that multiple single-phase charging EVs may connect to EVSEs that have the same EVSE phase line configuration, resulting, potentially, in a single member of the three site phase lines 140, 145, 150 carrying a high electric current while the other two members of the site phase lines 140, 145, 150 carry no current. When at least one EV 185b connects to one of the EVSEs 160a — 160n, the non-dedicated site power meter 135 may detect a disparity in current carried by each of the three site phase lines 140, 145, 150; however, the site power meter 135 will have no information about which EVSE 160a — 160n is charging that EV 185b.

[0022] For convenience of the disclosure, and not by way of limitation, the EV 185b is a single-phase charging EV, and has connected to the EVSE 160f to charge the battery system on board the EV 185b. The SCU 130 communicates, via the communication coupling 115, the Internet 20, and the communication coupling 110, to the backend 105 the connection of the EV 185b. The SCU 130 may communicate to the backend 105 a commencement of charging the EV 185b. The SCU 130 may communicate to the backend 105 a disparity of current on the site phase lines 140, 145, 150, suggesting the connected EV is a single-phase charging EV 185b. (If the connected EV were, instead, a three-phase charging EV, such as the EV 185a, the SCU 130 may communicate to the backend 105 an indication of equal (or near equal) current on each of the site phase lines 140, 145, 150.) The backend 105 may signal the SCU 130 to interrupt or discontinue charging at all EVSEs 160a — 160n at the site 120. The SCU 130 may interrupt current on all three of the site phase lines 140, 145, 150 (and may also signal the EVSEs 160a — 160n that the interruption is not a fault or error). The SCU 130 may signal the backend 105 a confirmation that charging at all of the EVSEs 160a — 160n has stopped. The SCU 130 may confirm that all charging at the EVSEs 160a — 160n has been interrupted by polling the non-dedicated site meter 135. If all charging has stopped, the non-dedicated site meter 135 will respond to the SCU 130 with an indication that no current is passing along all three of site phase lines 140, 145, 150. The backend 105 may signal the SCU 130 to permit electrical energy to one of the phase lines (e.g., to activate one of the phase lines) 140, 145, 150. The SCU 130 may activate, for example, the phase line 140. The SCU 130 may poll the non-dedicated site meter135 to ascertain whether a current is passing through the phase line 140. If the nondedicated site meter 135 indicates that no current is passing through the phase line 140, the SCU 130 may pass this information (e.g., as telemetry) to the backend 105. The backend 105 may internally note that the site phase line 140 does not provide energy to the EVSE 160f when the EVSE 160f is charging the single-phase charging EV 185b. The backend 105 then signals the SCU 130 to deactivate the phase line 140, to confirm deactivation of the phase line 140, and to activate a next phase line, such as the site phase line 145. The SCU 130 may, accordingly, deactivate the phase line 140. The SCU 130 may poll the non-dedicated site meter 135 to confirm that no current is traveling along the phase line 140. The SCU 130 may activate one of the remaining phase lines, such as the site phase line 145. The SCU 130 may poll the non-dedicated site meter 135 to ascertain whether a current is traveling through the site phase line 145. If the site meter 135 indicates the presence of a current in the site phase line 145, the SCU 130 may provide telemetry to the backend 105 that the site phase line 145 is carrying an electrical current. The backend 105 may note, from this telemetry, that the site phase line 145 provides electrical power to the single-phase EV 185b connected to the EVSE 160f . In one embodiment, the backend 105 may then signal the SCU 130 to resume charging at all EVSEs 160a — 160n by activating all of the site phase lines 140, 145, 150. In one embodiment, the backend 105 may signal the SCU 130 to deactivate the site phase line 145 and to activate the site phase line 150. The SCU 130 may deactivate the site phase line 145, confirm the site phase line 145 is carrying no current, and activate the site phase line 150. The SCU 130 may poll the site meter 135 to ascertain whether a current is present in the site phase line 150. In a no-fault condition, and in the case of the site phase line 145 providing current to the EVSE 160f to charge the single phase EV 185b, the site phase line 150 should be carrying no current, and the SCU 130 may report this to the control server 150. The backend 105 may note that the site phase line 150 is not carrying a current. The backend 105 may signal the SCU 130 to activate all of the site phase lines 140, 145, 150 whereby charging of all EVs that may be connected at any of the EVSEs 160a — 160n may resume. The backend 105 may update (or create) an EVSE phase map for the site 120 based on the results of deactivating all of the site phase lines 140, 145, 150, and sequentially activating each of the site phase lines 140, 145, 150 to identify which of the site phase lines 140, 145, 150 is coupled to the particular EVSE phase line 165a — 165n, 170a — 170n, 175a — 175n,respectively, at each of the EVSEs 160a — 160n.

