US20230104996A1

Movatterモバイル変換

Info

Publication number: US20230104996A1
Application number: US17/530,896
Authority: US
Inventors: Eric Christopher Mallia; Christopher Joseph Mendes; Matthew Stevens; Young Seok Shin; Michael Douglas McLean
Original assignee: Geotab Inc
Current assignee: Geotab Inc
Priority date: 2021-10-06
Filing date: 2021-11-19
Publication date: 2023-04-06
Also published as: US11381101B1; US12191694B2; US12237707B2; US20230108438A1; US20230106702A1; US12301039B2; US20230104443A1; US11535114B1; US20230109375A1; US11394061B1

Abstract

The present disclosure relates to systems, methods, and devices for controlling charging of vehicles, to avoid charging during charge-adverse time periods or during charge restriction events. This can advantageously reduce cost to vehicles owners, and or provide access to reward incentives. Further, power distribution entities (utility providers) advantageously have increased control over power distribution to avoid over-burdening of power distribution infrastructure. Further, systems and methods for determining or inferring whether a vehicle is connected to a charge station are described, which can be used to inform automatic restriction of vehicle charging.

Description

PRIOR APPLICATION DATA

The present application claims priority to US Provisional Pat. Application No. 63/252,736, filed Oct. 6, 2021, titled “SYSTEMS, DEVICES, AND METHODS FOR VEHICLE BATTERY CHARGING”, the entirety of which is incorporated herein by reference.

TECHNICAL FIELD

The present disclosure generally relates to systems, devices, and methods for charging vehicle batteries, and in particular relates to controlling or influencing charging patterns of vehicle batteries.

BACKGROUND

Battery-powered vehicles (e.g. Hybrid electric vehicles, all-electric vehicles, etc.) are a convenient and environmentally friendly means of transportation. A battery-powered vehicle includes at least one battery, which can be charged from an external power source. As adoption of battery-powered vehicles increases, increasing strain will be placed on electrical infrastructure to provide sufficient power to charge batteries for said vehicles. It is desirable to provide means for managing such strain. Additionally, it is desirable to provide means for managing charge patterns for vehicle batteries to reduce battery degradation.

SUMMARY

According to a broad aspect, the present disclosure describes a system for controlling charging of a battery of a vehicle by a power source external to the vehicle, the system comprising: a control unit operable to: receive an indication of a minimum charge threshold for the battery; receive an indication of a charge-adverse time period; determine whether a charge level of the battery is above the minimum charge threshold; if the charge level is below the minimum charge threshold, enable charging of the battery at a first charge rate during the charge-adverse time period; and if the charge level is above the minimum charge threshold, restrict charging of the battery to a second charge rate less than the first charge rate during the charge-adverse time period.

The control unit may be further operable to enable charging of the battery at the first charge rate outside of the charge-adverse time period, regardless of whether the charge level is above the minimum charge threshold.

The control unit may be further operable to: receive an override input from a user; and in response to the override input, enable charging of the battery during the charge-adverse time period even if the charge level is below the minimum charge threshold.

The system may further comprise the vehicle, the control unit may be a component of the vehicle; the control unit may be operable to control the vehicle to accept a first amount of power from the power source; and the control unit may be operable to control the vehicle to accept less power from the power source than the first amount of power. The control unit may be operable to restrict the vehicle to accept no power from the power source.

The system may further comprise the power source, the control unit may be a component of the power source; the control unit may be operable to control the power source to provide a first amount of power to the vehicle; and the control unit may be operable to control the power source to provide less power to the vehicle than the first amount of power. The control unit may be operable to control the power source to provide no power to the vehicle.

The system may further comprise an intermediate device operable to be coupled to the power source and the vehicle to control provision of power from the power source to the vehicle, the control unit may be a component of the intermediate device; the control unit may be operable to control flow of power from the power source to the vehicle to provide a first amount of power to the vehicle; and the control unit may be operable to control flow of power from the power source to the vehicle to provide less power to the vehicle than the first amount of power. The control unit may be operable to control flow of power from the power source to the vehicle to provide no power to the vehicle.

During the charge-adverse time period a monetary cost of power may be greater than a monetary cost of power outside of the charge-adverse time period. During the charge-adverse time period a demand for power may be greater than a demand for power outside of the charge-adverse time period.

The control unit may be operable to: monitor the charge level of the battery during charging of the battery; and restrict charging of the battery to the second charge rate if the charge level of the battery goes above the minimum charge threshold during the charge-adverse time period. The control unit may be operable to monitor the charge level continuously. The control unit may be operable to monitor the charge level periodically.

The minimum charge threshold may be received as input from a user. The minimum charge threshold may be received from a manufacturer of the vehicle or a manufacturer of the battery of the vehicle.

The system may further comprise a communication interface, and the indication of the charge-adverse time period may be received over the communication interface. The indication of the charge-adverse time period may be received as input from a user.

The control unit may be further operable to receive an indication of a maximum charge threshold, and to restrict charging the battery if the charge level is above the maximum charge threshold.

According to another broad aspect, the present disclosure describes a method for controlling charging of a battery of a vehicle by a power source external to the vehicle, the method comprising: receiving, by a control unit, an indication of a minimum charge threshold for the battery; receiving, by the control unit, an indication of a charge-adverse time period; determining, by the control unit, whether a charge level of the battery is above the minimum charge threshold during the charge-adverse time period; if the charge level is below the minimum charge threshold, enabling charging of the battery at a first charge rate during the charge-adverse time period; and if the charge level is above the minimum charge threshold, restricting charging of the battery to a second charge rate less than the first charge rate during the charge-adverse time period.

The method may further comprise: enabling charging of the battery at the first charge rate outside of the charge-adverse time period, regardless of whether the charge level is above the minimum charge threshold.

The method may further comprise: receiving an override input from a user; and in response to the override input, enabling charging of the battery at the first charge rate during the charge-adverse time period even if the charge level is below the minimum charge threshold.

The control unit may be a component of the vehicle; enabling charging of the battery at the first charge rate may comprise the control unit controlling the vehicle to accept a first amount of power from the power source; and restricting charging of the battery to the second charge rate may comprise the control unit controlling the vehicle to accept less power than the first amount of power from the power source. Controlling the vehicle to accept less power than the first amount of power may comprise the control unit controlling the vehicle to accept no power from the power source.

The control unit may be a component of the power source external to the vehicle; enabling charging of the battery at the first charge rate may comprise the control unit controlling the power source to provide a first amount of power to the vehicle; and restricting charging of the battery may comprise the control unit controlling the power source to provide less power to the vehicle than the first amount of power. Controlling the power source to provide less power to the vehicle than the first amount of power may comprise the control unit controlling the power source to provide no power to the vehicle.

The control unit may be a component of an intermediate device coupled to the power source and the vehicle to control provision of power from the power source to the vehicle; enabling charging of the battery at the first charge rate may comprise the control unit controlling flow of power from the power source to the vehicle to provide a first amount of power to the vehicle; and restricting charging of the battery may comprise the control unit controlling flow of power from the power source to the vehicle to provide less power to the vehicle than the first amount of power. The control unit controlling flow of power from the power source to the vehicle to provide less power to the vehicle than the first amount of power may comprise: the control unit controlling flow of power from the power source to the vehicle to provide no power to the vehicle.

The method may further comprise: monitoring, by the control unit, the charge level of the battery during charging of the battery; and restricting, by the control unit, charging of the battery to the second charge rate if the charge level of the battery goes above the minimum charge threshold during the charge-adverse time period. Monitoring the charge level of the battery during charging of the battery may comprise monitoring the charge level continuously during charging of the battery. Monitoring the charge level of the battery during charging of the battery may comprise monitoring the charge level periodically during charging of the battery.

Receiving the indication of the minimum charge threshold may comprise receiving an input from a user which is indicative of the minimum charge threshold.

Receiving the indication of the minimum charge threshold may comprise receiving an input from a manufacturer of the vehicle or a manufacturer of the battery of the vehicle which is indicative of the minimum charge threshold.

The indication of the charge-adverse time period may be received over a communication interface in communication with the control unit.

Receiving the indication of the charge-adverse time period may comprise receiving an input from a user which is indicative of the charge-adverse time period.

The method may further comprise: receiving, by the control unit, an indication of a maximum charge threshold; and restricting, by the control unit, charging of the battery if the charge level is above the maximum charge threshold.

According to another broad aspect, the present disclosure describes a method for controlling charging of a battery of a vehicle by a power source external to the vehicle, the method comprising: receiving, by a control unit, an indication of a minimum charge threshold for the battery; receiving, by the control unit, an indication of a charge-restriction event; determining, by the control unit, whether a charge level of the battery is above the minimum charge threshold before an end of the charge-restriction event; if the charge level is below the minimum charge threshold, enabling charging of the battery at a first charge rate during the charge-restriction event; and if the charge level is above the minimum charge threshold, restricting charging of the battery to a second charge rate less than the first charge rate during the charge-restriction event.

The method may further comprise: transmitting, by a communication interface, an indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate for the charge-restriction event. The indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate may be transmitted prior to a beginning of the charge-restriction event. The indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate may be transmitted during the charge-restriction event. The indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate may be transmitted after an end of the charge-restriction event. The method may further comprise receiving, by a device remote from the vehicle and the power source, an indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate.

The method may further comprise allocating a reward for a recipient associated with the vehicle if charging was restricted to the second charge rate during the charge-restriction event. Allocating the reward may comprise allocating a proportional reward for the recipient associated with the vehicle based on a quantity of energy which is saved during the charge-restriction event by restricting charging of the battery to the second charge rate instead of enabling charging of the battery at the first charge rate.

Receiving the indication of the charge-restriction event may comprise receiving, by the control unit via a communication interface, the indication of the charge-restriction event from a device remote from the vehicle and the power source.

The method may further comprise providing, by a device remote from the vehicle and the power source, the indication of the charge-restriction event.

The method may further comprise: monitoring, by the control unit, the charge level of the battery during charging of the battery; if the charge level of the battery goes from below the minimum charge threshold to above the minimum charge threshold during the charge-restriction event: restricting charging of the battery to a second charge rate less than the first charge rate until an end of the charge-restriction event; and transmitting, by a communication interface in communication with the control unit, an indication of when charging of the battery is restricted to the second charge rate.

The method may further comprise: enabling charging of the battery at the first charge rate outside of the charge-restriction event, regardless of whether the charge level is above the minimum charge threshold.

The method may further comprise: receiving an override input from a user; in response to the override input, enabling charging of the battery at the first charge rate during the charge-restriction event even if the charge level is below the minimum charge threshold; and transmitting, by a communication interface in communication with the control unit, an indication of when charging of the battery is enabled at the first charge rate.

According to another broad aspect, the present disclosure describes a system for controlling charging of a battery of a vehicle by a power source external to the vehicle, the system comprising: a control unit operable to: receive an indication of a minimum charge threshold for the battery; receive an indication of a charge-restriction event; determine whether a charge level of the battery is above the minimum charge threshold before an end of the charge-restriction event; if the charge level is below the minimum charge threshold, enable charging of the battery at a first charge rate during the charge-restriction event; and if the charge level is above the minimum charge threshold, restrict charging of the battery to a second charge rate less than the first charge rate during the charge-restriction event.

The system may further comprise a communication interface, and the control unit may be operable to transmit, via the communication interface, an indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate for the charge-restriction event. The control unit may be operable to transmit the indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate prior to a beginning of the charge-restriction event. The control unit may be operable to transmit the indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate during the charge-restriction event. The control unit may be operable to transmit the indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate after an end of the charge-restriction event. The system may further comprise a device remote from the vehicle and the power source, operable to receive the indication of whether charging of the battery is enabled at the first charging rate or restricted to the second charge rate.

