Dynamic allocation of charging power to electric vehicles

Abstract

A product, apparatus and method comprising: monitoring charging durations of first and second electric vehicles connected to respective charging units at an electric charging station; determining, based on the monitoring, that a first charging duration of the first vehicle is below a threshold and that a second charging duration of the second vehicle exceeds the threshold; determining a power allocation scheme that prioritizes the first vehicle over the second vehicle, the scheme allocating a first power level to the first vehicle and a second power level to the second vehicle, thereby prioritizing shorter charging sessions over longer sessions; and applying the scheme by transmitting to the first and second charging units power allocation commands specifying power levels.

Description

GA Ref: 973-1.2DYNAMIC ALLOCATION OF CHARGING POWER TO ELECTRIC VEHICLESCROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims the benefit of Provisional Patent Application No.5 63 / 690,190, entitled "Short-Term Boosted Electric Vehicle Charging", filed September 3, 2024, which is hereby incorporated by reference in its entirety without giving rise to disavowment.TECHNICAL FIELD

[0002] The present disclosure relates to electric vehicle charging in general, and to10 dynamically allocating charging power among multiple electric vehicles, in particular.BACKGROUND

[0003] Electric Vehicles (EVs) are automobiles that operate using electric motors powered by rechargeable battery packs, eliminating the need for traditional internal combustion engines that run on fossil fuels. EVs provide an environmentally sustainable alternative to conventional vehicles and can often be charged using renewable energy sources, contributing to reduced greenhouse gas emissions and improved air quality.

[0004] EV charging stations, also referred to as “electric vehicle supply equipment” (EVSE) or “electric charging stations”, are infrastructure points designed to supply20 electrical energy for recharging electric vehicle batteries. EV charging stations are located in public areas, workplaces, or residences to support the increasing adoption of electric vehicles.GA Ref: 973-1.2BRIEF SUMMARY

[0005] One exemplary embodiment of the disclosed subject matter is a method comprising: monitoring charging durations of at least first and second electric vehicles, the first and second electric vehicles are connected to first and second charging units at5 an electric charging station; determining, based on said monitoring, that a first charging duration associated with the first electric vehicle is below a duration threshold, and that a second charging duration associated with the second electric vehicle exceeds the duration threshold; based on said determining, determining a power allocation scheme that prioritizes the first electric vehicle over the second electric vehicle, wherein the power allocation scheme allocates a first power level to the first electric vehicle, and allocates a second power level to the second electric vehicle, thereby prioritizing short- duration charging sessions over longer charging sessions; and applying the power allocation scheme by transmitting power allocation commands to the first and second charging units, the power allocation commands specify power levels for the first and15 second charging units based on the first and second power levels.

[0006] Optionally, the method further comprises: obtaining a first approximation of a first power demand of the first electric vehicle and a second approximation of a second power demand of the second electric vehicle, wherein the first power level comprises a first percentage of the first approximation of the first electric vehicle, and the second20 power level comprises a second percentage of the second approximation of the second electric vehicle, wherein the first percentage is greater than the second percentage.

[0007] Optionally, the first power level is greater than the second power level.

[0008] Optionally, the power allocation scheme comprises reallocating power from the second vehicle to the first vehicle.

[0009] Optionally, the method further comprises: periodically monitoring the charging durations; and dynamically adjusting the power allocation scheme based on updated charging durations.

[0010] Optionally, the updated charging durations comprises an updated charging duration of the first electric vehicle, the updated charging duration exceeds the duration30 threshold, wherein the method further comprises de-prioritizing the first electric vehicleGA Ref: 973-1.2 over the second electric vehicle, said de-pnontizing comprises reducing the first power level.

[0011] Optionally, the method further comprises assigning a weight to the first electric vehicle based on a difference between the first charging duration from the duration5 threshold, wherein greater differences yield greater weights, wherein the first power level is determined based on the weight.

[0012] Optionally, the method further comprises monitoring a third charging duration associated with a third electric vehicle, wherein the third charging duration is greater than the first charging duration, wherein the third charging duration is below the duration threshold; and wherein the power allocation scheme prioritizes the first electric vehicle over the third electric vehicle, and prioritizes the third electric vehicle over the second electric vehicle.

[0013] Optionally, the power allocation scheme is determined based on a power capacity of the electric charging station.15

[0014] Optionally, the power allocation scheme is determined based on power constraints of the first and second charging units.

[0015] Optionally, the power allocation scheme is determined based on a minimal power-per-vehicle constraint, wherein the minimal power-per-vehicle constraint defines a minimal power level that a charging unit of the electric charging station must allocate20 to any connected vehicle.

[0016] Optionally, a power difference between the first power level and the second power level is at least 30%.

[0017] Optionally, the power allocation commands are transmitted to at least one of: a first On-Board Charger (OBC) of the first electric vehicle, or a second OBC of the second electric vehicle.

[0018] Another exemplary embodiment of the disclosed subject matter is a system comprising: first and second charging units of an electric charging station, the first and second charging units are configured to electrically charge electric vehicles at the electric charging station; a monitoring module configured to monitor charging durations of at30 least first and second electric vehicles, the first and second electric vehicles are connected to the first and second charging units; a processor being adapted to: determine, based onGA Ref: 973-1.2 said monitor at the monitoring module, that a first charging duration associated with the first electric vehicle is below a duration threshold, and that a second charging duration associated with the second electric vehicle exceeds the duration threshold; based on said determine, determine a power allocation scheme that prioritizes the first electric vehicle5 over the second electric vehicle, wherein the power allocation scheme allocates a first power level to the first electric vehicle, and allocates a second power level to the second electric vehicle, thereby prioritizing short-duration charging sessions over longer charging sessions; and apply the power allocation scheme by transmitting power allocation commands, the power allocation commands specify power levels for the first and second charging units based on the first and second power levels.

[0019] Optionally, the monitoring module is configured to periodically monitor the charging durations; and the processor is further adapted to dynamically adjust the power allocation scheme based on updated charging durations.

[0020] Optionally, the power allocation commands are transmitted to at least one of:15 the first and second charging units; or first and second OBCs of the first and second electric vehicles.