[0023] The phase detection and mapping system (“PDMS”) 100 is configured to detect a grid-to-EVSE phase connection mapping of an electric vehicle supply equipment (EVSE) to a three-phase electrical grid. The phase detection and mapping system (“PD S”) 100 comprises one or more EVSEs 160a — 160n, each including an EVSE phase to electrically couple to a phase of a three-phase electrical system at a site 120.

[0024] The PD S 100 comprises a non-dedicated site meter 135 or any existing site smart meter connected to the one or more EVSEs 160a — 160n to measure electricity consumption per phase of the three-phase electrical system at the site 120, the system 100 includes a method for making the mapping available to third party load management systems 147, and allows using the any existing site smart meter that includes the one or more EVSEs on the site 120, does not disrupt charging operation (does require other EVSEs to be off while one is checked for phase); and

[0025] The PDMS 100 comprises a backend 105 communicatively coupled to the one or more EVSEs 160a — 160n and the non-dedicated site meter 135 such that a cyclical charging 149 indicating that phase mapping discovery is in place, wherein the backend 105 that manages the one or more EVSEs 160a — 160n also has access to site meter data, on a timely manner such that automatic phase mapping happens one charger at a time, on the first time that a 1 -phase vehicle is connected to a charger (something the backend identifies by readings sent by the charger of 1 -phase current / power instead of 2-phase or 3-phase current / power) and when that happens, the backend 105 measures site overall consumption of all 3 phases.

[0026] Once phase mapping is performed, whether manually or automatically, this needs to be made available to a platform 151 that actually performs phase-based load balancing 153. Automated phase mapping is normally available inside the backend 105 directly connected to chargers 160a — 160n, but otherwise not expose to other backends that could perform phase balancing via any means.

[0027] The backend 105 varies a maximum allowed current consumption 157 by a specific charger being calibrated, by a configurable value 159 from 10A to 26A (as typically 3-phase chargers are either capable of 32A or 16A per phase, and a minimum current per phase that is not disruptive is 6A). This variation of the maximum current allowed happens in a cyclical period 161 with intervals of X minutes, and throughout this time the site meter value for all three phases is looked at, immediately after a change (that would drive a change in behavior from the vehicle connected to the charger). This is repeated enough times until it is possible to statistically verify that at least Y% (e.g. 95%) of the time a variation of current on charger phase 1 leads to a similar variation in current on phase A, B or C in the site meter 135.

[0028] A variation does not need to be identical, because the non-dedicated site meter 135 measures other devices, so a calibration period 163 can take a while if variability in the rest of the site 120 is high. If the calibration takes more than Z periods to converge, other chargers with 1 -phase vehicles connected to them can be turned off, to reduce interference. While the calibration is taking place, a driver is to be alerted that phase mapping is in place, so the driver is not alarmed by the erratic charging behavior. As chargers’ connection to the grid 10 phases are mapped, they are made available via an API 167 to a 3rd-party system 169 that map be responsible for phase-based load balancing and if phase mapping information is loaded into an installer app 171 manually while installation is taking place (instead of leveraging an automated algorithm), the installer app 171 can end the phase mapping information to the backend for availability to the same API 167.