The system may further comprise a device remote from the vehicle and the power source operable to allocate a reward for a recipient associated with the vehicle if charging was restricted to the second charge rate during the charge-restriction event. The device remote from the vehicle and the power source may be operable to allocate the reward for the recipient associated with the vehicle based on a quantity of energy which is saved during the charge-restriction event by restricting charging of the battery to the second charge rate instead of enabling charging of the battery at the first charge rate.

The control unit may be operable to receive, via a communication interface, the indication of the charge-restriction event from a device remote from the vehicle and the power source.

The system may further comprise a device remote from the vehicle and the power source operable to provide the indication of the charge-restriction event.

The control unit may be operable to monitor the charge level of the battery during charging of the battery; if the charge level of the battery goes from below the minimum charge threshold to above the minimum charge threshold during the charge-restriction event: the control unit may be operable to restrict charging of the battery to a second charge rate less than the first charge rate until an end of the charge-restriction event; and a communication interface in communication with the control unit may be operable to transmit an indication of when charging of the battery is restricted to the second charge rate.

The control unit may be further operable to enable charging of the battery at the first charge rate outside of the charge-restriction event, regardless of whether the charge level is above the minimum charge threshold.

The control unit may be operable to receive an override input from a user; the control unit may be operable to, in response to the override input, enable charging of the battery at the first charge rate during the charge-restriction event even if the charge level is below the minimum charge threshold; and a communication interface in communication with the control unit may be operable to transmit an indication of when charging of the battery is enabled at the first charge rate.

The control unit may be a component of the vehicle; the control unit may be operable to control the vehicle to accept a first amount of power from the power source; and the control unit may be operable to control the vehicle to accept less power from the power source than the first amount of power. The control unit may be operable to restrict the vehicle to accept no power from the power source.

The system may further comprise the power source; the control unit may be a component of the power source; the control unit may be operable to control the power source to provide a first amount of power to the vehicle; and the control unit may be operable to control the power source to provide less power to the vehicle than the first amount of power. The control unit may be operable to control the power source to provide no power to the vehicle.

The system may further comprise an intermediate device operable to be coupled to the power source and the vehicle to control provision of power from the power source to the vehicle; the control unit may be a component of the intermediate device; the control unit may be operable to control flow of power from the power source to the vehicle to provide a first amount of power to the vehicle; and the control unit may be operable to control flow of power from the power source to the vehicle to provide less power to the vehicle than the first amount of power. The control unit may be operable to control flow of power from the power source to the vehicle to provide no power to the vehicle.

According to another broad aspect, the present disclosure describes a method of controlling power distribution to a plurality of vehicles, the method comprising: transmitting, by a communication interface to a plurality of control units, an indication of a charge-restriction event, each control unit of the plurality of control units operable to control charging of a respective battery of a respective vehicle; receiving, by the communication interface from each control unit of a set of control units of the plurality of control units, a respective indication of participation in the charge-restriction event by a respective vehicle, where indication of participation in the charge-restriction event is indicative of a charge rate of a battery of the respective vehicle being restricted from a first charge rate outside of the charge-restriction event to a second charge rate less than the first charge rate during the charge-restriction event; and allocating, by at least one processor communicatively coupled to the communication interface, a respective reward for a respective recipient for each vehicle for which an indication of participation in the charge-restriction event was received, each reward based on a quantity of energy which is saved during the charge-restriction event by the respective vehicle restricting charge rate to the second charge rate instead of enabling charging of the battery at the first charge rate.

Allocating, by the at least one processor, the respective reward for the respective recipient for each vehicle for which an indication of participation in the charge-restriction event was received may comprise: allocating funds to be provided to respective recipients for each vehicle for which an indication of participation in the charge-restriction event was received.

Allocating, by the at least one processor, the respective reward for the respective recipient for each vehicle for which an indication of participation in the charge-restriction event was received may comprise: allocating credit to respective recipients for each vehicle for which an indication of participation in the charge-restriction event was received.

The method may further comprise transmitting, by the communication interface to the plurality of control units, a schedule of upcoming charge-restriction events.

The method may further comprise transmitting, by the communication interface to a control unit of the plurality of control units, an indication of participation in past charge events by a vehicle corresponding to the control unit.

According to another broad aspect, the present disclosure describes a system for controlling power distribution to a plurality of vehicles, the system comprising: at least one processor; at least one non-transitory processor-readable storage medium; a communication interface communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: transmit, by the communication interface, an indication of a charge-restriction event to be received by a plurality of control units, each control unit of the plurality of control units operable to control charging of a respective battery of a respective vehicle; receive, by the communication interface from each control unit of a set of control units of the plurality of control units, at least one indication of participation in the charge-restriction event by a respective vehicle, where indication of participation in the charge-restriction event is indicative of a charge rate of a battery of the respective vehicle being restricted from a first charge rate outside of the charge-restriction event to a second charge rate less than the first charge rate during the charge-restriction event; and allocate, by the at least one processor, a respective reward for a respective recipient for each vehicle for which an indication of participation in the charge-restriction event was received, each reward based on a quantity of energy which is saved during the charge-restriction event by the respective vehicle restricting charge rate to the second charge rate instead of enabling charging of the battery at the first charge rate.

The instructions which cause the system to allocate, by the at least one processor, the respective reward for the respective recipient for each vehicle for which an indication of participation in the charge-restriction event was received may cause the at least one processor to: allocate funds to be provided to respective recipients for each vehicle for which an indication of participation in the charge-restriction event was received.

The instructions which cause the system to allocate, by the at least one processor, the respective reward for the respective recipient for each vehicle for which an indication of participation in the charge-restriction event was received may cause the at least one processor to: allocate credit to respective recipients for each vehicle for which an indication of participation in the charge-restriction event was received.

The instructions may further cause the communication interface to transmit, to the plurality of control units, a schedule of upcoming charge-restriction events.

The instructions may further cause the communication interface to transmit, to a control unit of the plurality of control units, an indication of participation in past charge events by a vehicle corresponding to the control unit.

According to another broad aspect, the present disclosure describes a method of controlling power distribution to a plurality of vehicles, the method comprising: determining a quantity of the plurality of vehicles expected to be connected to respective charge stations during a first time period; determining a quantity of preventable power usage by restricting charging of respective batteries of the quantity of the plurality of vehicles during the first time period, from a first charge rate outside of the first time period to a second charge rate less than the first charge rate during the first time period; and initiating a charge-restriction event during the first time period.

Determining a quantity of the plurality of vehicles expected to be connected to respective charge stations during a first time period may comprise: determining the quantity of the plurality of vehicles by determining a quantity of vehicles which are presently connected to respective charge stations based on connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station.

Determining a quantity of the plurality of vehicles expected to be connected to respective charge stations during a first time period may comprise: estimating the quantity of the plurality of vehicles based on historical connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station.

The method may further comprise, prior to initiating the charge-restriction event: presenting a user interface for initiation of the charge-restriction event; and receiving a user input to initiate the charge-restriction event for the plurality of vehicles.

Initiating the charge-restriction event may be performed automatically when power usage during the first time period is expected to exceed a power distribution threshold during the first time period.

The method may further comprise restricting charging for at least one vehicle of the plurality of vehicles from the first charge rate to the second charge rate during the charge-restriction event.

The method may further comprise communicating, to at least one vehicle of the plurality of vehicles, an option to restrict charging from the first charge rate to the second charge rate during the charge-restriction event. The method may further comprising determining an expected quantity of vehicles which will accept the option to restrict charging from the first charge rate to the second charge rate. Determining an expected quantity of vehicles which will accept the option to restrict charging may be based on historical acceptance data which is indicative of previous restricting of charging by vehicles of the plurality of vehicles.

Respective charge rate for a set of vehicles of the plurality of vehicles may be restricted to the second charge rate during the first time period, and the method may further comprise: allocating a respective reward for a respective recipient associated with each vehicle of the set of vehicles. Allocating a respective reward for a respective recipient associated with each vehicle of the set of vehicles may comprise: allocating each reward based on a quantity of energy which is saved during the charge-restriction event by the respective vehicle restricting charge rate to the second charge rate instead of enabling charging at the first charge rate.

The method may further comprise receiving a user input indicating the first time period.

The method may further comprise determining the first time period, by determining a peak time period where the quantity of the plurality of vehicles expected to be connected to respective charge stations includes more vehicles than other time periods.

Determining a quantity of the plurality of vehicles expected to be connected to respective charge stations may comprise determining, for each vehicle of the plurality of vehicles, that the vehicle is connected to a respective charge station when a charge port cover of the vehicle is open. The method may further comprise, for each vehicle in the plurality of vehicles: receiving respective charge data for the vehicle for a respective second time period in which the charge port cover of the vehicle has been open; inferring that the vehicle is coupled to a respective charge station if the charge port cover of the vehicle is open and if the respective charge data is indicative of charging of a battery of the vehicle in the respective second time period; and inferring that the vehicle is not coupled to the respective charge station if the charge port cover of the vehicle is not open or if the respective charge data is indicative of no charging of the battery of the vehicle in the respective second time period. The method may further comprise, for each vehicle in the plurality of vehicles: receiving respective movement data for the vehicle indicative of movement of the vehicle for a respective second time period in which the charge port cover of the vehicle has been open; inferring that the vehicle is coupled to a respective charge station if the charge port cover of the vehicle is open and if the respective movement data is indicative of the vehicle not having moved in the respective second time period; and inferring that the vehicle is not coupled to the respective charge station if the charge port cover of the vehicle is not open or if the respective movement data is indicative of the vehicle having moved in the respective second time period. The respective movement data may comprises data selected from a group consisting of: positional data indicating position of the vehicle over time; velocity data indicating movement speed of the vehicle; and inertial data indicating acceleration of the vehicle.

Determining a quantity of the plurality of vehicles expected to be connected to respective charge stations may comprise determining, for each vehicle of the plurality of vehicles, that the vehicle is connected to a respective charge station when the vehicle is proximate to a charge station. Determining, for each vehicle of the plurality of vehicles, that the vehicle is connected to a respective charge station when the vehicle is proximate to a charge station may comprise determining that the vehicle is proximate to a charge station when the vehicle is within a threshold distance of the charge station based on position data from a position sensor of the vehicle. Determining, for each vehicle of the plurality of vehicles, that the vehicle is proximate to a respective charge station may comprise: determining whether the vehicle is communicatively coupled to a wireless network associated with the charge station based on communication data received from a communication interface of the vehicle.

Determining a quantity of the plurality of vehicles expected to be connected to respective charge stations may comprise determining, for each vehicle of the plurality of vehicles, that the vehicle is connected to a respective charge station in response to an indication of the vehicle accepting a pulse of energy from the respective charge station.

According to another broad aspect, the present disclosure describes a system for controlling power distribution to a plurality of vehicles, the system comprising: at least one processor; at least one non-transitory processor-readable storage medium communicatively coupled to the at least one processor; and a communication interface communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: determine a quantity of the plurality of vehicles expected to be connected to respective charge stations during a first time period; determine a quantity of preventable power usage by restricting charging of respective batteries of the quantity of the plurality of vehicles during the first time period, from a first charge rate outside of the first time period to a second charge rate less than the first charge rate during the first time period; and initiate a charge-restriction event during the first time period.

The instructions which cause the system to determine a quantity of the plurality of vehicles expected to be connected to respective charge stations during a first time period may cause the system to: determine, by the at least one processor, a quantity of vehicles which are presently connected to respective charge stations based on connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station.

The instructions which cause the system to determine a quantity of the plurality of vehicles expected to be connected to respective charge stations during a first time period may cause the system to: estimate, by the at least one processor, the quantity of the plurality of vehicles based on historical connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station.