[0021] Yet another exemplary embodiment of the disclosed subject matter is an apparatus comprising a processor and coupled memory, said processor being adapted to: monitor charging durations of at least first and second electric vehicles, the first and20 second electric vehicles are connected to first and second charging units at an electric charging station; determine, based on said monitor, that a first charging duration associated with the first electric vehicle is below a duration threshold, and that a second charging duration associated with the second electric vehicle exceeds the duration threshold; based on said determine, determine a power allocation scheme that prioritizes the first electric vehicle over the second electric vehicle, wherein the power allocation scheme allocates a first power level to the first electric vehicle, and allocates a second power level to the second electric vehicle, thereby prioritizing short-duration charging sessions over longer charging sessions; and apply the power allocation scheme by transmitting power allocation commands to the first and second charging units, the power30 allocation commands specify power levels for the first and second charging units based on the first and second power levels.GA Ref: 973-1.2

[0022] Y et another exemplary embodiment of the disclosed subj ect matter is a computer program product comprising a non-transitory computer readable medium retaining program instructions, which program instructions when read by a processor, cause the processor to: monitor charging durations of at least first and second electric vehicles, the 5 first and second electric vehicles are connected to first and second charging units at an electric charging station; determine, based on said monitor, that a first charging duration associated with the first electric vehicle is below a duration threshold, and that a second charging duration associated with the second electric vehicle exceeds the duration threshold; based on said determine, determine a power allocation scheme that prioritizes 10 the first electric vehicle over the second electric vehicle, wherein the power allocation scheme allocates a first power level to the first electric vehicle, and allocates a second power level to the second electric vehicle, thereby prioritizing short-duration charging sessions over longer charging sessions; and apply the power allocation scheme by transmitting power allocation commands to the first and second charging units, the power 15 allocation commands specify power levels for the first and second charging units based on the first and second power levels.GA Ref: 973-1.2THE BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0023] The present disclosed subject matter will be understood and appreciated more fully from the following detailed description taken in conjunction with the drawings in which corresponding or like numerals or characters indicate corresponding or like 5 components. Unless indicated otherwise, the drawings provide exemplary embodiments or aspects of the disclosure and do not limit the scope of the disclosure. In the drawings:

[0024] Figure 1 shows a flowchart diagram of a method, in accordance with some exemplary embodiments of the disclosed subject matter;

[0025] Figure 2 shows a schematic illustration of an exemplary environment in which 10 the disclosed subject matter may be utilized, in accordance with some exemplary embodiments of the disclosed subject matter; and

[0026] Figure 3 shows a block diagram of an apparatus, in accordance with some exemplary embodiments of the disclosed subject matter.GA Ref: 973-1.2DETAILED DESCRIPTION

[0027] One technical problem dealt with by the disclosed subject matter is enhancing the power allocation at electric charging stations, such as at public stations. In some exemplary embodiments, public charging stations may allocate equal power levels5 among all connected vehicles. For example, public charging stations may divide the available power capacity of the charging station by the number of connected vehicles, and allocate the resulting power levels fairly to each vehicle. As another example, in stations where a charging unit with a fixed total capacity has multiple connectors, the charging station may divide the fixed power capacity equally to all connected vehicles. As another example, public charging stations may divide the available power capacity of the charging station by the sum of the power demands of the connected vehicles, and allocate power to each vehicle in proportion to its share of the total demand.

[0028] In some exemplary embodiments, the equal allocation approach may be suboptimal, as it may lead to inefficient power allocation. For example, the equal15 allocation approach may result in reduced station throughput, longer average charging times across drivers, and may particularly disadvantage drivers seeking only a brief, rapid charging session. According to this example, the longer average charging times may on one hand extend waiting times for drivers that require only brief charging sessions to continue their journeys, while simultaneously providing unnecessary power levels to20 vehicles that may have been connected for extended periods and may be less timesensitive regarding charging completion. As another example, in stations where a charging unit with a fixed total capacity has multiple connectors, the charging station may divide the fixed power capacity equally among all connected vehicles, even if a longstanding connection is no longer using its full share of power. It may be desired to overcome these drawbacks and enhance the efficiency of the power allocation.

[0029] Another technical problem dealt with by the disclosed subject matter is how to enhance the user experience of drivers that utilize public charging stations, e.g., charging stations near a shopping mall, on a highway, or the like.

[0030] In some cases, unlike private charging stations where charging sessions and30 durations are typically planned and managed by the driver, public charging stations may operate under greater uncertainty, as they must allocate power without advance knowledge of how long each vehicle will remain connected. Private and public chargingGA Ref: 973-1.2 stations may also differ in common usage patterns. For example, private stations may be primarily used for overnight charging, whereas public stations may be frequently used in a wider range of scenarios, including short-duration charging sessions aimed at providing a quick energy boost during travel.5

[0031] The uncertainty of the charging duration and scenario may negatively impact the user experience of drivers, leading to reduced customer turnover and satisfaction. In some cases, the power levels allocated to each vehicle may not align with their actual charging durations. For example, drivers on long trips may prefer quick charging stops due to time constraints and the higher energy prices typically charged at public stations compared to home or workplace charging. As another example, some drivers may take advantage of additional services available at the charging site, such as dining or personal care facilities, and may therefore be less sensitive to charging time. It may be desired to overcome these challenges and enhance the user experience of drivers.

[0032] Yet another technical problem dealt with by the disclosed subject matter is how15 to manage oversubscription of power resources at electric charging stations. For example, an electric charging station may allocate power levels to multiple vehicles simultaneously, that exceed the available power capacity of the charging station. In such scenarios, excessive power draw may trigger protective mechanisms such as circuit breakers, resulting in abrupt disconnection or shutdown of one or more charging units, of20 the entire charging station, or the like. In some cases, excessive power draw may lead to throttling, delays, service interruptions, user dissatisfaction, infrastructure wear, safety hazards, or the like. It may be desired to safely manage oversubscription at stations.

[0033] One technical solution provided by the disclosed subject matter is providing a dynamic power allocation scheme that prioritizes newly connected vehicles over longstanding connected vehicles. In some exemplary embodiments, newly connected vehicles may refer to all vehicles that are connected to a charging unit of the charging station for a time period that is not greater than a duration threshold. In some exemplary embodiments, long-standing connected vehicles may refer to all vehicles that are connected to a charging unit of the charging station for a time period greater than the30 duration threshold.

[0034] In some exemplary embodiments, electric vehicles may be prioritized in case their charging session is shorter than (or equal to) the duration threshold. In someGA Ref: 973-1.2 exemplary embodiments, the duration threshold may be set or defined in time units of minutes, seconds, or the like, and may be fixed or adjustable. For example, the duration threshold may be set to 2 minutes, 3 minutes, 4 minutes, 5 minutes, 6 minutes, 7 minutes, 8 minutes, 9 minutes, 10 minutes, 11 minutes, 12 minutes, 13 minutes, 14 minutes, 155 minutes, or the like. In some exemplary embodiments, the controller may evaluate connection durations against the duration threshold, such as a ten-minute benchmark, to identify vehicles eligible for enhanced power allocation while temporarily reducing power delivery to vehicles exceeding the duration threshold.

[0035] In some exemplary embodiments, prioritized electric vehicles may be provided with a temporary increase in charging power, until they are no longer prioritized. For example, a short-term increase in charging power may be provided to vehicles with charging durations that are less than a duration threshold. In some exemplary embodiments, the charging power of the station may be dynamically allocated among multiple concurrently connected electric vehicles, based on the priority status of the15 connected electric vehicles. For example, prioritized vehicles may receive a greater share of charging power compared to non-prioritized vehicles. In some cases, rather than increasing the absolute charging power, prioritized vehicles may be allocated a higher percentage of their respective approximated power demand.