[0029] An API connection and the 3rdparty system that connects to it is unique. The idea is not necessarily useful in the US, because there are no 3-phase AC chargers in the US, so it is not an interesting here. It would be valuable in Europe, APAC and LATAM, all countries that follow the I EC EV charging standards.

[0030] The idea is about the presence of an API for a separate load balancing 3rd party system. That API has merits irrespective of whether an installer app is used to map phases manually. All possible combinations include an automated phase mapping and no 3rd party phase load balancing system (phase load balancing done by same platformas phase mapping platform). Another combination is an automated phase mapping and API to 3rd party phase load balancing system. Another combination is a manual phase mapping via app and no 3rd party phase load balancing system (phase load balancing done by same platform as phase mapping platform). Another combination is a manual phase mapping via app and API to 3rd party phase load balancing system. The API is mentioned in the Abstract as well.

[0031] Referring to FIG. 2, it shows a flow chart for a method 200 of a PDMS for detecting and mapping a phase connection at an EVSE, according to an embodiment of the present disclosure. While the method 200 of FIG. 2 is described in the context of an EVSE (described in conjunction with FIG. 1), the same (or a similar) method may be applied in the context of an electric device service equipment. The PDMS may detect 205 coupling of an EV at an EVSE of a plurality of EVSEs at a given site. The PDMS may further detect 210 charging at the particular EVSE. The PDMS may detect 215 the charging at the particular EVSE to be single-phase charging. The PDMS determines 220 if the particular EVSE has been mapped. If the EVSE has been phase mapped 221 , the PDMS checks 225 if a validate flag (or an instruction to perform phase mapping again) has been set. If the EVSE has been phase mapped 221 , and a validate flag is not set 227, the PDMS waits for and detects 205 a next coupling. If the EVSE has not been mapped 222, or if the EVSE has been mapped 221 and the validate flag is set 226, the PDMS sends 230 an instruction to reduce maximum current to 6A. The PDMS sends an instruction to confirm 235 current reduced to 6A. The PDMS sends 240a a signal to measure low current. The PDMS causes increase maximum current 245, to charger maximum (32A or 16A). The PDMS measures 245 for a charging current at the site meter. The PDMS sends 240b a signal to measure high current.

[0032] In one embodiment, the PDMS estimates 251 connection between logical current change and building meter physical current change. The PDMS checks 255 is confidence level that grid-to-logical-phase mapping is >95%. The PDMS associates 265 the one energized phase line to the EVSE to which the single-phase charging EV is coupled. The PDMS updates (or creates, as appropriate) 270 a phase map to record that the particular EVSE employs the particular phase line for single-phase charging of EVs.

[0033] Turning now to FIG. 3, it illustrates a flow chart of a method 300 for phase detection and mapping for electric vehicle service equipment in accordance with an embodiment of the present disclosure. Reference is made to the elements and features described in FIGs. 1-2. It should be appreciated that some steps are not required to be performed in any particular order, and that some steps are optional.

[0034] The method 300 comprises a step 305 of providing a providing a phase detection system to detect a grid-to-EVSE phase connection mapping of an electric vehicle supply equipment (EVSE) to a three-phase electrical grid. The method 300 further comprises a step 310 of providing one or more EVSEs, each including an EVSE phase to electrically couple to a phase of a three-phase electrical system at a site.

[0035] The method 300 further comprises a step 315 of providing a non-dedicated site meter or any existing site smart meter connected to the one or more EVSEs to measure electricity consumption per phase of the three-phase electrical system at the site, The system includes a method for making the mapping available to third party load management systems, and allows using the any existing site smart meter that includes the one or more EVSEs on the site, does not disrupt charging operation (does require other EVSEs to be off while one is checked for phase).