The system may further comprise a user interface device, and the instructions may further cause the system to, prior to initiating the charge-restriction event: present, by the user interface device, a user interface for initiation of the charge-restriction event; and process, by the at least one processor, a user input received by the user interface device to initiate the charge-restriction event for the plurality of vehicles, and the instructions which cause the system to initiate the charge-restriction event may cause the system to initiate the charge-restriction event in response to the user input to initiate the charge-restriction event.

The instructions which cause the system to initiate the charge-restriction event may cause the system to initiate the charge-restriction event when: power usage during the first time period is expected to exceed a power distribution threshold during the first time period.

The instructions may further cause the system to restrict charging for at least one vehicle of the plurality of vehicles from the first charge rate to the second charge rate during the charge-restriction event.

The instructions may further cause the system to communicate, to at least one vehicle of the plurality of vehicles, an option to restrict charging from the first charge rate to the second charge rate during the charge-restriction event. The instructions may further cause the system to: determine, by the at least one processor, an expected quantity of vehicles which will accept the option to restrict charging from the first charge rate to the second charge rate. The instructions which cause the system to determine an expected quantity of vehicles which will accept the option to restrict charging may cause the at least one processor to: determine the expected quantity of vehicles which will accept the option to restrict charging based on historical acceptance data which is indicative of previous restricting of charging by vehicles of the plurality of vehicles.

Respective charge rate for a set of vehicles of the plurality of vehicles may be restricted to the second charge rate during the first time period; and the instructions may further cause the system to allocate a respective reward for a respective recipient associated with each vehicle in the set of vehicles. The instructions which cause the system to allocate a respective reward for a respective recipient associated with each vehicle of the set of vehicles may cause the system to: allocate each reward based on a quantity of energy which is saved during the charge-restriction event by the respective vehicle restricting charge rate to the second charge rate instead of enabling charging at the first charge rate.

The system may further comprise a user interface device, wherein an indication of the first time period is receivable via the user interface device.

The instructions may further cause the system to determine the first time period, by determining a peak time period where the quantity of the plurality of vehicles expected to be connected to respective charge stations includes more vehicles than other time periods.

The instructions which cause the system to determine a quantity of the plurality of vehicles expected to be connected to respective charge stations may cause the at least one processor to: for each vehicle of the plurality of vehicles, determine that the vehicle is connected to a respective charge station when a charge port cover of the vehicle is open. The instructions may further cause the system to, for each vehicle in the plurality of vehicles: receive respective charge data for the vehicle for a respective second time period in which the charge port of the vehicle has been open; infer, by the at least one processor, that the vehicle is coupled to a respective charge station if the charge port cover of the vehicle is open and if the respective charge data is indicative of charging of a battery of the vehicle in the respective second time period; and infer, by the at least one processor, that the vehicle is not coupled to the respective charge station if the charge port cover of the vehicle is not open or if the respective charge data is indicative of no charging of the battery of the vehicle in the respective second time period. The instructions may further cause the system to, for each vehicle in the plurality of vehicles: receive respective movement data for the vehicle indicative of movement of the vehicle for a respective second time period in which the charge port cover of the vehicle has been open; infer, by the at least one processor, that the vehicle is coupled to a respective charge station if the charge port cover of the vehicle is open and if the respective movement data is indicative of the vehicle not having moved in the respective second time period; and infer, by the at least one processor, that the vehicle is not coupled to the respective charge station if the charge port cover of the vehicle is not open or if the respective movement data is indicative of the vehicle having moved in the respective second time period. The respective movement data may comprise data selected from a group consisting of: positional data indicating position of the vehicle over time; velocity data indicating movement speed of the vehicle; and inertial data indicating acceleration of the vehicle.

The instructions which cause the system to determine a quantity of the plurality of vehicles expected to be connected to respective charge stations may cause the at least one processor to: for each vehicle of the plurality of vehicles, determine that the vehicle is connected to a respective charge station when the vehicle is proximate to a charge station. The instructions which cause the at least one processor to determine, for each vehicle of the plurality of vehicles, that the vehicle is connected to a respective charge station when the vehicle is proximate to a charge station may cause the at least one processor to: determine that the vehicle is proximate to a charge station when the vehicle is within a threshold distance of the charge station based on position data from a position sensor of the vehicle. The instructions which cause the at least one processor to determine, for each vehicle of the plurality of vehicles, that the vehicle is proximate to a respective charge station may cause the at least one processor to: determine whether the vehicle is communicatively coupled to a wireless network associated with the charge station based on communication data received from a communication interface of the vehicle.

The instructions which cause the system to determine a quantity of the plurality of vehicles expected to be connected to respective charge stations may cause the at least one processor to: determine, for each vehicle of the plurality of vehicles, that the vehicle is connected to a respective charge station in response to an indication of the vehicle accepting a pulse of energy from the respective charge station.

According to another broad aspect, the present disclosure describes a method of inferring whether a vehicle is coupled to a charge station, the method comprising: determining, by at least one processor, whether a charge port cover of the vehicle is open; determining, by the at least one processor, whether the vehicle is positioned proximate the charge station; inferring that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle is positioned proximate the charge station; and inferring that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle is not positioned proximate the charge station.

Determining whether the vehicle is positioned proximate the charge station may comprise: determining whether the vehicle is within a threshold distance of the charge station based on position data from a position sensor of the vehicle.

Determining whether the vehicle is positioned proximate the charge station may comprise: determining whether the vehicle is communicatively coupled to a wireless network associated with the charge station based on communication data received from a communication interface of the vehicle.

The method may further comprise determining whether a vehicle connection facet of the charge station is in a storage configuration; and inferring that the vehicle is coupled to the charge station may comprise: inferring that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open, if the vehicle is positioned proximate the charge station, and if the vehicle connection facet is not in the storage configuration. Inferring that the vehicle is not coupled to the charge station may comprise: inferring that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle is not positioned proximate the charge station, and if the vehicle connection facet is in the storage configuration.

According to another broad aspect, the present disclosure describes a system for inferring whether a vehicle is coupled to a charge station, the system comprising: at least one processor; and at least one non-transitory processor-readable storage medium communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: determine, by the at least one processor, whether a charge port cover of the vehicle is open; determine, by the at least one processor, whether the vehicle is positioned proximate the charge station; infer, by the at least one processor, that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle is positioned proximate the charge station; and infer, by the at least one processor, that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is closed or if the vehicle is not positioned proximate the charge station.

The instructions which cause the at least one processor to determine whether the vehicle is positioned proximate the charge station may cause the at least one processor to: determine whether the vehicle is within a threshold distance of the charge station based on positional data from a position sensor of the vehicle.

The instructions which cause the at least one processor to determine whether the vehicle is positioned proximate the charge station may cause the at least one processor to: determine whether the vehicle is communicatively coupled to a wireless network associated with the charge station based on communication data from a communication interface of the vehicle.

The instructions may further cause the at least one processor to determine whether a vehicle connection facet of the charge station is in a storage configuration; and the instructions which cause the at least one processor to infer that the vehicle is coupled to the charge station may cause the at least one processor to: infer that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open, if the vehicle is positioned proximate the charge station, and if the vehicle connection facet is not in the storage configuration. The instructions which cause the at least one processor to infer that the vehicle is not coupled to the charge station may cause the at least one processor to: infer that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle is not positioned proximate the charge station, and if the vehicle connection facet is in the storage configuration.

The at least one processor and the at least one non-transitory processor-readable storage medium may be carried by the vehicle. The at least one processor and the at least one non-transitory processor-readable storage medium may be remote from the vehicle.

According to another broad aspect, the present disclosure describes a method of inferring whether a vehicle is coupled to a charge station, the method comprising: determining, by at least one processor, whether a charge port cover of the vehicle is open and a time period since the charge port cover has changed between being closed and being open; determining, by the at least one processor, whether the vehicle has received power from the charge station during the time period; inferring that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle received power from the charge station during the time period; and inferring that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is closed or if the vehicle has not received power from the charge station during the time period.

The method may further comprise determining whether a vehicle connection facet of the charge station is in a storage configuration; and inferring that the vehicle is coupled to the charge station may comprise: inferring that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open, if the vehicle received power from the charge station during the time period, and if the vehicle connection facet is not in the storage configuration Inferring that the vehicle is not coupled to the charge station may comprise: inferring that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle has not received power from the charge station during the time period, and if the vehicle connection facet is in the storage configuration.

According to another broad aspect, the present disclosure describes a system for inferring whether a vehicle is coupled to a charge station, the system comprising: at least one processor; and at least one non-transitory processor-readable storage medium communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: determine, by the at least one processor, whether a charge port cover of the vehicle is open and a time period since the charge port cover has changed between being closed and being open; determine, by the at least one processor, whether the vehicle has received power from the charge station during the time period; infer that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle received power from the charge station during the time period; and infer that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is closed or if the vehicle has not received power from the charge station during the time period.

The instructions which cause the at least one processor to determine whether the vehicle has received power from the charge station during the time period may cause the at least one processor to: determine whether the vehicle has received power from the charge station during the time period based on charging data from a charge sensor of the vehicle.

The instructions which cause the at least one processor to determine whether the vehicle has received power from the charge station during the time period may cause the at least one processor to: determine whether the vehicle has received power from the charge station during the time period based on charging data from a power output sensor of the charge station.

The instructions may further cause the at least one processor to determine whether a vehicle connection facet of the charge station is in a storage configuration; and the instructions which cause the at least one processor to infer that the vehicle is coupled to the charge station may cause the at least one processor to: infer that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open, if the vehicle received power from the charge station during the time period, and if the vehicle connection facet is not in the storage configuration. The instructions which cause the at least one processor to infer that the vehicle is not coupled to the charge station may cause the at least one processor to: infer that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle has not received power from the charge station during the time period, and if the vehicle connection facet is in the storage configuration.

According to another broad aspect, the present disclosure describes a method of inferring whether a vehicle is coupled to a charge station, the method comprising: determining, by at least one processor, whether a charge port cover of the vehicle is open and a time period since the charge port cover has changed between being closed and being open; determining, by the at least one processor, whether the vehicle has moved during the time period based on movement data from the vehicle; inferring, by the at least one processor, that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle has not moved during the time period; and inferring, by the at least one processor, that the vehicle is not coupled to the charge station if the charge port of the vehicle is closed or if the vehicle has moved during the time period.

The movement data may comprise data selected from a group consisting of: positional data indicating position of the vehicle over time; velocity data indicating movement speed of the vehicle; and inertial data indicating acceleration of the vehicle.

The method may further comprise determining whether a vehicle connection facet of the charge station is in a storage configuration; and inferring that the vehicle is coupled to the charge station may comprise: inferring that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open, if the vehicle has not moved during the time period, and if the vehicle connection facet is not in the storage configuration. Inferring that the vehicle is not coupled to the charge station may comprise: inferring that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open, if the vehicle has moved during the time period, and if the vehicle connection facet is in the storage configuration.

According to another broad aspect, the present disclosure describes a system for inferring whether a vehicle is coupled to a charge station, the system comprising: at least one processor; and at least one non-transitory processor-readable storage medium communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: determine, by the at least one processor, whether a charge port cover of the vehicle is open and a time period since the charge port cover has changed between being closed and being open; determine, by the at least one processor, whether the vehicle has moved during the time period based on movement data from the vehicle; infer, by the at least one processor, that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle has not moved during the time period; and infer, by the at least one processor, that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is closed or if the vehicle has moved during the time period.

The instructions may further cause the at least one processor to determine whether a vehicle connection facet of the charge station is in a storage configuration; and the instructions which cause the at least one processor to infer that the vehicle is coupled to the charge station may cause the at least one processor to: infer that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open, if the vehicle has not moved during the time period, and if the vehicle connection facet is not in the storage configuration. The instructions which cause the at least one processor to infer that the vehicle is not coupled to the charge station may cause the at least one processor to: infer that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle has moved during the time period, and if the vehicle connection facet is in the storage configuration.