[0036] In some exemplary embodiments, between the prioritized vehicles themselves,20 vehicles with shorter charging durations may be allocated more power, or a higher percentage of their respective approximated power demand, than vehicles with longer charging durations (although both durations are shorter than the duration threshold). In other cases, vehicles that are prioritized may be allocated a same ratio or share of charging power, regardless of differences in their charging durations.

[0037] In one scenario, the duration threshold may be set to 15 minutes, reflecting a typical length of short charging stops made during travel, such as quick roadside breaks, expedited service times essential for journey continuity, or brief top-ups before reaching a final destination. In this scenario, the charging station’s available power capacity may be temporarily redistributed to boost the charging sessions of vehicles that have been30 connected for 15 minutes or less. According to this example, the reallocated power may be redistributed from vehicles engaged in longer charging sessions, from unused capacity, or similar sources. For example, power may be diverted from vehicles that haveGA Ref: 973-1.2 been charging beyond the 15-minute threshold to recently connected vehicles, thereby increasing the power available to the prioritized vehicles.

[0038] In some exemplary embodiments, the non-uniform allocation that prioritizes recently connected vehicles may enhance the user experience of drivers seeking a short5 charging stop, without significant detrimental impact on the non-prioritized vehicles. For example, long-standing vehicles may be less sensitive to shifts, thereby reducing potential dissatisfaction among this user segment when downgraded service levels post a 15-minute connection.

[0039] In some exemplary embodiments, vehicle prioritization may be adjusted dynamically, such as on a periodic basis, in response to changes in charging durations over time. In some exemplary embodiments, a controller may be employed to monitor charging durations at individual charging units in real time, e.g., via one or more communication protocols. In some exemplary embodiments, the controller may adjust the power allocation scheme strategically, based on the monitored charging durations15 metrics and any other measurable metrics.

[0040] In some exemplary embodiments, after the charging duration of a vehicle exceeds the duration threshold, the power allocation may be adjusted to de-prioritize the vehicle, assigning it a non-prioritized status. For example, once a vehicle loses its priority status that gave it eligibility for preferential treatment, the vehicle may be downgraded to20 non-prioritized status, providing it non-prioritized service levels. For example, a nonprioritized vehicle may be assigned a non-prioritized status, causing it to receive the baseline service level provided to all vehicles without priority. In some cases, the nonprioritized status may correspond to an equal power level allocation, a default allocation setting, the lowest permitted allocation, or any other non-prioritized condition.

[0041] In some exemplary embodiments, the power allocation scheme may be adjusted periodically by taking into account the loads, number of vehicles, approximations of power demand of each vehicle, and updated priority statuses. The power levels reflected by the adjusted power allocation scheme may be communicated with charging units via one or more communication protocols in order to adjust the power setpoints.30

[0042] One technical effect of utilizing the disclosed subject matter is providing a significant reduction in service times for transient drivers requiring quick charging sessions, while maintaining service availability for extended charging users. In someGA Ref: 973-1.2 exemplary embodiments, by providmg enhanced power allocation to newly connected vehicles immediately upon connection, drivers are provided with psychological assurance that their mandatory stops for range extension will be completed expeditiously.

[0043] Another technical effect of utilizing the disclosed subject matter is improved5 overall charging station utilization through increased customer turnover and satisfaction. In some exemplary embodiments, the dynamic prioritization may enable charging stations to serve more customers per unit time by optimizing power distribution based on actual usage patterns rather than static allocation schemes.

[0044] Y et another technical effect of utilizing the disclosed subj ect matter is the retrofit compatibility with existing charging units through the use of standard communication protocols. In some exemplary embodiments, the controller may interface with existing charging units using established protocols such as Open Charge Point Protocol (OCPP™) or Modbus™, thereby enabling resource-conserving upgrades to existing installations without requiring complete hardware replacement. For example, the controller may15 communicate with the charging units using existing communication ports and protocols thereof. In case existing charging units do not support OCPP™ or Modbus™, retrofit compatibility may be provided by adding an external protocol gateway or updating firmware to implement OCPP™ capabilities, without replacing the power electronics or physical interfaces of the charging units.20

[0045] Yet another technical effect of utilizing the disclosed subject matter is providing a centralized real-time control of charging unit setpoints based on continuously monitored operational data, allowing the charging station to redistribute electrical power dynamically. This prevents overload events that could trip protective devices, maintains stable operation under varying loads, and increases overall throughput by aligning available capacity with actual vehicle demand.

[0046] The disclosed subject matter may provide for one or more technical improvements over any pre-existing technique and any technique that has previously become routine or conventional in the art. Additional technical problems, solutions and effects may be apparent to a person of ordinary skill in the art in view of the present30 disclosure.

[0047] Referring now to Figure 1 illustrating a flowchart diagram of a method, in accordance with some exemplary embodiments of the disclosed subject matter.GA Ref: 973-1.2

[0048] On Step 110, chargmg durations of electric vehicles may be momtored within an electric charging station. In some exemplary embodiments, a charging duration may represent the amount of time elapsed from when a vehicle first connected to a charging station until the current time. For example, the charging duration may be measured in5 time units such as seconds, milliseconds, microseconds, or the like.

[0049] In some cases, the charging duration may represent the elapsed time measured from a defined reference time until the current time. For example, the reference time may be the moment when the vehicle first connected to the charging station. In other cases, the reference time may correspond to an alternative trigger, such as when the vehicle physically enters the area of the charging port or station, when a control button or screen of the station is first activated, when a mobile application is first initiated in association with the vehicle’s charging session, or any other suitable time marker.

[0050] In some exemplary embodiments, the charging durations that are monitored may comprise at least charging durations of first and second electric vehicles that are15 connected to first and second charging units at an electric charging station. In other cases, charging durations of any other number of vehicles may be monitored.

[0051] In some exemplary embodiments, the charging durations may be monitored periodically, continuously, or the like. For example, the charging durations may be monitored every defined number of time units.20

[0052] On Step 120, one or more approximations of power demands of connected electric vehicles may be obtained, determined, or the like. In some cases, the approximations may be obtained from a third-party entity, a server, a controller, a predictor, or the like. In some cases, the approximations may be determined locally based on historical data, recent charging patterns within a sliding time window, real-time measurements, vehicle type, battery type, environmental factors, predictive modeling, or the like.

[0053] For example, a first approximation of a first power demand of the first electric vehicle and a second approximation of a second power demand of the second electric vehicle may be obtained.30

[0054] On Step 130, a priority event may be detected based on the monitored charging durations of Step 110. In some exemplary embodiments, the priority event mayGA Ref: 973-1.2 correspond to an occurrence indicating that a vehicle satisfies a priority condition. In some exemplary embodiments, the priority event may be detected in real time, e.g., within one or more real time thresholds.