[0036] The method 300 further comprises a step 320 of providing a backend communicatively coupled to the one or more EVSEs and the non-dedicated site meter such that a cyclical charging indicating that phase mapping discovery is in place The backend that manages the one or more EVSEs also has access to site meter data, on a timely manner such that automatic phase mapping happens one charger at a time, on the first time that a 1 -phase vehicle is connected to a charger (something the backend identifies by readings sent by the charger of 1 -phase current / power instead of 2-phase or 3-phase current / power) and when that happens, the backend measures site overall consumption of all 3 phases.

[0037] While a grid-to-EVSE phase connection mapping of an electric vehicle supply equipment (EVSE) to a three-phase electrical grid is disclosed, other number of phases are also possible. For example, other phase systems may be implemented based onone or more features presented above without deviating from the spirit of the present disclosure.

[0038] The techniques described herein can be particularly useful for one or more EVSEs. While particular embodiments are described in terms of one or more EVSEs, the techniques described herein are not limited to such chargers but can also be used with other charger types.

[0039] While embodiments of the present disclosure have been disclosed in exemplary forms, it will be apparent to those skilled in the art that many modifications, additions, and deletions can be made therein without departing from the spirit and scope of the disclosure and its equivalents, as set forth in the following claims.

[0040] Embodiments and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known starting materials, processing techniques, components and equipment are omitted so as not to unnecessarily obscure embodiments in detail. It should be understood, however, that the detailed description and the specific examples, while indicating preferred embodiments, are given by way of illustration only and not by way of limitation. Various substitutions, modifications, additions and / or rearrangements within the spirit and / or scope of the underlying inventive concept will become apparent to those skilled in the art from this disclosure.

[0041] As used herein, the terms “comprises,” “comprising,” “includes,” “including,” “has,” “having” or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a process, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but may include other elements not expressly listed or inherent to such process, article, or apparatus.

[0042] Additionally, any examples or illustrations given herein are not to be regarded in any way as restrictions on, limits to, or express definitions of, any term or terms with which they are utilized. Instead, these examples or illustrations are to be regarded asbeing described with respect to one particular embodiment and as illustrative only. Those of ordinary skill in the art will appreciate that any term or terms with which these examples or illustrations are utilized will encompass other embodiments which may or may not be given therewith or elsewhere in the specification and all such embodiments are intended to be included within the scope of that term or terms.

[0043] In the foregoing specification, the disclosure has been described with reference to specific embodiments. However, one of ordinary skill in the art appreciates that various modifications and changes can be made without departing from the scope of the disclosure. Accordingly, the specification and figures are to be regarded in an illustrative rather than a restrictive sense, and all such modifications are intended to be included within the scope of disclosure.

[0044] Although the disclosure has been described with respect to specific embodiments thereof, these embodiments are merely illustrative, and not restrictive of the disclosure. The description herein of illustrated embodiments of the disclosure is not intended to be exhaustive or to limit the disclosure to the precise forms disclosed herein (and in particular, the inclusion of any particular embodiment, feature or function is not intended to limit the scope of the disclosure to such embodiment, feature or function). Rather, the description is intended to describe illustrative embodiments, features and functions in order to provide a person of ordinary skill in the art context to understand the disclosure without limiting the disclosure to any particularly described embodiment, feature or function. While specific embodiments of, and examples for, the disclosure are described herein for illustrative purposes only, various equivalent modifications are possible within the spirit and scope of the disclosure, as those skilled in the relevant art will recognize and appreciate. As indicated, these modifications may be made to the disclosure in light of the foregoing description of illustrated embodiments of the disclosure and are to be included within the spirit and scope of the disclosure. Thus, while the disclosure has been described herein with reference to particular embodiments thereof, a latitude of modification, various changes and substitutions are intended in the foregoing disclosures, and it will be appreciated that in some instances some features of embodiments of the disclosure will be employed without a corresponding use of other features without departing from the scope and spiritof the disclosure as set forth. Therefore, many modifications may be made to adapt a particular situation or material to the essential scope and spirit of the disclosure.