According to another broad aspect, the present disclosure describes a method of determining whether a vehicle is coupled to a charge station, the method comprising: outputting, by the charge station, a pulse of power to be received by the vehicle; measuring energy expended by outputting the pulse of power; if the energy expended is over an energy threshold, determining that the vehicle is coupled to the charge station; and if the energy expended is not over the energy threshold, determining that the vehicle is not coupled to the charge station.

According to another broad aspect, the present disclosure describes a system for determining whether a vehicle is coupled to a charge station, the system comprising: at least one processor; and at least one non-transitory processor-readable storage medium communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: measure energy expended by a pulse of power from the charge station to the vehicle; if the energy expended is over an energy threshold, determining that the vehicle is coupled to the charge station; and if the energy expended is not over the energy threshold, determining that the vehicle is not coupled to the charge station.

The at least one processor and the at least one non-transitory processor-readable storage medium may be carried by the charge station; and the instructions may further cause the charge station to output the pulse of power.

The at least one processor and the at least one non-transitory processor-readable storage medium may be carried by the vehicle.

The at least one processor and the at least one non-transitory processor-readable storage medium may be carried by an intermediate device operable to be coupled between the vehicle and the charge station, where power provided from the charge station to the vehicle is provided through the intermediate device.

According to another broad aspect, the present disclosure describes a method of inferring whether a charge station is coupled to a vehicle, the method comprising: determining, by at least one processor, whether a vehicle connection facet of the charge station is in a storage configuration; determining, by the at least one processor, whether the vehicle is positioned proximate the charge station; inferring that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration and if the vehicle is positioned proximate the charge station; and inferring that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the vehicle is not positioned proximate the charge station.

The method may further comprise determining whether a charge port cover of the vehicle is open; and inferring that the charge station is coupled to the vehicle may comprise: inferring that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration, if the vehicle is positioned proximate the charge station, and if the charge port cover of the vehicle is open. Inferring that the charge station is not coupled to the vehicle may comprise: inferring that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the vehicle is not positioned proximate the charge station, and if the charge port cover of the vehicle is not open.

According to another broad aspect, the present disclosure describes a system for inferring whether a charge station is coupled to a vehicle, the system comprising: at least one processor; and at least one non-transitory processor-readable storage medium communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: determine, by the at least one processor, whether a vehicle connection facet of the charge station is in a storage configuration; determine, by the at least one processor, whether the vehicle is positioned proximate the charge station; infer, by the at least one processor, that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration and if the vehicle is positioned proximate the charge station; and infer, by the at least one processor, that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the vehicle is not positioned proximate the charge station.

The instructions may further cause the at least one processor to determine whether a charge port cover of the vehicle is open; and the instructions which cause the at least one processor to infer that the charge station is coupled to the vehicle may cause the at least one processor to: infer that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration, if the vehicle is positioned proximate the charge station, and if the charge port cover of the vehicle is open. The instructions which cause the at least one processor to infer that the charge station is not coupled to the vehicle may cause the at least one processor to: infer that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the vehicle is not positioned proximate the charge station, and if the charge port cover of the vehicle is not open.

According to another broad aspect, the present disclosure describes a method of inferring whether a charge station is coupled to a vehicle, the method comprising: determining, by at least one processor, whether a vehicle connection facet of the charge station is in a storage configuration and a time period since the vehicle connection facet of the charge station has changed between not being in the storage configuration and being in the storage configuration; determining, by the at least one processor, whether the charge station has provided power to the vehicle during the time period; inferring that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration and if the charge station has provided power to the vehicle during the time period; and inferring that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the charge station has not provided power to the vehicle during the time period.

The method may further comprise determining whether a charge port cover of the vehicle is open; and inferring that the charge station is coupled to the vehicle may comprise: inferring that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration, if the charge station has provided power to the vehicle during the time period, and if the charge port cover of the vehicle is open. Inferring that the charge station is not coupled to the vehicle may comprise: inferring that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the charge station has not provided power to the vehicle during the time period, and if the charge port cover of the vehicle is not open.

According to another broad aspect, the present disclosure describes a system for inferring whether a charge station is coupled to a vehicle, the system comprising: at least one processor; and at least one non-transitory processor-readable storage medium communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: determine, by the at least one processor, whether a vehicle connection facet of the charge station is in a storage configuration and a time period since the vehicle connection facet of the charge station has changed between not being in the storage configuration and being in the storage configuration; determine, by the at least one processor, whether the charge station has provided power to the vehicle during the time period; infer that the vehicle is coupled to the charge station if the vehicle connection facet is not in the storage configuration and if the charge station has provided power to the vehicle during the time period; and infer that the vehicle is not coupled to the charge station if the vehicle connection facet is in the storage configuration or if the charge station has not provided power to the vehicle during the time period.

The instructions which cause the at least one processor to determine whether the charge station has provided power to the vehicle during the time period may cause the at least one processor to: determine whether the vehicle has received power from the charge station during the time period based on charging data from a charge sensor of the vehicle.

The instructions which cause the at least one processor to determine whether the charge station has provided power to the vehicle during the time period may cause the at least one processor to: determine whether the charge station has provided power to the vehicle during the time period based on charging data from a power output sensor of the charge station.

The instructions may further cause the at least one processor to determine whether a charge port cover of the vehicle is open; and the instructions which cause the at least one processor to infer that the charge station is coupled to the vehicle may cause the at least one processor to: infer that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration, if the charge station has provided power to the vehicle during the time period, and if the charge port cover of the vehicle is open. The instructions which cause the at least one processor to infer that the charge station is not coupled to the vehicle may cause the at least one processor to: infer that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the charge station has not provided power to the vehicle during the time period, and if the charge port cover of the vehicle is not open.

According to another broad aspect, the present disclosure describes a method of inferring whether a charge station is coupled to a vehicle, the method comprising: determining, by at least one processor, whether a vehicle connection facet of the charge station is in a storage configuration and a time period since the vehicle connection facet of the charge station has changed between not being in the storage configuration and being in the storage configuration; determining, by the at least one processor, whether the vehicle has moved during the time period based on movement data from the vehicle; inferring, by the at least one processor, that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration and if the vehicle has not moved during the time period; and inferring, by the at least one processor, that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the vehicle has moved during the time period.

The method may further comprise determining whether a charge port cover of the vehicle is open; and inferring that the charge station is coupled to the vehicle may comprise: inferring that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration, if the vehicle has not moved during the time period, and if the charge port cover of the vehicle is open. Inferring that the charge station is not coupled to the vehicle may comprise: inferring that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the vehicle has moved during the time period, and if the charge port cover of the vehicle is not open.

According to another broad aspect, the present disclosure describes a system for inferring whether a charge station is coupled to a vehicle, the system comprising: at least one processor; and at least one non-transitory processor-readable storage medium communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: determine, by the at least one processor, whether a vehicle connection facet of the charge station is in a storage configuration and a time period since the vehicle connection facet of the charge station has changed between not being in the storage configuration and being in the storage configuration; determine, by the at least one processor, whether the vehicle has moved during the time period based on movement data from the vehicle; infer, by the at least one processor, that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration and if the vehicle has not moved during the time period; and infer, by the at least one processor, that the vehicle is not coupled to the charge station if the vehicle connection facet is in the storage configuration or if the vehicle has moved during the time period.

The instructions may further cause the at least one processor to determine whether a charge port cover of the vehicle is open; and the instructions which cause the at least one processor to infer that the charge station is coupled to the vehicle may cause the at least one processor to: infer that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storage configuration, if the vehicle has not moved during the time period, and if the charge port cover of the vehicle is open. The instructions which cause the at least one processor to infer that the charge station is not coupled to the vehicle may cause the at least one processor to: infer that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storage configuration or if the vehicle has moved during the time period, and if the charge port cover of the vehicle is not open.

BRIEF DESCRIPTION OF THE DRAWINGS

Exemplary non-limiting embodiments are described with reference to the accompanying drawings in which:

FIGS.1,2,3, and4 are schematic diagrams of exemplary setups where a vehicle battery is connected to a charge station to charge.

FIGS.5,6, and7 are flowchart diagrams which illustrate methods of controlling charging of a vehicle.

FIGS.8,9,10,11,12, and13 are charge plots which illustrate exemplary charging scenarios for a vehicle battery, with reference to a charge-adverse time period or a charge-restriction event.

FIGS.14 and15 are user interface diagrams for providing indications of minimum charge-thresholds for restricting charging and for providing indications of charge-adverse time periods.

FIG.16 is a schematic view of a system for controlling power distribution to a plurality of vehicles.

FIGS.17,18,19,20, and21 are flowchart diagrams which illustrate methods of influencing or controlling charging of vehicles in the context of charge-restriction events.

FIG.22 illustrates an exemplary user interface for setting minimum charge thresholds for participation in charge-restriction events.

FIG.23 is a flowchart diagram which illustrates a method of evaluating and initiating a charge-restriction event.

FIG.24 illustrates an operator interface for evaluating and initiating a charge-restriction event.

FIG.25A is a top view of a vehicle having an open charge port cover.FIG.25B is a front view of a charge station.

FIG.26 is a flowchart diagram which illustrates a method of inferring whether a vehicle is connect to a charge station.

FIGS.27 and28 are top views of exemplary scenarios for determining whether a vehicle is proximate a charge station.

FIGS.29,30,31,32,33, and34 are flowchart diagrams which illustrate exemplary methods of inferring whether a vehicle is connected to a charge station.

DETAILED DESCRIPTION

The present disclosure details systems, methods, and devices for controlling or influencing charging patterns for vehicle batteries.

FIG.1 is a schematic diagram of an exemplary charging system.FIG.1 illustrates avehicle100, having abattery102, which can receive electrical energy (power) from an external power source byelectrical pathway104. “Electrical pathway” (sometimes shortened to “pathway”) as used throughout this disclosure refers to at least one electrically conductive component which provides electrical coupling, such as wires, conductive traces, contacts, or any other appropriate electrically conductive component. An electrical pathway can be a single electrically conductive component (e.g. a single wire), but this is not necessarily the case. For example, an electrical pathway could include a plurality of wires, conductive traces, or contacts.Battery102 stores received energy.

In the example ofFIG.1, the external power source ischarge station110.Charge station110 provides power to thevehicle100 in a format which can be received byvehicle100 to chargebattery102. In the illustrated example,charge station110 outputs power by electrical pathway112 (illustrated as at least one wire) to anelectrical couple114.Electrical couple114 couples to vehicle100 (e.g. by a coupling interface such as a plug), to provide a pathway for energy to flow fromcharge station110 tobattery102.Charge station110 receives energy for example from a power grid, solar panels, or any other appropriate source of energy, and converts this energy to a format (e.g. voltage and amperage) acceptable tovehicle100.Charge station110 could for example be installed at the vehicle owner’s residence. As other examples,charge station110 could be installed in a public location such as a workplace, parking lot, shopping center, rest stop, or any other appropriate location. Additionally,electrical pathway112 is not limited to being used to provide power to the vehicle.Electrical pathway112 could also be used for communication of signals betweenvehicle100 andcharge station110. To this end,electrical pathway112 can include a plurality of pathways, such as at least one pathway for provision of power tobattery102, and at least one other pathway for transmission of communication signals betweenvehicle100 andcharge station110.