[0055] In some cases, the priority condition of the priority event may comprise5 determining that a charging duration of a vehicle is less than a duration threshold of 5 minutes, 10 minutes, 20 minutes, a dynamically-computed number of minutes, or the like. For example, in case the first charging duration associated with the first electric vehicle is less than the duration threshold, a priority event may be detected. The first electric vehicle may be deemed to satisfy the priority condition and given priority in power allocation, in case the first electric vehicle has been connected to the first charging unit for less than the duration threshold.

[0056] In some cases, vehicles meeting the priority condition, e.g., recently connected vehicles, may be prioritized over vehicles that do not meet the priority condition, e.g., non-recently connected vehicles. In some exemplary embodiments, while one or more15 vehicles, such as the first electric vehicle, may be prioritized, other vehicles may not receive such priority. For example, a second charging duration associated with the second electric vehicle may be determined to exceed the duration threshold, thereby not qualifying the second electric vehicle for prioritization. For example, if the duration threshold is set to 15 minutes and the second electric vehicle has already been charging20 for 16 minutes, the second electric vehicle would not qualify for prioritization.

[0057] On Step 140, a power allocation scheme may be determined, e.g., based on one or more detected priority events. For example, vehicles may be classified to have a priority status or a non-priority status based on detected priority events. In some exemplary embodiments, the power allocation scheme may prioritize vehicles meeting the priority condition over vehicles that do not meet the priority condition. For example, the power allocation scheme may prioritize the first electric vehicle that meets the priority condition, over the second electric vehicle that does not, thereby prioritizing short- duration charging sessions over longer charging sessions.

[0058] In some exemplary embodiments, the power allocation scheme may allocate30 power levels for each charging vehicle in the station. In some exemplary embodiments, the power allocation scheme may be determined based on an overall power capacity of the charging station, based on power constraints of charging units within the station suchGA Ref: 973-1.2 as the first and second charging units, based on global power constraints of the station, or the like. In some cases, the power allocation scheme may be determined based on a minimal power-per-vehicle constraint, defining a minimal power level that must be allocated to all vehicles. For example, the minimal power-per-vehicle constraint may5 define the minimal power level that a charging unit of the electric charging station must allocate to any connected vehicle, e.g., a minimum of 5kW per car, lOkW per car, 20kW per car, a dynamically-computed value, or the like. In some cases, the minimal power- per-vehicle constraint may comprise a hard constraint that overrides other allocation configurations, including priority scores, weighting functions, or similar parameters. In other cases, the minimal power-per-vehicle constraint may comprise a soft constraint that can be weighted out by other parameters.

[0059] In some exemplary embodiments, the power levels may be allocated based on the approximations of power demands of the connected electric vehicles, e.g., as obtained on Step 120. In some exemplary embodiments, the power levels may be allocated to15 comprise absolute power levels, or percentages of the approximations of power demands.

[0060] In some exemplary embodiments, the power allocation scheme may allocate a first power level to the first electric vehicle, and a second power level to the second electric vehicle. For example, the first power level may comprise a first percentage of the first approximation of the power demand of the first electric vehicle, and the second20 power level may comprise a second percentage of the second approximation of the power demand of the second electric vehicle. As another example, the first and second power levels may comprise absolute power levels.

[0061] In some exemplary embodiments, the priority given to vehicles such as the first vehicle, may be demonstrated in being allocated a greater percentage of the demand approximation. For example, in case a first percentage of the first approximation of the first electric vehicle is allocated to the first electric vehicle, and a second percentage of the second approximation of the second electric vehicle is allocated to the second electric vehicle, the first percentage of the demand approximation may be determined to be greater than the second percentage of the demand approximation of the second vehicle30 due to the priority difference. For example, the first vehicle may be allocated with 80% of its power demand approximation, and the second vehicle may be allocated with 40% of its power demand approximation. As another example, the first percentage of theGA Ref: 973-1.2 demand approximation of the first vehicle may be greater than the second percentage of the demand approximation of the second vehicle by at least a defined difference, e.g., a difference of 20%, 30%, 40%, or the like.

[0062] In some cases, the first power level allocated to the first vehicle may be greater5 than the second power level allocated to the second vehicle. For example, in case the first is allocated with 80% of its power demand approximation, the second vehicle is allocated with 40% of its power demand approximation, and the power demand approximation of the second vehicle is no more than twice that of the first vehicle, then the first power level will be greater than the second power level. In some cases, the power allocation scheme may be configured to allocate power levels such that the power difference between power levels of prioritized and non-prioritized vehicles is at least a predetermined amount, such as 20%, 30%, 40%, or the like. In some cases, the power allocation scheme may be configured to allocate power levels such that the difference between the allocation percentages between prioritized and non-prioritized vehicles is at least a predetermined15 percentage, such as 20%, 30%, 40%, or the like.

[0063] In some cases, the first power level allocated to the first vehicle may be less than the second power level allocated to the second vehicle, while still being prioritized. For example, if the first vehicle has a power demand approximation of 20 kilowatts (kW) and is allocated 80% of that value (16 kW), and the second vehicle has a power demand20 approximation of 50 kW and is allocated 40% of that value (20 kW), the second vehicle will receive more actual charging power even though its allocation percentage is lower.

[0064] In some exemplary embodiments, the power allocation scheme may or may not involve a reallocation of power from low priority vehicles such as the second vehicle, to higher priority vehicles such as the first vehicle. For example, the first vehicle may receive power that originates at least in part from power previously assigned to the second vehicle. As another example, the first vehicle may receive power that originates from spare capacity of the charging station, such as after a third vehicle disconnects from the station, or from other non-utilized power capacity such as a station-integrated storage device (e.g., a non-utilized battery), a local generation device (e.g., a solar panel or diesel30 generator), spare capacity from electrical circuits normally serving an adjacent convenience store or other non-EV loads, or the like.GA Ref: 973-1.2

[0065] In some exemplary embodiments, the power allocation scheme may or may not involve assigning weights, coefficients, decay factors, or the like (referred to herein as “weights”), to electric vehicles using a binary priority scheme that differentiates between prioritized and non-prioritized vehicles. For example, prioritized vehicles may be5 assigned a weight of 2, while non-prioritized vehicles may be assigned a weight of 1. The difference in weights may reflect a ratio between allocation percentages, a ratio between actual power levels, or the like. In this example, all prioritized vehicles may be assigned a weight of 2 regardless of their charging duration differences. As another example, if a weight assigned to the first electric vehicle is twice that of a non-prioritized vehicle, the first electric vehicle may receive an allocation percentage (e.g., of the power demand of the first electric vehicle) that is twice the allocation percentage assigned to the nonprioritized vehicle.