[0045] Respective appearances of the phrases "in one embodiment," "in an embodiment," or "in a specific embodiment" or similar terminology in various places throughout this specification are not necessarily referring to the same embodiment. Furthermore, the particular features, structures, or characteristics of any particular embodiment may be combined in any suitable manner with one or more other embodiments. It is to be understood that other variations and modifications of the embodiments described and illustrated herein are possible in light of the teachings herein and are to be considered as part of the spirit and scope of the disclosure.

[0046] In the description herein, numerous specific details are provided, such as examples of components and / or methods, to provide a thorough understanding of embodiments of the disclosure. One skilled in the relevant art will recognize, however, that an embodiment may be able to be practiced without one or more of the specific details, or with other apparatus, systems, assemblies, methods, components, materials, parts, and / or the like. In other instances, well-known structures, components, systems, materials, or operations are not specifically shown or described in detail to avoid obscuring aspects of embodiments of the disclosure. While the disclosure may be illustrated by using a particular embodiment, this is not and does not limit the disclosure to any particular embodiment and a person of ordinary skill in the art will recognize that additional embodiments are readily understandable and are a part of this disclosure.

[0047] It will also be appreciated that one or more of the elements depicted in the drawings / figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application.

[0048] Benefits, other advantages, and solutions to problems have been described above with regard to specific embodiments. However, the benefits, advantages, solutions to problems, and any component(s) that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as a critical,required, or essential feature or component.

Claims

CLAIMS:

1. A phase detection system to detect a grid-to-EVSE phase connection mapping of an electric vehicle supply equipment (EVSE) to a three-phase electrical grid, the phase detection system comprising: one or more EVSEs, each including an EVSE phase to electrically couple to a phase of a three-phase electrical system at a site; a non-dedicated site meter or any existing site smart meter connected to the one or more EVSEs to measure electricity consumption per phase of the three-phase electrical system at the site, the system includes a method for making the mapping available to third party load management systems, and allows using the any existing site smart meter that includes the one or more EVSEs on the site, does not disrupt charging operation; and a backend communicatively coupled to the one or more EVSEs and the nondedicated site meter such that a cyclical charging indicating that phase mapping discovery is in place, wherein the backend that manages the one or more EVSEs also has access to site meter data, on a timely manner such that automatic phase mapping happens one charger at a time, on the first time that a 1 -phase vehicle is connected to a charger and when that happens, the backend measures site overall consumption of all 3 phases.

2. The phase detection system of claim 1 , wherein once phase mapping is performed, whether manually or automatically, this needs to be made available to a platform that actually performs phase-based load balancing.

3. The phase detection system of claim 1 , wherein automated phase mapping is normally available inside the backend directly connected to chargers, but otherwise not expose to other backends that could perform phase balancing via any means.

4. The phase detection system of claim 1 , wherein the backend varies a maximum allowed current consumption by a specific charger being calibrated, by a configurable value from 10A to 26A (as typically 3-phase chargers are either capable of 32A or 16A per phase, and a minimum current per phase that is not disruptive is 6A).

5. The phase detection system of claim 4, wherein this variation of the maximum current allowed happens in a cyclical period with intervals of X minutes, and throughout this time the site meter value for all three phases is looked at, immediately after a change (that would drive a change in behavior from the vehicle connected to the charger).

6. The phase detection system of claim 5, wherein this is repeated enough times until it is possible to statistically verify that at least Y% (e.g. 95%) of the time a variation of current on charger phase 1 leads to a similar variation in current on phase A, B or C in the site meter.

7. The phase detection system of claim 6, wherein a variation does not need to be identical, because the non-dedicated site meter measures other devices, so a calibration period can take a while if variability in the rest of the site is high.

8. The phase detection system of claim 7, wherein If the calibration takes more than Z periods to converge, other chargers with 1 -phase vehicles connected to them can be turned off, to reduce interference.