FIG.1 also illustratescharge station110 as including at least oneprocessor116, at least one non-transitory processor-readable storage medium118, and at least onesensor119.Charge station110 inFIG.1 is a “smart charge station”, in thatcharge station110 can do more than just provide energy tovehicle100. For example, the at least oneprocessor116 can monitor energy provided bycharge station110, monitor and/or analyze a state of connection ofcharge station110 tovehicle100, and/or collect or prepare charge data. The at least oneprocessor116 can prepare charge data including any of energy flow rate (power), amperage, voltage, time or duration of energy transfer, waveforms representing a combination of attributes, or any other appropriate data. The at least oneprocessor116 can construct, format, process, or compress the data as needed, or the at least oneprocessor116 can prepare raw data. Collection of raw data can be performed using any appropriate hardware, such as the at least onesensor119. The at least onesensor119 could include, as non-limiting examples, voltage or current detection circuits, or any other appropriate hardware that can sense electrical attributes. The at least onesensor119 could also include any appropriate sensor for collecting data regarding a state of electrical couple114 (couple data). For example, the at least onesensor119 could include a proximity sensor which detects whether theelectrical couple114 is properly stowed away, which is indicative of the electrical couple not being connected to vehicle100 (e.g.,sensor119 could include a depression switch or contact circuit which is triggered by the electrical couple being stowed away). As another example, the at least onesensor119 could include a proximity sensor which detects whether theelectrical couple114 is connected to vehicle100 (e.g. a depression switch or electrical contact circuit which is triggered by the electrical couple being connected to vehicle100).

Collected data can be stored in the at least one non-transitory processor-readable storage medium118. Further, the at least one non-transitory processor-readable storage medium118 can store instructions which, when executed by the at least oneprocessor116, cause the at least oneprocessor116 to prepare data (such as charge data or sensor data).

In some implementations,charge station110 can include at least one communication interface (such as wireless communication hardware, or wired communication hardware). For example,charge station110 could couple to a vehicle owner’s wireless (or wired) network.Charge station110 can communicate data, such as charge data or couple data, over the network. Such an implementation is discussed in more detail later with reference toFIG.3.

FIG.2 is a schematic view of an exemplary charging system similar to that illustrated inFIG.1. Description of elements inFIG.1 applies to similarly numbered elements inFIG.2.FIG.2 includes avehicle100 andcharge station110 similar to as described inFIG.1. One difference betweenFIG.2 andFIG.1 is that inFIG.2,vehicle100 is shown as including at least oneprocessor206, at least one non-transitory processor-readable storage medium208, and at least onesensor209. The at least oneprocessor206 is similar to the at least oneprocessor116, in that the at least oneprocessor206 can similarly monitor energy provided bycharge station110, monitor and/or analyze a state of connection ofcharge station110 tovehicle100, and/or collect or prepare charge data. The at least one non-transitory processor-readable storage medium208 is similar to the at least one non-transitory processor-readable storage medium118, in that the at least one non-transitory processorreadable storage medium208 can similarly store instructions or data (such as charge data or couple data). The at least onesensor209 is similar to the at least onesensor119, in that the at least onesensor209 can similarly monitor charging and collect charge data, and/or can collect couple data regarding the state ofelectrical couple114.FIG.2 highlights that collection and/or analysis of charge data and/or couple data can occur in vehicle100 (as opposed to incharge station110 as inFIG.1). However, this does not precludecharge station110 inFIG.2 from being a “smart charge station” similar to as inFIG.1, as appropriate for a given application. For example, analysis of charge data or couple data could be performed by the at least oneprocessor206, and transmitted tocharge station110 for review by a vehicle owner (or for further transmission, such as to a remote server). Such a transmission could occur overelectrical pathway112, or could occur via another pathway (such as wireless communication hardware in vehicle100). As another example, data collection could occur invehicle100 by the at least onesensor209, with raw data being transmitted to the at least oneprocessor116 for preparation or analysis.Vehicle100 inFIG.1 could also include at least oneprocessor206 and at least one non-transitory processor-readable storage medium208, as appropriate for a given application.

FIG.3 is a schematic view of an exemplary charging system similar to that illustrated inFIGS.1 and2. Description of elements inFIGS.1 and2 applies to similarly numbered elements inFIG.3.FIG.3 includes avehicle100 andcharge station110 similar to as described inFIGS.1 and2. One difference betweenFIG.3 andFIGS.1 and2 is that inFIG.3, aremote device320 is illustrated (such as a remote server).Remote device320 includes at least oneprocessor326 similar to the at least oneprocessor116 and the at least oneprocessor206, in that the at least oneprocessor326 can similarly analyze/process data such as charge data and/or couple data.Remote device320 includes at least one non-transitory processor-readable storage medium328 which is similar to the at least one non-transitory processor-readable storage medium118 and the at least one non-transitory processor-readable storage medium208, in that the at least one non-transitory processorreadable storage medium328 can similarly store instructions or data (such as charge data or couple data).FIG.3 illustrates the at least onesensor119 and the at least onesensor209, which can monitor charging and/or collect data (such as charge data or couple data) similar to as discussed above with reference toFIGS.1 and2. In some implementations, collected data can be transmitted fromcharge station110 toremote device320 bycommunication interface322.Communication interface322 can for example be a wired connection betweencharge station110 andremote device320. As another example,communication interface322 can be a wireless connection betweencharge station110 andremote device320. Further,communication interface322 can be direct as illustrated, or indirect. For example,charge station110 can connect to a wireless network of a vehicle owner’s home (such as to a network router or hub), which in turn is connected to the internet.Remote device320 can communicate with the home wireless network by the internet.

Although not explicitly illustrated,communication interface322 can also be betweenvehicle100 andremote device320. For example,vehicle100 could communicate over a wireless or wired network at the home of the vehicle owner, such that data does not need to be communicated throughcharge station110.

Exemplaryremote devices320 could include a vehicle owner’s personal computer, smartphone, or other device, or independently managed devices such as a data server of the vehicle manufacturer.

FIG.3 highlights that analysis of data (such as couple data or charge data) can occur remotely fromvehicle100 andcharge station110. However, this does not precludecharge station110 inFIG.3 from having at least oneprocessor116 and at least one non-transitory processor-readable storage medium118 as inFIG.1, nor does it precludevehicle100 from having at least oneprocessor206 and at least one non-transitory processor-readable storage medium208 as inFIG.2, as appropriate for a given application. For example, preparation of data could be performed by the at least oneprocessor116 inFIG.1 or the at least oneprocessor206 inFIG.2, said data subsequently being transmitted toremote device320. Analysis of said data can then be performed by the at least oneprocessor326 ofremote device320.

FIG.4 is a schematic view of an exemplary charging system similar to that illustrated inFIGS.1,2, and3. Description of elements inFIGS.1,2, and3 applies to similarly numbered elements inFIG.4.FIG.4 includes avehicle100 andcharge station110 similar to as described inFIGS.1,2, and3. One difference betweenFIG.4 andFIGS.1,2, and3 is that inFIG.4, anintermediate device430 is illustrated.Intermediate device430 includes at least oneprocessor436 similar to the at least oneprocessor116, the at least oneprocessor206, and the at least oneprocessor326, in that the at least oneprocessor436 can similarly monitor energy provided bycharge station110, monitor and/or analyze a state of connection ofcharge station110 tovehicle100, and/or collect or prepare charge data.Intermediate device430 includes at least one non-transitory processor-readable storage medium438 which is similar to the at least one non-transitory processor-readable storage medium118, the at least one non-transitory processor-readable storage medium208, and the at least one non-transitory processor-readable storage medium328, in that the at least one non-transitory processorreadable storage medium438 can similarly store instructions or data (such as charge data or couple data).Intermediate device430 includes at least onesensor439 which is similar to the at least onesensor119 and the at least onesensor209, in that the at least onesensor439 can similarly monitor charging and collect charge data, and/or can collect couple data regarding the state ofelectrical couple114.

Intermediate device

430 is positioned intermediate tovehicle100 and charge station110 (illustrated as being coupled betweenelectrical couple114 and vehicle100), such that energy provided bycharge station110 tovehicle100 passes throughintermediate device430. In this way, the at least onesensor439 can monitor energy provided tovehicle100, and collect charge data. The at least onesensor439 can include any appropriate sensors or hardware to enable this, such as voltage or current sensing circuits. This charge data can be analyzed by the at least oneprocessor436, or the at least onesensor439 can provide the charge data to another device for analysis (in some implementations after some preparation by the at least oneprocessor436, such as compression for formatting). For example,intermediate device430 could also include a communication interface, through which charge data is transmitted (e.g. toremote device320 for analysis of vehicle battery health as discussed in detail with reference toFIG.5). Such a communication interface could be wireless, or could be wired (e.g. through electrical pathway112).

The at least onesensor439 could include a proximity sensor which detects whether theelectrical couple114 is connected tovehicle100. For example, the at least onesensor439 could include a depression switch which is pressed in when the electrical couple is connected tovehicle100. As another example, the at least onesensor439 could include an electrical contact circuit which is closed when the electrical couple is connected tovehicle100. Any other appropriate proximity or connection sensor could be included, which is indicative of theelectrical couple114 being connected tovehicle100.

The inclusion ofintermediate device430 does not precludecharge station110 from including at least oneprocessor116 or at least one non-transitory processor-readable storage medium118 as inFIG.1, nor does it precludevehicle100 from including at least oneprocessor206 or at least one non-transitory processor-readable storage medium208 as inFIG.2. However,intermediate device430 provides a means for collecting, preparing, analyzing, and/or transmitting data (such as charge data or couple data), and is particularly useful when other elements of the system lack such functionality. For example,intermediate device430 is particularly useful for retrofitting systems which lack the ability to collect, prepare, analyze, and/or transmit charge or couple data.

Throughout this disclosure, reference is made to providing power (or energy) to a battery of a vehicle (or batteries of vehicles), to charge said battery (or batteries). Reference to charging a “vehicle” encompasses the same concept, such that charging a vehicle means charging a battery of the vehicle.

FIG.5 is a flowchart diagram which illustrates anexemplary method500 of controlling or influencing charging of any of the batteries described herein.Method500 as illustrated includes

acts

502,504,506,508, and510. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The discussion ofFIG.5 is applicable to any ofvehicle100,charge station110,remote device320, orintermediate device430 as discussed with reference to any ofFIGS.1,2,3, and4. The description is also applicable to any appropriate battery charging setup or system. Any such vehicles, charge stations, devices, setups, or systems could include a control unit operable to perform the acts ofmethod500. With reference to the examples illustrated inFIGS.1,2,3, and4, any of the at least one

processor

116,206,326, or436 could be such a control unit. Further, said control unit can be operated in accordance with instructions on at least one non-transitory processor-readable storage medium to perform the acts ofmethod500. With reference to the examples illustrated inFIGS.1,2,3, and4, any of the at least one non-transitory processor-

readable storage medium

118,208,328, or438 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective vehicle, charge station, device, setup, or system to perform themethod500.

Inact502, an indication of a minimum charge threshold Min_T for a battery is received. In some cases, this minimum charge threshold could be a minimum charge degradation threshold Min_D as discussed above. In some cases, the minimum charge threshold can be decided and input by a vehicle user (or owner). For example, a vehicle user may wish to, whenever possible, have a certain minimum amount of charge in the battery to enable a certain distance of travel. As one example, a vehicle user may set the minimum charge threshold at 50% of the battery capacity.

An indication of a minimum charge threshold Min_T can be received by any appropriate means, such as those discussed later with reference toFIGS.14 and15. In some implementations, a user can manually input at least one indication of a minimum charge threshold Min_T, by an appropriate input device. For example, any ofvehicle100,charge station110,remote device320, orintermediate device430 could have a user interface device (such as controls buttons, dials, a touchscreen interface, or any other appropriate user input device), which a vehicle user can use to input an indication of minimum charge threshold Min_T. In other implementations, a minimum charge threshold Min_T could be received from a manufacturer of a vehicle or vehicle battery (e.g. in the case where minimum charge threshold Min_T is set as the minimum charge degradation threshold Min_D). For example, a vehicle manufacturer could pre-load a minimum charge threshold Min_T on a non-transitory processor-readable storage medium of vehicle100 (or acharge station110,remote device320, orintermediate device430 intended to be used with vehicle100). As another example, a provider ofcharge station110,remote device320, orintermediate device430 could come pre-loaded with a default minimum charge threshold Min_T.