[0066] In some exemplary embodiments, the power allocation scheme may or may not involve assigning weights to electric vehicles that are prioritized, based on differences15 between their charging durations from a duration threshold. In some exemplary embodiments, instead of the binary priority scheme, the power allocation scheme may differentiate between many different prioritized vehicles that have different charging durations. In some exemplary embodiments, the power allocation scheme may assign relative weights to vehicles that are prioritized according to their relative charging20 durations, and allocate power levels to the prioritized vehicles according to their weights. In some exemplary embodiments, greater differences between charging durations and the duration threshold may yield greater weights, and vice versa. For example, multiple electric vehicles that comply with the duration threshold may be assigned different weights, and accordingly different power levels or allocation percentages, according to their respective charging durations.

[0067] As an example, in case the station is connected to a third electric vehicle with a third charging duration that is greater than the first charging duration of the first vehicle, and in case the third charging duration is below the duration threshold, both the first and third vehicles may be prioritized. For example, if the duration threshold is 15 minutes,30 and the first electric vehicle has already been charging for 4 minutes, the third electric vehicle may have a charging duration greater than 4 minutes but less than 15 minutes, e.g., a charging duration of 7 minutes, both vehicles may be prioritized. In some cases,GA Ref: 973-1.2 relative weights may be assigned to the first and third electric vehicles based on their relative charging durations. For example, the power allocation scheme may prioritize the first electric vehicle over the third electric vehicle, such as by assigning a weight of 3 to the first vehicle, and 2 to the third vehicle. For example, the power allocation scheme5 may assign a greater weight to the first electric vehicle, a lesser weight to the third electric vehicle, and no weight at all, or a lesser weight, to non-prioritized vehicles such as the second electric vehicle.

[0068] On Step 150, the power allocation scheme may be applied to the charging station. In some exemplary embodiments, applying the power allocation scheme may comprise transmitting power allocation commands to charging units, e.g., the first and second charging units, according to power levels allocated to the charging units within the power allocation scheme. In some exemplary embodiments, the power allocation commands may specify power levels for vehicles connected to the charging units. For example, the power allocation commands may specify power levels for the first and15 second charging units based on the first and second power levels, that are determined on Step 140 for the first and second vehicles.

[0069] In some exemplary embodiments, Steps 110-150 or portions thereof may be performed periodically. For example, charging durations of connected vehicles (e.g., connected to charging units) may be monitored periodically according to Step 110, e.g.,20 every defined number of milliseconds, microseconds, or the like. According to this example, the power allocation scheme may be dynamically adjusted periodically, based on updated charging durations.

[0070] In one scenario, after the first electric vehicle is prioritized by the power allocation scheme, one or more subsequent monitoring steps may detect an updated charging duration of the first electric vehicle, indicating that the first electric vehicle has already been charging for a duration that exceeds the duration threshold, e.g., more than 15 minutes. According to this scenario, the first electric vehicle may be de-prioritized over non-prioritized vehicles such as the second electric vehicle. For example, the first power level allocated to the first electric vehicle may be reduced, a weight assigned to30 the first electric vehicle may be reduced or removed, or the like. In some cases, the first electric vehicle may be de-prioritized to have the same priority as non-prioritized vehicles. For example, in case non-prioritized vehicles are set to be allocated 40% of theirGA Ref: 973-1.2 approximated power demand, the first electric vehicle may also be allocated 40% of its approximated power demand.

[0071] Referring now to Figure 2 illustrating an exemplary environment in which the disclosed subject matter may be implemented, in accordance with some exemplary5 embodiments of the disclosed subject matter.

[0072] As illustrated in Figure 2, Environment 200 may comprise multiple charging units of an electric charging station, such as Charging Units 222, 224, and 226. In some exemplary embodiments, the electric charging station may service electric vehicles by roadside stations, parking lots, or any other publicly accessible zones.

[0073] In some exemplary embodiments, the chargers of the electric charging station, such as Charging Units 222, 224, and 226, may include one or more types, such as Level 1 chargers using standard household outlets, Level 2 chargers providing faster charging at higher voltage, Direct Current (DC) fast chargers delivering high-power rapid charging, ultra-fast direct current chargers such as megawatt-scale systems, wireless15 charging, renewable-energy-integrated charging, a combination thereof, or the like. In some exemplary embodiments, Charging Units 222, 224, and 226 may deliver charging power in units of kilowatts, megawatts, or the like. For example, a charging unit with a high-power capacity may deliver power on the order of hundreds of kilowatts or even multiple megawatts.20

[0074] In some exemplary embodiments, the station may incorporate a single type of charger or any combination of these types. For example, Charging Units 222, 224, and 226 may or may not differ in model, make, number of connectors, capacity, or the like.

[0075] In some exemplary embodiments, Environment 200 may comprise a Controller 210, e.g., an on-site controller, an off-site controller, or the like. For example, Controller 210 may provide a centralized control over all charging units of the station. In some exemplary embodiments, Controller 210 may utilize one or more communication protocols, such as OCPP™ or Modbus™, to interact directly or indirectly with charging units such as Charging Units 222, 224, and 226. In the scenario of Figure 2, Controller 210 may interact with Charging Units 222, 224, and 226 via one or more communication30 lines, which may utilize wired or wireless connections, Ethernet, fiber optic channels, cloud-based services, or the like. For example, Controller 210 may interact with ChargingGA Ref: 973-1.2Unit 222 via Line 212, e.g., using Modbus™ for bidirectional communication at high frequency.

[0076] In some cases, instead of interacting solely with the station’s charging units, Controller 210 may interact directly with the connected vehicles, such as with a Battery5 Management System (BMS) of a vehicle, an On-Board Charger (OBC) in the vehicle’s power system, or the like. For example, an OBC may be configured to transform Alternating Current (AC) electricity from a charging station into DC electricity, in order to charge the vehicle's battery. For example, Controller 210 may communicate with an OBC instead or in addition to communicating with the external station-side charging unit to which the vehicle is connected.

[0077] In some exemplary embodiments, Controller 210 may monitor charging durations of vehicles connected to any one of Charging Units 222, 224, and 226, e.g., in real time. In some exemplary embodiments, a charging duration may comprise the elapsed time from when a vehicle connects to Charging Units 222, 224, and 226 until the15 current moment. In some cases, the charging duration may comprise the elapsed time from any other defined reference time until the current time.

[0078] For example, charging durations may be tracked by logging the timestamp when a charging session starts, and comparing it to a current time. As another example, charging durations may be tracked based on charging units’ signals, such as a status20 change from “Available” to “Charging” or “Preparing”. According to this example, the timestamp of the “Charging” signal may be compared to a current time. As another example, charging durations may be inferred in any other way, e.g., from periodic meter value reports indicating active charging, from vehicle presence sensors that detect connection and disconnection events (e.g., proximity sensors, induction loops, or licenseplate readers), charging unit connection events, a combination thereof, or the like. For example, charging durations may be inferred based on detecting that a vehicle physically entered an area of the charging port or station, detecting that a control button or screen of the station is activated, detecting that a mobile application associated with the vehicle’s charging session is initiated, or the like. In the scenario of Figure 2, Charging Unit 22230 may signal its status changes to Controller 210 via Line 212.