9. The phase detection system of claim 8, wherein while the calibration is taking place, a driver is to be alerted that phase mapping is in place, so the driver is not alarmed by the erratic charging behavior.

10. The phase detection system of claim 1 , wherein as chargers connection to the grid phases are mapped, this mapping is made available via an API to a 3-party system that is responsible for phase-based load balancing.11 . The phase detection system of claim 10, further comprising: an installer app where the mapping between grid phase and EVSE phase is manually mapped while installation is taking place, and the installer app can add the phase mapping information to the backend to which the chargers are connected.

12. The phase detection system of claim 11 , with a manual app-based phased mapping, wherein as chargers connection to the grid phases are mapped, this mapping ismade available via an API to a 3-party system that is responsible for phase-based load balancing.

13. A method for phase detection and mapping for electric vehicle service equipment, the method comprising: providing a phase detection system to detect a grid-to-EVSE phase connection mapping of an electric vehicle supply equipment (EVSE) to a three-phase electrical grid; providing one or more EVSEs, each including an EVSE phase to electrically couple to a phase of a three-phase electrical system at a site; providing a non-dedicated site meter or any existing site smart meter connected to the one or more EVSEs to measure electricity consumption per phase of the three-phase electrical system at the site, the system includes a method for making the mapping available to third party load management systems, and allows using the any existing site smart meter that includes the one or more EVSEs on the site, does not disrupt charging operation; and providing a backend communicatively coupled to the one or more EVSEs and the non-dedicated site meter such that a cyclical charging indicating that phase mapping discovery is in place, wherein the backend that manages the one or more EVSEs also has access to site meter data, on a timely manner such that automatic phase mapping happens one charger at a time, on the first time that a 1 -phase vehicle is connected to a charger and when that happens, the backend measures site overall consumption of all 3 phases.

14. The method of claim 13, wherein once phase mapping is performed, whether manually or automatically, this needs to be made available to a platform that actually performs phase-based load balancing.

15. The method of claim 13, wherein automated phase mapping is normally available inside the backend directly connected to chargers, but otherwise not expose to other backends that could perform phase balancing via any means.

16. The method of claim 13, wherein the backend varies a maximum allowed current consumption by a specific charger being calibrated, by a configurable value from 10A to 26A (as typically 3-phase chargers are either capable of 32A or 16A per phase, and a minimum current per phase that is not disruptive is 6A).

17. The method of claim 16, wherein this variation of the maximum current allowed happens in a cyclical period with intervals of X minutes, and throughout this time the site meter value for all three phases is looked at, immediately after a change (that would drive a change in behavior from the vehicle connected to the charger).

18. The method of claim 17, wherein this is repeated enough times until it is possible to statistically verify that at least Y% (e.g. 95%) of the time a variation of current on charger phase 1 leads to a similar variation in current on phase A, B or C in the site meter.

19. The method of claim 18, wherein a variation does not need to be identical, because the non-dedicated site meter measures other devices, so a calibration period can take a while if variability in the rest of the site is high.

20. The method of claim 19, wherein If the calibration takes more than Z periods to converge, other chargers with 1 -phase vehicles connected to them can be turned off, to reduce interference.21 . The method of claim 20, wherein while the calibration is taking place, a driver is to be alerted that phase mapping is in place, so the driver is not alarmed by the erratic charging behavior.

22. The method of claim 13, wherein as chargers connection to the grid phases are mapped, this mapping is made available via an API to a 3-party system that is responsible for phase-based load balancing.

23. The method of claim 22, further comprising:an installer app where the mapping between grid phase and EVSE phase is manually mapped while installation is taking place, and the installer app can add the phase mapping information to the backend to which the chargers are connected.

24. The method of claim 23, with a manual app-based phased mapping, wherein as chargers connection to the grid phases are mapped, this mapping is made available via an API to a 3-party system that is responsible for phase-based load balancing. 1

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