Inact504, an indication of a charge-adverse time period is received. Throughout this disclosure, the term “charge-adverse time period” refers to a period of time during which charging is less desirable than other times.

For example, in some locations monetary costs for electricity (power) are higher during certain time periods. In the City of Toronto for example, three pricing periods exist for certain customers: Off-Peak (7 PM to 7 AM Monday to Friday, and All-day Saturday and Sunday), Mid-Peak (7 AM to 11 AM and 5 PM to 7 PM Monday to Friday), and On-Peak (11 AM to 5 PM Monday to Friday). Electricity provided during On-Peak periods is more expensive than electricity provided during Mid-Peak periods, and electricity provided during Mid-Peak periods is more expensive than electricity provided during Off-Peak periods. In this sense, On-Peak periods are “charge-adverse time periods” compared to Mid-Peak and Off-Peak periods. Further, Mid-Peak periods are “charge-adverse time periods” compared to Off-Peak periods. One skilled in the art will appreciate that the described charge-adverse time periods are merely exemplary, and can differ for different regions and different electricity providers. To save money, a vehicle user may wish to delay charging of their vehicle until a non-charge-adverse time period.

As another example, available energy for charging may differ depending on time of day. A vehicle user may charge their vehicle battery at a location with solar panels (e.g. their residence may be equipped with solar panels). Such solar panels only collect energy during daytime. As such, charging a vehicle overnight may risk depleting energy stored in a battery for the solar panel system. On the other hand, the solar panel system may collect more energy during daytime than can be stored in the battery for the solar system. In this example, nighttime can be a “charge-adverse time period”.

An indication of a charge-adverse time period can be received by any appropriate means, such as those discussed later with reference toFIGS.14 and15. In some implementations, a user can manually input at least one indication of at least one charge-adverse time period, by an appropriate input device. For example, any ofvehicle100,charge station110,remote device320, orintermediate device430 could have a user interface device (such as controls buttons, dials, a touchscreen interface, or any other appropriate user input device), which a vehicle user can use to input an indication of a charge-adverse time period. As another example, any ofvehicle100,charge station110,remote device320, orintermediate device430 could communicate with a peripheral device (such as a smartphone, PDA, or other device), which a vehicle user can use to input an indication of a charge-adverse time period.

In other implementations, at least one indication of at least one charge-adverse time period can be received from a source other than the vehicle user. For example, an electricity provider may provide a schedule of charge-adverse time periods, which can be accessed by at least one processor of any ofvehicle100,charge station110,remote device320, orintermediate device430 to automatically receive at least one indication of at least one charge-adverse time period. As another example, a schedule of charge-adverse time-periods (e.g. delineated by region) can be made available by a manufacturer or provider of any ofvehicle100,charge station110,remote device320, orintermediate device430, to be accessed by the same. As yet another example, a provider of charge-management software for any ofvehicle100,charge station110,remote device320, orintermediate device430 could provide such a schedule of charge-adverse time periods. In such examples, said schedule or schedules could be available via the internet or other network, for download by any ofvehicle100,charge station110,remote device320, or intermediate device430 (via intermediate servers, as appropriate). In some implementations, any ofvehicle100,charge station110,remote device320, orintermediate device430 could come pre-loaded with at least one indication of at least one charge-adverse time period (e.g. a schedule of charge-adverse time periods can be stored on a non-transitory processor-readable storage medium of any ofvehicle100,charge station110,remote device320, or intermediate device430).

Inact502 and act504, “receiving an indication of a minimum charge threshold for a battery” and “receiving an indication of a charge-adverse time period” do not necessarily require the respective indication to come directly from a vehicle user or from an external source immediately prior to act506 (discussed below). For example, at least one respective indication can be stored in a non-transitory processor-readable storage medium ofvehicle100,charge station110,remote device320, orintermediate device430 in advance (e.g. at least one respective indication can be input or downloaded during system setup, or at regular update intervals). When it comes time to make decisions as inact506 discussed below, the at least one respective indication can be retrieved from said non-transitory processor-readable storage medium.

Any ofvehicle100,charge station110,remote device320, orintermediate device430 can include a communication interface, by which the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period can be received. For example, any ofvehicle100,charge station110,remote device320, orintermediate device430 could include communication hardware (e.g. wireless transmitters, wireless receivers, wireless transceivers, wired input and output port or lines) to communicate with a device which stores the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period. Such a device could be accessed for example over the internet, a local network, or by direct communication. As another example,vehicle100 can include a communication interface to communicate withcharge station110,remote device320, orintermediate device430, which in turn communicates with a device which stores the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period (that is, communication can be indirect). Similarly,charge station110 can include a communication interface to communicate withvehicle100,remote device320, orintermediate device430 which in turn communicates with a device which stores the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period. Similarly,intermediate device430 can include a communication interface to communicate withvehicle100,charge station110, orremote device320, which in turn communicates with a device which stores the indication of a minimum charge threshold for a battery or the indication of a charge-adverse time period.

Inact506, a determination is made as to whether a charge level of the vehicle battery is above the minimum charge threshold Min_T during the charge-adverse period. If the charge level of the vehicle battery is NOT above the minimum charge threshold Min_T during the charge-adverse period,method500 proceeds to act508. If the charge level of the vehicle battery IS above the minimum charge threshold Min_T during the charge-adverse period,method500 proceeds to act510. In some implementations, act506 can be performed before the charge-adverse time period, to determine whether the charge level of the battery will be above the minimum charge level threshold during the charge adverse time period.

Inact508, charging of the battery is enabled at a first charge rate during the charge-adverse time period. The first charge rate could be, for example, an unrestricted charge rate (e.g. the maximum rate at which the vehicle battery can be charged without damage to the battery, or a maximum rate at which power can be provided by a charge station which provides power to the battery).

Inact510, charging of the battery is restricted to a second charge rate less than the first charge rate during the charge-adverse time period. The second charge rate could be zero, for example (i.e., charging is disabled), as discussed later with reference toFIGS.8,9,10, and12. The second charge rate could alternatively be greater than zero, but less than the first charge rate, as discussed later with reference toFIG.13.

Acts

508 and510 can be performed by different hardware depending on the nature of the system in whichmethod500 is implemented. With reference to the system ofFIG.1, the at least oneprocessor116 incharge station110 can act as a control unit, which enables charging (as in act508) or restricts charging (as in act510), by controlling quantity of power provided bycharge station110 tovehicle100. With reference to the system ofFIG.2, the at least oneprocessor206 invehicle100 can act as a control unit, which enables charging (as in act508) or restricts charging (as in act510), by controlling quantity of power which vehicles accepts fromcharge station110. With reference to the system ofFIG.3, the at least oneprocessor326 inremote device320 can act as a control unit, which enables charging (as in act508) or restricts charging (as in act510), by instructing the at least oneprocessor116 incharge station110 to enable charging or restrict charging by controlling provision of power fromcharge station110, or by instructing the at least oneprocessor206 invehicle100 to enable charging or restrict charging by controlling power accepted fromcharge station110. With reference to the system ofFIG.4, the at least oneprocessor436 inintermediate device430 can act as a control unit, which enables charging (as in act508) or restricts charging (as in act510), by controlling quantity of power which flows throughintermediate device430 fromcharge station110 tovehicle100. Regardless of the hardware, restricting charging as inact510 can including disabling charging by controlling flow of power such that no power is transferred to the vehicle, or can include restricting charging by controlling flow of power such that less power is transferred to the vehicle than the first charge rate.

Method

500 prevents or restricts charging of the vehicle battery during a charge-adverse time period. This can save money (e.g. for time-specific electricity costs), or can prevent excessive depletion of power stored externally to the vehicle (e.g. for solar power provision systems).

FIG.6 is a flowchart diagram which illustrates anexemplary method600 of controlling or influencing charging of any of the batteries described herein.Method600 as illustrated includes

acts

502,504,506,508, and510 similarly tomethod500, andmethod600 also includesact612. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. Similar toFIG.5, the discussion ofFIG.6 is applicable to any ofvehicle100,charge station110,remote device320, orintermediate device430 as discussed with reference to any ofFIGS.1,2,3, and4. The description is also applicable to any appropriate battery charging setup or system. Any such vehicles, charge stations, devices, setups, or systems could include at least one processor and at least one non-transitory processor-readable storage medium, the at least one non-transitory processor-readable storage medium having instructions stored thereon, wherein the instructions when executed by the at least one processor cause the vehicle, charge station, device, setup, or system to perform themethod600.

Method

600 inFIG.6 is similar tomethod500 inFIG.5, and discussion ofmethod500 is applicable tomethod600 unless context dictates otherwise. One difference betweenmethod600 inFIG.6 andmethod500 inFIG.5 is thatmethod600 includes anadditional act612.

Inact612, charging of the battery is enabled at the first charge rate after the charge-adverse time period, regardless of whether charging of the battery was enabled (as in act508) or restricted (as in act510) during the charge-adverse time period. This allows the battery to charge outside of the charge-adverse time period without restriction. For example, if charging of the battery is restricted to the second charge rate during the charge-adverse time period as inact510, then charging is enabled at the first charge rate as inact612, this results in charging of the battery being at least partially delayed until after the charge-adverse time period. Consequently, timing of battery charging can be selectively controlled to occur at optimal times (times outside of charge-adverse time periods).

On the other hand, if charging of the battery is enabled at the first charge rate during the charge-adverse time period as inact508, then charging is enabled at the first charge rate as inact612, the battery can be charged during the charge-adverse time period to strive to maintain a minimum charge level of the battery, and charging of the battery can be completed (if needed) after the charge-adverse time period ends.

Generally, during any of the methods discussed herein, the control unit can be operable to monitor charge level of a battery continuously, periodically, or at regular intervals. In

methods

500 and600, act506 can be performed continuously, or at regular intervals (e.g. once per minute, five minutes, ten minutes, or any other appropriate interval) during a charge-adverse time period. If the determination ofact506 changes during a charge-adverse time period, this can change whetheract508 or act510 is performed. For example, charging of a battery can be restricted starting at some point during a charge-adverse time period other than the beginning of the charge-adverse time period if the minimum charge threshold Min_T is met part-way through the charge-adverse time period. This is discussed in detail with reference toFIG.9.

FIG.7 is a flowchart diagram which illustrates an exemplary method700 of controlling or influencing charging of any of the batteries described herein. Method700 as illustrated includes

acts

502,504,506,508, and510 similarly tomethod500, and method700 also includes

acts

712 and714. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. Similar toFIG.5, the discussion ofFIG.7 is applicable to any ofvehicle100,charge station110,remote device320, orintermediate device430 as discussed with reference to any ofFIGS.1,2,3, and4. The description is also applicable to any appropriate battery charging setup or system. Any such vehicles, charge stations, devices, setups, or systems could include at least one processor and at least one non-transitory processor-readable storage medium, the at least one non-transitory processor-readable storage medium having instructions stored thereon, wherein the instructions when executed by the at least one processor cause the vehicle, charge station, device, setup, or system to perform the method700.

Method700 inFIG.7 is similar tomethod500 inFIG.5, and discussion ofmethod500 is applicable to method700 unless context dictates otherwise. Further, method700 could also be combined withmethod600 as appropriate for a given application. One difference between method700 inFIG.7 andmethod500 inFIG.5 is that method700 includes

additional acts

712 and714.

Inact712, an override input is received from a user. In response to the override input, inact714, charging of the battery is enabled at the first charge rate during the charge-adverse time period, even though inact506 the charge level of the battery was determined to be above the minimum charge threshold Min_T.