[0079] In some exemplary embodiments, Controller 210 may obtain or determine approximations of power demands of connected vehicles. In some cases, power demandsGA Ref: 973-1.2 of connected vehicles may vary due to factors such as differing battery capacities between vehicles, non-constant charge rates over the charging session, battery chemistry, weather conditions, driver behaviors, battery age, vehicle age, the vehicle’s State of Charge (SoC) at connection time, limits imposed by the vehicle’s onboard charging system, limits5 imposed by the vehicle’s battery management system, applicable charging protocol constraints, or the like.

[0080] In some exemplary embodiments, Controller 210 may obtain, for each vehicle that is connected to one of Charging Units 222, 224, and 226, an approximation of its power demand. In some exemplary embodiments, the approximations may be obtained from a local predictor, a remote processor such as a cloud computer, a backend server, or the like. In some exemplary embodiments, approximations may be obtained once per vehicle, periodically, a defined number of times, upon detecting an associated event, or the like. For example, Controller 210 may obtain approximations from Server 230.

[0081] In some exemplary embodiments, Controller 210 may determine a power15 allocation scheme for dynamically prioritizing power allocations for recently connected vehicles over long-standing vehicles. In other cases, the power allocation scheme may be determined, calculated, or the like, at Server 230, which may be a remote entity, an onpremise entity, or the like.

[0082] In some exemplary embodiments, Controller 210 may compare, for each20 connected vehicle, its charging duration to a duration threshold. In some exemplary embodiments, based on the comparison, some vehicles may be prioritized in power allocation compared to others. In some exemplary embodiments, the priority level of each vehicle and / or its charging unit may be expressed as a weight value.

[0083] In some exemplary embodiments, Controller 210 may use one or more computational methods to calculate a target distribution of available electrical power across the connected charging units. In some exemplary embodiments, the power level allocation for each connected vehicle may be determined based on its priority status (such as its weight) and based on its approximated power demand. In some exemplary embodiments, the power level allocations may be determined by employing one or more30 optimizers, constraint solvers, optimization algorithms, search algorithms, or the like, such as a Constraint-Satisfaction Programming (CSP) solver, integer programming solver, linear programming solver, language models such as a Large Language ModelGA Ref: 973-1.2(LLM), an agentic model, or the like. In some cases, multiple solvers such as CSP solvers may be employed at different calculation stages. In some cases, an employed LLM may be constrained to deterministic outputs by fixed prompts, controlled decoding parameters, post-processing validation against allocation constraints, or the like. As another example,5 a cluster of different types of LLM engines (e.g., ChatGPT™, Grok™) may be used to verify outputs from an LLM.

[0084] In some exemplary embodiments, the weights assigned to vehicles may be binary (e.g., 1 or 2) or graduated (e.g., within a range of values 1-5). In some exemplary embodiments, Controller 210 may apply a weighting function that assigns a weight to each connected vehicle, with higher weights corresponding to higher priority vehicles. In some exemplary embodiments, the weights may be used as proportional factors for distributing power among the vehicles. For example, a vehicle assigned a weight of 1 may receive half the power level or allocation percentage of a vehicle assigned a weight of 2. For example, a vehicle assigned a weight of 1 may be allocated a certain percentage15 of its approximated power demand, while a vehicle assigned a weight of 2 may be allocated twice that percentage of its own approximated power demand.

[0085] For example, in case of binary priority levels, charging units associated with vehicles whose charging duration is below a defined threshold (for example, 15 minutes) may be assigned a weight of 2, while others may be assigned a weight of 1. As another20 example, in the case of graduated priority levels, prioritized vehicles may have different weights according to the difference between their charging duration to the duration threshold, with greater differences resulting in higher weights. As another example, in the case of graduated priority levels, prioritized vehicles may have different weights according to the differences between their charging durations.

[0086] For example, in case two vehicles have charging durations below a defined threshold of 10 minutes, the first vehicle having a charging duration of 2 minutes and the second vehicle having a charging duration of 6 minutes, a greater weight may be assigned to the first vehicle (e.g., a weight of 4 for the first vehicle and 2 for the second vehicle). In other cases, in addition to or instead of using binary or graduated weighting functions,30 any other weighting functions may be used, such as exponential decay or linear decay functions.GA Ref: 973-1.2

[0087] In other cases, instead of one priority status associated with one duration threshold, multiple priority statuses may be defined for multiple respective conditions. For example, a first priority status with greatest weights may be defined for charging durations between 0-10 minutes, a second priority status with lower weights may be5 defined for charging durations between 10-20 minutes, and so on.

[0088] In some exemplary embodiments, Controller 210 may process inputs, such as monitored charging durations, a duration threshold, power constraints, and approximated power demands of connected vehicles, and output a vector of power assignments Pi fwhere P is the power assignment for each connected charging unit i. In some exemplary embodiments, the processing may be implemented using one or more constraint solvers, such as a CSP solver. For example, a CSP may be defined with a set of constraints, including the global power constraint of the station, individual power constraints of charging units, a weighting function, minimum and maximum bounds of each Pt, or the like. For example, a constraint in the CSP may define that the sum of all the Ptvalues15 cannot exceed the total available power of the station, and that none of the values can be lower than a minimal power-per-vehicle constraint. As another example, the weighting function may constitute a constraint requiring the allocation of power levels or power level percentages to correspond to the ratio between weights assigned to each vehicle.

[0089] In some exemplary embodiments, a CSP solver, or any other solver, may process20 the provided constraints and search for a solution that satisfies all constraints while optimizing one or more objective functions. In some exemplary embodiments, Controller 210 may obtain outputs from the CSP solver or other employed optimizer. In some cases, the outputs may indicate allocation percentages of approximated power demands for each connected charging unit. In some cases, the outputs may indicate allocation percentages from an overall power capacity of the station for each connected charging unit. In some cases, the outputs may indicate power levels of each connected charging unit.

[0090] In some exemplary embodiments, Controller 210 may determine power level values for each charging unit based on the power allocation scheme. For example, in case a vehicle is assigned a certain percentage of its approximated power demand, Controller30 210 may multiply the percentage by the approximated power demand, to determine the power level for the vehicle.GA Ref: 973-1.2

[0091] In some exemplary embodiments, Controller 210 may communicate the power level values indicated by the power allocation scheme, to respective charging units, e.g., to Charging Units 222, 224, and 226, to onboard charging units of vehicles, or the like. For example, the power level values may be provided to setpoint registers or other5 memory locations of Charging Units 222, 224, and 226, indicating to the respective charging unit how much power to supply to a connected vehicle. In some exemplary embodiments, Charging Units 222, 224, and 226 may adjust their supplied power level as instructed, to implement the prioritization of the power allocation scheme. In case one of the charging units is not connected to a vehicle, e.g., Charging Unit 224, it may not be allocated any power, and Controller 210 may not communicate values or instructions thereto.