Acts

712 and714 enable a user to force charging of the vehicle battery even if charging conditions are adverse. For example, a user may have a road-trip planned, for which they need a full battery charge. They may provide an override input in order to force charging of the vehicle battery during a charge-adverse time period to ensure that the vehicle battery has sufficient charge prior to the road trip. This concept is discussed in more detail later with reference toFIGS.10 and11. Such an override input could be provided by a user via an interface of avehicle100, chargingstation110,remote device320, orintermediate device430.

FIGS.8,9,10,11,12, and13 are charge plots which illustrate several exemplary charging scenarios for a vehicle battery, with reference to a charge-adverse time period. As discussed later,FIGS.8,9,10,11,12, and13 are also applicable to charge-restriction events. Though only a single charge-adverse time period (or charge-restriction event) is illustrated, the concepts discussed regardingFIGS.8,9,10,11,12, and13 are applicable to any number of charge-adverse time periods (or charge-restriction events). Each ofFIGS.8,9,10,11,12, and13 show a charge level of a vehicle battery over time (as a black line tracing through each plot). Each ofFIGS.8,9,10,11,12, and13 include the following labels, which refer to concepts discussed above:

Min_T represents a minimum charge threshold of the battery.
Min_D represents a minimum charge degradation threshold of the battery.
Max_A represents an absolute maximum energy storage capacity (total energy capacity) of a battery.
Max_D represents a usable maximum energy capacity of the battery set to prevent premature degradation as discussed above.

In the context of charge-adverse time periods, T_S represents a start of a charge-adverse time period, and T_E represents an end of the charge-adverse time period. In the context of charge-restriction events as discussed later, T_S represents a start of a charge-restriction event, and T_E represents an end of the charge-restriction event.

In some implementations, Min_T equals Min_D; that is, the minimum charge threshold can be set as the minimum charge degradation threshold. In other implementations, a minimum charge degradation threshold Min_D may not be set. In some implementations, Max_D may not be set, such that the battery will charge all the way to Max_A.

FIG.8 illustrates an example where a vehicle battery is connected to a power source (e.g. charge station) prior to T_S. Prior to T_S, charging of the vehicle battery is enabled at a first rate (e.g. an unrestricted rate, such that the battery can charge as fast as possible without damaging the vehicle, the battery, or the charge station), as indicated by the sloped solid line increasing prior to T_S. At T_S, the charge level of the battery is determined to be above the minimum charge threshold Min_T in accordance withact506 in

method

500,600, or700 (or act1706 discussed later with reference toFIGS.17,18, and19). Consequently, charging of the battery is restricted to a second charge rate less than the first charge rate in accordance withact510 in

methods

500,600, and700 (or act1710 discussed later with reference toFIGS.17,18, and19). In the example ofFIG.8, the second charge rate is zero, i.e. charging is disabled. The charge level of the battery stays above the minimum charge threshold Min_T until T_E (i.e. for the duration of the charge-adverse time period or charge-restriction event). At T_E, charging of the battery is enabled at the first charge rate (in accordance withact612 inmethod600, or act1712 discussed later with reference toFIG.17), as shown inFIG.8 by the sloped line indicating increasing charge of the battery after T_E. Once the charge level of the battery reaches the maximum threshold to prevent premature degradation Max_D, charging of the battery stops. In case where Max_D is not set, charging can continue to Max_A.

In the example ofFIG.8, unnecessary charging of the battery under adverse charging conditions or during a charge-restriction event is avoided.

FIG.9 illustrates an example where a vehicle battery is connected to a power source (e.g. charge station) prior to T_S. Prior to the start of the charge-adverse time period T_S, charging of the vehicle battery is enabled at a first rate (e.g. an unrestricted rate, such that the battery can charge as fast as possible without damaging the vehicle, the battery, or the charge station), as indicated by the sloped solid line increasing prior to T_S. At T_S, the charge level of the battery is determined to be below the minimum charge threshold Min_T in accordance withact506 in

method

500,600, or700 (or act1706 discussed later with reference toFIGS.17,18, and19). Consequently, charging of the battery is enabled at the first charge rate during the charge-adverse time period (or charge-restriction event), as indicated by the sloped solid line increasing after T_S, in accordance withact508 in

methods

500,600, and700 (or act1708 discussed later with reference toFIGS.17,18, and19).

Act506 (or act1706 discussed later with reference toFIGS.17,18,19) is performed continuously or at regular intervals during the charge-adverse time period (or charge-restriction event), such that once the charge level of the battery reaches the minimum charge threshold Min_T (highlighted by point902), charging of the battery is restricted to a second charge rate less than the first charge rate in accordance withact510 in

methods

500,600, and700 (or act1710 discussed later with reference toFIGS.17,18, and19). In the example ofFIG.9, the second charge rate is zero, i.e. charging is disabled, as shown by the flat sold line during the charge-adverse time period. The charge level of the battery stays at or above the minimum charge threshold Min_T until T_E (i.e. for the duration of the charge-adverse time period or the charge-restriction event). At T_E, charging of the battery is enabled at the first charge rate (in accordance withact612 inmethod600 oract1714 as discussed later with reference toFIG.17), as shown inFIG.9 by the sloped solid line indicating increasing charge of the battery after T_E. Once the charge level of the battery reaches the maximum threshold to prevent premature degradation Max_D, charging of the battery stops. In cases where Max_D is not set, charging can continue to Max_A.

In the example ofFIG.9, a minimum charge in the vehicle battery can be reached to enable a certain degree of vehicle usability. Subsequent unnecessary charging of the battery under adverse charging conditions or during a charge-restriction event is prevented.

FIG.10 illustrates an example where a vehicle battery is connected to a power source (e.g. charge station) prior to T_S. Prior to T_S, charging of the vehicle battery is enabled at a first rate (e.g. an unrestricted rate, such that the battery can charge as fast as possible without damaging the vehicle, the battery, or the charge station), as indicated by the sloped solid line increasing prior to T_S. At T_S, the charge level of the battery is determined to be above the minimum charge threshold Min_T in accordance withact506 in

method

methods

500,600, and700 (or act1710 discussed later with reference toFIGS.17,18, and19). In the example ofFIG.10, the second charge rate is zero, i.e. charging is disabled.

Atpoint1002, an override input is received from a user as inact712 of method700 (or act1814 discussed later with reference toFIG.18). In response to the override input, charging is enabled at the first rate during the charge-adverse time period in accordance withact714 of method700 (or during the charge-restriction event in accordance withact1816 discussed later with reference toFIG.18), as shown inFIG.10 by the sloped solid line indicating increasing charge of the battery after T_S and before T_E. Once the charge level of the battery reaches the maximum threshold to prevent premature degradation Max_D, charging of the battery stops. In cases where Max_D is not set, charging can continue to Max_A.

In the example ofFIG.10, a user can override charging controls, to charge the vehicle battery during a charge-adverse time period or charge-restriction event, for situations where it is desirable to promptly charge the vehicle above the minimum charge threshold Min_T.

FIG.11 illustrates a plot which is similar to the plot illustrated inFIG.10. Unless context dictates otherwise, the description ofFIG.10 is applicable toFIG.11. One difference betweenFIG.11 andFIG.10 is that inFIG.11, the override input is received atpoint1102 before T_S (instead of after as inFIG.10). As a result, charging of the vehicle battery is not restricted to the second rate in the example ofFIG.11. That is, the user pre-empts the charging controls which would have restricted charging of the battery, prior to such restriction taking place. Such an implementation provides a user with greater flexibility and control over charging (e.g., they can provide the override input at a time convenient to them, without having to wait for the charge-adverse time period or charge-restriction event to start).

FIG.12 illustrates an example where a vehicle battery is connected to a power source (e.g. charge station) after T_S (shown as point1202). Atpoint1202, the charge level of the battery is determined to be above the minimum charge threshold Min_T in accordance withact506 in

method

500,600, or700 (or act1706 as discussed later with reference toFIGS.17,18, and19). Consequently, charging of the battery is restricted to a second charge rate less than the first charge rate in accordance withact510 in

methods

500,600, and700 (or act1710 as discussed later with reference toFIGS.17,18, and19). In the example ofFIG.12, the second charge rate is zero, i.e. charging is disabled. The charge level of the battery stays above the minimum charge threshold Min_T until T_E (i.e. for the duration of the charge-adverse time period or the charge-restriction event). At T_E, charging of the battery is enabled at the first charge rate (in accordance withact612 inmethod600 oract1714 discussed later with reference toFIG.17), as shown inFIG.12 by the sloped line indicating increasing charge of the battery after T_E. Once the charge level of the battery reaches the maximum threshold to prevent premature degradation Max_D, charging of the battery stops. In case where Max_D is not set, charging can continue to Max_A.

FIG.12 illustrates that charging does not need to occur at the first charge rate in order to be restricted to the second charge rate. Rather, charging can be restricted to the second charge rate upon connecting the vehicle battery to a power source.

FIG.13 illustrates a plot which is similar to the plot illustrated inFIG.8. Unless context dictates otherwise, the description ofFIG.8 is applicable toFIG.13. One difference betweenFIG.13 andFIG.8 is that inFIG.13, the second charge rate is non-zero. That is, inFIG.13, the vehicle battery is still charged during the charge-adverse time period (or charge-restriction event), but at a slower rate such that less energy is consumed. In any of the implementations discussed herein, the second charge rate can be non-zero.

FIGS.14 and15 illustrate exemplary user interfaces by which a user can input an indication of at least one minimum charge threshold Min_T and/or an indication of at least one charge-adverse time period. The interfaces ofFIGS.14 and15 could be presented via any appropriate device, includingvehicle100,charge station110,remote device320, orintermediate device430. For example, the user interfaces could be presented by screens built into said devices, with corresponding means for receiving user input (e.g. touchscreens, display screens and button interfaces, etc.).

Charging patterns for different adversity levels to charging (how adverse a particular period is to charging) can optionally be controlled independently to improve flexibility for users. The example ofFIG.14 illustrates setting separate minimum charge thresholds for “High-Adverse Periods” and “Medium-Adverse Periods”. Although not illustrated, a “Non-Adverse Period” or similar could also be included, for which a minimum charge threshold may not need be set, or could be set as the maximum usable energy storage capacity of the battery (e.g. there is no need to restrict charging during the Non-Adverse Period). In the above example for Toronto, “On-Peak” has the highest cost of energy, and thus could be classified as a “High Adverse Period”. “Off-Peak” has a cost of energy which is the lowest possible, and thus could be classified as a “Non-Adverse Period”. “Mid-Peak” has a cost of energy which is between On-Peak and Off-Peak, and thus could be classified as a “Medium-Adverse Period”.

In the example ofFIG.14, minimum charge threshold for High-Adverse Periods is set at 30%. This will provide a vehicle battery with enough energy for short trips (e.g. for emergency or basic convenience), but will prevent charging the vehicle battery unnecessarily during a period which is highly adverse to charging. Also in the example, minimum charge threshold for Medium-Adverse Periods is set at 50%. This will provide a vehicle battery with a balanced amount of energy, while avoiding some extra expense for charging during periods which are non-ideal for charging. Setting minimum charge threshold for Charge-Restriction Events is discussed later with reference toFIG.22.

FIG.15 illustrates an exemplary user interface by which a user can provide an indication of charge-adverse time periods, and optionally provide an indication of minimum charge thresholds. Each row in the interface ofFIG.15 represents a specified time period or schedule of time periods. Each column in the interface ofFIG.15 represents a specific aspect of time periods. In the example,column1501 represents labels or names of time periods. As examples, these labels or names can be manually input by a user, selected by a user from a list, pre-defined, or any other appropriate format. In the example,column1502 represents a day or days in which a given time period occurs. As examples, this day or these days could be days of the week, specific dates, holidays or non-holidays, or any other appropriate way of delineating days. In the example,column1503 illustrates a time of day in which a given time period occurs. As examples, times of day could be manually input by a user, selected from a list of options, or any other appropriate means. In the example,column1504 illustrates an adversity classification of a given time period. As examples, these classifications could be manually defined by the user, selected from a list, or any other appropriate means of generating classifications. In the example,column1505 represents a minimum charge threshold set for the time period. As an example, minimum charge thresholds could be set by a user similarly to as described with reference toFIG.14.