[0092] In some exemplary embodiments, Controller 210 may periodically recalculate the power allocation scheme, such as every 10 seconds, so that the allocation adapts to changing conditions (changes in charging durations, in the number of connected charging15 units, in demand approximations, or the like). In some exemplary embodiments, at each time interval, Controller 210 may determine an appropriate power level for each charging unit as a percentage of the power demand from each connected vehicle.

[0093] In some exemplary embodiments, the weight of a prioritized vehicle may gradually decrease over time, until the vehicle is no longer prioritized. For example,20 Controller 210 may instruct the respective charging unit to reduce its power level in case the vehicle is de-prioritized. In some exemplary embodiments, after a prioritized vehicle is no longer prioritized, its power allocation may be adjusted according to the overall load of the station. For example, the CSP solver may recalculate the power allocation scheme using adjusted weights, adjusted priority statuses, or the like.

[0094] In some exemplary embodiments, by allocating power levels in a manner that temporarily prioritizes newly arrived vehicles over long-standing vehicles, the user experience of the charging station may be enhanced, and may be better matched to the unique needs of drivers in public electric charging scenarios, such as for transient roadside stops or quick top-offs. For example, expedited service times for newly arrived30 vehicles may be essential for journey continuity or urgent top-ups scenarios. In some exemplary embodiments, the power allocation scheme may enhance the charging experience of on-the-go drivers seeking a quick top-up, without causing significantGA Ref: 973-1.2 negative impact on vehicles that have been connected for longer periods. For example, since vehicles with extended charging durations may be less sensitive to the disclosed power adjustments, a slight delay in the charging of such vehicles may not significantly reduce the user experiences of the respective drivers.5

[0095] Referring now to Figure 3 showing a block diagram of an apparatus, in accordance with some exemplary embodiments of the disclosed subject matter.

[0096] In some exemplary embodiments, an Apparatus 300 may comprise a Processor 302. Processor 302 may be a Central Processing Unit (CPU), a microprocessor, an electronic circuit, an Integrated Circuit (IC) or the like. Processor 302 may be utilized to perform computations required by Apparatus 300 or any of its subcomponents. Processor 302 may be configured to execute computer-programs useful in performing the method of Figure 1, or the like.

[0097] In some exemplary embodiments of the disclosed subject matter, an Input / Output (I / O) Module 305 may be utilized to provide an output to and receive input15 from a user. I / O Module 305 may be used to transmit and receive information to and from the user or any other apparatus in communication therewith.

[0098] In some exemplary embodiments, Apparatus 300 may comprise a Memory Unit 307. Memory Unit 307 may be a short-term storage device or long-term storage device. Memory Unit 307 may be a persistent storage or volatile storage. Memory Unit 307 may20 be a disk drive, a Flash disk, a Random Access Memory (RAM), a memory chip, or the like. In some exemplary embodiments, Memory Unit 307 may retain program code operative to cause Processor 302 to perform acts associated with any of the subcomponents of Apparatus 300. In some exemplary embodiments, Memory Unit 307 may retain program code operative to cause Processor 302 to perform acts associated with any of the steps in Figure 1, or the like.

[0099] The components detailed below may be implemented as one or more sets of interrelated computer instructions, executed for example by Processor 302 or by another processor. The components may be arranged as one or more executable files, dynamic libraries, static libraries, methods, functions, services, or the like, programmed in any30 programming language and under any computing environment.GA Ref: 973-1.2

[0100] In some exemplary embodiments, Monitoring Module 310 may be configured to monitor charging durations or connected durations of vehicles. Monitoring Module 310 may be configured to continuously or periodically monitor the charging durations.

[0101] In some exemplary embodiments, Demand Approximator 320 may be5 configured to obtain or determine approximated power demands of connected vehicles. Demand Approximator 320 may be configured to continuously or periodically obtain the approximations.

[0102] In some exemplary embodiments, Scheme Determinator 330 may be configured to determine a power allocation scheme that prioritizes vehicles according to their charging duration. Scheme Determinator 330 may prioritize newly arrived vehicles over long-standing vehicles.

[0103] In some exemplary embodiments, Communicating Module 340 may be configured to communicate power levels indicated by or inferred from the power allocation scheme, to respective charging units.15

[0104] The present invention may be a system, a method, and / or a computer program product. The computer program product may include a computer readable storage medium (or media) having computer readable program instructions thereon for causing a processor to carry out aspects of the present invention.

[0105] The computer readable storage medium can be a tangible device that can retain20 and store instructions for use by an instruction execution device. The computer readable storage medium may be, for example, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. A non- exhaustive list of more specific examples of the computer readable storage medium includes the following: a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanically encoded device such as punch-cards or raised30 structures in a groove having instructions recorded thereon, and any suitable combination of the foregoing. A computer readable storage medium, as used herein, is not to be construed as being transitory signals per se, such as radio waves or other freelyGA Ref: 973-1.2 propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission media (e.g., light pulses passing through a fiber-optic cable), or electrical signals transmitted through a wire.

[0106] Computer readable program instructions described herein can be downloaded to5 respective computing / processing devices from a computer readable storage medium or to an external computer or external storage device via a network, for example, the Internet, a local area network, a wide area network and / or a wireless network. The network may comprise copper transmission cables, optical transmission fibers, wireless transmission, routers, firewalls, switches, gateway computers and / or edge servers. A network adapter card or network interface in each computing / processing device receives computer readable program instructions from the network and forwards the computer readable program instructions for storage in a computer readable storage medium within the respective computing / processing device.

[0107] Computer readable program instructions for carrying out operations of the15 present invention may be assembler instructions, instruction-set-architecture (ISA) instructions, machine instructions, machine dependent instructions, microcode, firmware instructions, state-setting data, or either source code or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, C++ or the like, and conventional procedural20 programming languages, such as the "C" programming language or similar programming languages. The computer readable program instructions may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider). In some embodiments, electronic circuitry including, for example, programmable logic circuitry, field- programmable gate arrays (FPGA), or programmable logic arrays (P A) may execute the30 computer readable program instructions by utilizing state information of the computer readable program instructions to personalize the electronic circuitry, in order to perform aspects of the present invention.GA Ref: 973-1.2

[0108] Aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of5 blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer readable program instructions.

[0109] These computer readable program instructions may be provided to a processor of a general-purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks. These computer readable program instructions may also be stored in a computer readable storage medium that can direct a computer, a programmable data processing apparatus, and / or other devices to function in a particular15 manner, such that the computer readable storage medium having instructions stored therein comprises an article of manufacture including instructions which implement aspects of the fimction / act specified in the flowchart and / or block diagram block or blocks.

[0110] The computer readable program instructions may also be loaded onto a20 computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus or other device to produce a computer implemented process, such that the instructions which execute on the computer, other programmable apparatus, or other device implement the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0111] The flowchart and block diagrams in the Figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module,30 segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logical function(s). In some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. ForGA Ref: 973-1.2 example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and / or flowchart illustration, and combinations of blocks in the block diagrams5 and / or flowchart illustration, can be implemented by special purpose hardware-based systems that perform the specified functions or acts or carry out combinations of special purpose hardware and computer instructions.

[0112] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps,15 operations, elements, components, and / or groups thereof.

[0113] The corresponding structures, materials, acts, and equivalents of all means or step plus function elements in the claims below are intended to include any structure, material, or act for performing the function in combination with other claimed elements as specifically claimed. The description of the present invention has been presented for purposes of illustration and description, but is not intended to be exhaustive or limited to the invention in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the invention. The embodiment was chosen and described in order to best explain the principles of the invention and the practical application, and to enable others of ordinary25 skill in the art to understand the invention for various embodiments with various modifications as are suited to the particular use contemplated.

Claims

1. GA Ref: 973-1.2CLAIMSWhat is claimed is:

1. A method comprising: monitoring charging durations of at least first and second electric vehicles,5 the first and second electric vehicles are connected to first and second charging units at an electric charging station; determining, based on said monitoring, that a first charging duration associated with the first electric vehicle is below a duration threshold, and that a second charging duration associated with the second electric vehicle exceeds the duration threshold; based on said determining, determining a power allocation scheme that prioritizes the first electric vehicle over the second electric vehicle, wherein the power allocation scheme allocates a first power level to the first electric vehicle, and allocates a second power level to the second electric vehicle, thereby prioritizing15 short-duration charging sessions over longer charging sessions; and applying the power allocation scheme by transmitting power allocation commands to the first and second charging units, the power allocation commands specify power levels for the first and second charging units based on the first and second power levels.20 2. The method of Claim 1 further comprising: obtaining a first approximation of a first power demand of the first electric vehicle and a second approximation of a second power demand of the second electric vehicle, wherein the first power level comprises a first percentage of the first approximation of the first electric vehicle, and the second power level comprises a second percentage of the second approximation of the second electric vehicle, wherein the first percentage is greater than the second percentage.

3. The method of Claim 1, wherein the first power level is greater than the second power level.30 4. The method of Claim 1 , wherein the power allocation scheme comprises reallocating power from the second vehicle to the first vehicle.

5. The method of Claim 1 further comprising: periodically monitoring the charging durations; andGA Ref: 973-1.2 dynamically adjusting the power allocation scheme based on updated charging durations.

6. The method of Claim 5, wherein the updated charging durations comprises an updated charging duration of the first electric vehicle, the updated charging duration5 exceeds the duration threshold, wherein the method further comprises deprioritizing the first electric vehicle over the second electric vehicle, said deprioritizing comprises reducing the first power level.

7. The method of Claim 1 further comprising assigning a weight to the first electric vehicle based on a difference between the first charging duration from the duration threshold, wherein greater differences yield greater weights, wherein the first power level is determined based on the weight.

8. The method of Claim 7 further comprising monitoring a third charging duration associated with a third electric vehicle, wherein the third charging duration is greater than the first charging duration,15 wherein the third charging duration is below the duration threshold; and wherein the power allocation scheme prioritizes the first electric vehicle over the third electric vehicle, and prioritizes the third electric vehicle over the second electric vehicle.

9. The method of Claim 1, wherein the power allocation scheme is determined based20 on a power capacity of the electric charging station.

10. The method of Claim 1, wherein the power allocation scheme is determined based on power constraints of the first and second charging units.

11. The method of Claim 1, wherein the power allocation scheme is determined based on a minimal power-per- vehicle constraint, wherein the minimal power-per- vehicle constraint defines a minimal power level that a charging unit of the electric charging station must allocate to any connected vehicle.

12. The method of Claim 1, wherein a power difference between the first power level and the second power level is at least 30%.

13. A system comprising :30 first and second charging units of an electric charging station, the first and second charging units are configured to electrically charge electric vehicles at the electric charging station;GA Ref: 973-1.2 a monitoring module configured to momtor charging durations of at least first and second electric vehicles, the first and second electric vehicles are connected to the first and second charging units; a processor being adapted to:5 determine, based on said monitor at the monitoring module, that a first charging duration associated with the first electric vehicle is below a duration threshold, and that a second charging duration associated with the second electric vehicle exceeds the duration threshold; based on said determine, determine a power allocation scheme that prioritizes the first electric vehicle over the second electric vehicle, wherein the power allocation scheme allocates a first power level to the first electric vehicle, and allocates a second power level to the second electric vehicle, thereby prioritizing short-duration charging sessions over longer charging sessions; and15 apply the power allocation scheme by transmitting power allocation commands, the power allocation commands specify power levels for the first and second charging units based on the first and second power levels.

14. The system of Claim 13, wherein the processor is further adapted to: obtain a first approximation of a first power demand of the first electric20 vehicle and a second approximation of a second power demand of the second electric vehicle, wherein the first power level comprises a first percentage of the first approximation of the first electric vehicle, and the second power level comprises a second percentage of the second approximation of the second electric vehicle, wherein the first percentage is greater than the second percentage.

15. The system of Claim 13, wherein the first power level is greater than the second power level.

16. The system of Claim 13, wherein the power allocation scheme comprises reallocating power from the second vehicle to the first vehicle.30 17. The system of Claim 13, wherein: the monitoring module is configured to periodically monitor the charging durations; andGA Ref: 973-1.2 the processor is further adapted to dynamically adjust the power allocation scheme based on updated charging durations.

18. The system of Claim 13, wherein the processor is further adapted to assign a weight to the first electric vehicle based on a difference between the first charging duration5 from the duration threshold, wherein greater differences yield greater weights, wherein the first power level is determined based on the weight.

19. The system of Claim 13, wherein the power allocation commands are transmitted to at least one of: the first and second charging units; or first and second On-Board Chargers (OBCs) of the first and second electric vehicles.

20. An apparatus comprising a processor and coupled memory, said processor being adapted to: monitor charging durations of at least first and second electric vehicles, the first and second electric vehicles are connected to first and second charging units at an electric charging station;15 determine, based on said monitor, that a first charging duration associated with the first electric vehicle is below a duration threshold, and that a second charging duration associated with the second electric vehicle exceeds the duration threshold; based on said determine, determine a power allocation scheme that20 prioritizes the first electric vehicle over the second electric vehicle, wherein the power allocation scheme allocates a first power level to the first electric vehicle, and allocates a second power level to the second electric vehicle, thereby prioritizing short-duration charging sessions over longer charging sessions; and apply the power allocation scheme by transmitting power allocation commands to the first and second charging units, the power allocation commands specify power levels for the first and second charging units based on the first and second power levels.30

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