Columns

1504 and1505 are optional alternatives that could be used together, but may be implemented separately (i.e. a given implementation may have only one ofcolumn1504 or column1505).

The example illustrated inFIG.15 corresponds to the time-of-use energy pricing example in Toronto as discussed above. The user can input as many rows represented schedules of time periods as needed.

Inrow1511, a time period labelled “On-Peak” is input, which occurs on weekdays (Monday to Friday; may or may not include holidays as appropriate for a given situation) from 11 AM to 5 PM. As discussed in the above example of Toronto, during this time period energy is at its most expensive, and so charge adversity is set to High. The minimum charge threshold could be set as discussed with reference toFIG.14, and subsequently the minimum charge threshold for the time period specified byrow1511 could be retrieved as needed based on the minimum charge threshold set for time periods of the “High” charge-adversity classification. Alternatively, a minimum charge threshold for the schedule of time periods specified byrow1511 can be specified directly incolumn1505, in thiscase 25%.

Inrow1512, a time period labelled “Mid-Peak” is input, which occurs on weekdays (Monday to Friday; may or may not include holidays as appropriate for a given situation) from 7 AM to 11 AM and 5 PM to 7 PM. In the illustrated example,row1512 includes two schedule time ranges in column1503 (7 AM to 11 AM, and 5 PM to 7 PM); in alternative implementations, two separate rows can be input, with each row specifying one time range. As discussed in the above example of Toronto, during these time periods energy is more expensive than off-peak times, but less expensive that on-peak times, and so charge adversity is set to Medium. The minimum charge threshold could be set as discussed with reference toFIG.14, and subsequently the minimum charge threshold for the time periods specified byrow1512 could be retrieved as needed based on the minimum charge threshold set for time periods of the “Medium” charge-adversity classification. Alternatively, a minimum charge threshold for the schedule of time periods specified byrow1512 can be specified directly incolumn1505, in thiscase 40%.

In

rows

1513 and1514, time periods labelled “Off-Peak” are input, which occur on weekdays (Monday to Friday; may or may not include holidays as appropriate for a given situation) from 7 PM to 7 AM, and all day on weekends. In the illustrated example,

rows

1513 and1514 each include one scheduled time range; in alternative implementations, two separate time ranges could be input in a single row, as in the example ofrow1512. As discussed in the above example of Toronto, during these time periods energy is at its lowest cost, and so charge adversity is set to None (or Low). The minimum charge threshold could be set and subsequently the minimum charge threshold for the time periods specified by

rows

1513 and1514 could be retrieved as needed based on the minimum charge threshold set for time periods of the “None” charge-adversity classification. As an alternative, as discussed with reference toFIG.14 above, no minimum charge threshold could be set, or no minimum charge threshold could be needed/used for time periods of the “None” charge-adversity classification; in such time periods, the vehicle battery is charged to its maximum usable energy capacity since there is no or little adversity to charging (relative to other time periods). As another alternative, a minimum charge threshold for the schedule of time periods specified by

rows

1513 and1514 can be specified directly incolumn1505, in thiscase 100%.

Inoptional row1515, no time period is shown as being input. Instead, an “Add New” control for adding a new time period is illustrated incolumn1501, which a user can use to input time periods, if desired. One example form of control for adding new time periods is illustrated (an “Add New” button), but in practice any appropriate form of control for adding time periods (positioned in any appropriate manner) could be used. In the illustrated example, each of the time periods in

rows

1511,1512,1513, and1514 could have been adding by clicking the “Add New” control, and filling in the details in

columns

1501,1502,1503,1504, and1505 for the respective row.

In view of setting different minimum charge thresholds for different levels of charge-adversity as inFIGS.14 and15,act506 in

methods

500,600, and700 can involve determining if the charge level of the battery is above a minimum charge threshold as set for an adversity level for a charge-adverse time period.

In the example illustrated inFIG.16,vehicle100a corresponds tovehicle100 as discussed with reference toFIG.1, and discussion of components inFIG.1 is applicable to similarly named components inFIG.16.Vehicle100a includes abattery102a, which receives power from acharge station110a.Charge station110a includes the “control unit” for this example charging system, in thatcharge station110a includes at least oneprocessor116 and at least one non-transitory processorreadable storage medium118, which control provision of power fromcharge station110a tobattery102a ofvehicle100a. Though not illustrated to avoid clutter,charge station110a also includes a communication interface (such as a wireless transmitter, wireless receiver, wireless transceiver, or wired input and output ports or lines) by whichcharge station110a communicates withdistribution control device1640.

In the example illustrated inFIG.16,vehicle100b corresponds tovehicle100 as discussed with reference toFIG.2, and discussion of components inFIG.2 is applicable to similarly named components inFIG.16.Vehicle100b includes abattery102b, which receives power from acharge station110b.Vehicle100b includes the “control unit” for this example charging system, in thatvehicle100b includes at least oneprocessor206 and at least one non-transitory processorreadable storage medium208, which control acquisition of power fromcharge station110b tobattery102b ofvehicle100b. Though not illustrated to avoid clutter,vehicle100b orcharge station110b also include a communication interface (such as a wireless transmitter, wireless receiver, wireless transceiver, or wired input and output ports or lines) by whichvehicle100b communicates with distribution control device1640 (directly fromvehicle100b or indirectly viacharge station110b).

In the example illustrated inFIG.16,vehicle100c corresponds tovehicle100 as discussed with reference toFIG.3, and discussion of components inFIG.3 is applicable to similarly named components inFIG.16.Vehicle100c includes abattery102c, which receives power from acharge station110c.Remote device320 includes the “control unit” for this example charging system, in thatremote device320 includes at least oneprocessor326 and at least one non-transitory processorreadable storage medium328, which control provision of power fromcharge station110c tobattery102c ofvehicle100c (e.g. by providing control instructions tocharge station110c orvehicle100c). Though not illustrated to avoid clutter,remote device320 includes a communication interface (such as a wireless transmitter, wireless receiver, wireless transceiver, or wired input and output ports or lines) by whichremote device320 communicates withdistribution control device1640. In the context ofFIG.16,remote device320 is called “remote” in that it is remote fromvehicle100c andcharge station110c, as inFIG.3.

In the example illustrated inFIG.16,vehicle100d corresponds tovehicle100 as discussed with reference toFIG.4, and discussion of components inFIG.4 is applicable to similarly named components inFIG.16.Vehicle100d includes abattery102d, which receives power from acharge station110d.Intermediate device430 includes the “control unit” for this example charging system, in thatintermediate device430 includes at least oneprocessor436 and at least one non-transitory processorreadable storage medium438, which control flow of power fromcharge station110d tobattery102d ofvehicle100d (e.g. by controlling power which is provided bycharge station110d). Though not illustrated to avoid clutter,intermediate device430 includes a communication interface (such as a wireless transmitter, wireless receiver, wireless transceiver, or wired input and output ports or lines) by whichintermediate device430 communicates withdistribution control device1640. In the context ofFIG.16,intermediate device430 is called “intermediate” in that it is intermediate tovehicle100d andcharge station110d, as inFIG.4.

Each of the control units discussed with reference toFIG.16 are shown as communicating directly withdistribution control device1640, but this is not necessarily the case. For example, each of the control units can communicate withdistribution control device1640 indirectly through the internet or other network, where communication signals pass through one or more intermediary servers or connection devices.

Unless context requires otherwise, generally acts of information processing which are performed bydistribution control device1640 can be performed by the at least oneprocessor1642.

At leastFIGS.17,18,19,20,21,22,23, and24 discuss acts and methods which can be performed by the components illustrated inFIG.16, to control distribution of power.

FIG.17 is a flowchart diagram which illustrates anexemplary method1700 performed by a control unit corresponding to a vehicle.Method1700 as illustrated includes

acts

1702,1704,1706,1708,1710,1712, and1714. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, any of the at least one non-transitory processor-

readable storage mediums

118,208,328, or438 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective vehicle, charge station, device, setup, or system to perform themethod1700.

Inact1702, an indication of a minimum charge threshold Min_T for a battery is received. In some cases, this minimum charge threshold could be a minimum charge degradation threshold Min_D as discussed above. An indication of a minimum charge threshold Min_T for a battery can be received similarly to as discussed above with reference to act502 inmethod500 illustrated inFIG.5. The above discussion ofact502 inFIG.5 also applies to act1702 inFIG.17.

Inact1704, an indication of a charge-restriction event is received. Throughout this disclosure, the term “charge-restriction event” refers to an event (period of time) where a supplier of power (e.g. utility company or government entity) can solicit or control restrictions on charging of vehicle batteries to limit power usage during the charge-restriction event. This alleviates strain or burden on power distribution networks and infrastructure. A charge-restriction event can alternatively be called a “demand-response event” (DRE). Charge-restriction events can be scheduled, based on expected periods of high power usage, or can be initiated as needed (such as an emergency event where power usage needs to be promptly decreased).

Inacts1702 andact1704, “receiving an indication of a minimum charge threshold for a battery” and “receiving an indication of a charge-restriction event” do not necessarily require the respective indication to come directly from a vehicle user or from an external source immediately prior to act1706 (discussed below). For example, at least one respective indication can be stored in a non-transitory processor-readable storage medium ofvehicle100b,charge station110a,remote device320, orintermediate device430 in advance (e.g. an indication of minimum charge threshold can be input or downloaded during system setup, or indications can be downloaded and stored at regular update intervals). When it comes time to make decisions as inact1706 discussed below, the at least one respective indication can be retrieved from said non-transitory processor-readable storage medium.

As mentioned above,vehicle100b,charge station110a,remote device320, orintermediate device430 can include a respective communication interface, by which the indication of a charge-restriction event can be received. For example, any ofvehicle100b,charge station110a,remote device320, orintermediate device430 could include communication hardware to communicate with thedistribution control device1640, to receive an indication of a charge-restriction event. Such communication can occur example over the internet, a local network, or by direct communication.

Inact1706, a determination is made as to whether a charge level of the vehicle battery is above the minimum charge threshold Min_T before an end of the charge-restriction event. In some implementations, this can include determining whether a charge level of the vehicle battery is above the minimum charge threshold Min_T before a beginning of the charge-restriction event, as discussed in detail with reference toFIG.19 below. In other implementations, this can include determining whether a charge level of the vehicle battery is above the minimum charge threshold Min_T during the charge-restriction event, as discussed in detail with reference toFIG.19 below. If the charge level of the vehicle battery is NOT above the minimum charge threshold Min_T before an end of the charge-restriction event,method1700 proceeds to act1708. If the charge level of the vehicle battery IS above the minimum charge threshold Min_T before an end of the charge-restriction event,method1700 proceeds to act1710.

Inact1708, charging of the battery is enabled at a first charge rate during the charge-restriction event. The first charge rate could be, for example, an unrestricted charge rate (e.g. the maximum rate at which the vehicle battery can be charged without damage to the battery, or a maximum rate at which power can be provided by a charge station which provides power to the battery).

Inact1710, charging of the battery is restricted to a second charge rate less than the first charge rate during the charge-restriction event. The second charge rate could be zero, for example (i.e., charging is disabled), as discussed with reference toFIGS.8,9,10 and12. The second charge rate could alternatively be greater than zero, but less than the first charge rate, as discussed with reference toFIG.13.

Acts

1708 and1710 can be performed by different hardware depending on the nature of the system in whichmethod1700 is implemented. With reference to the charging system ofvehicle100a inFIG.16, the at least oneprocessor116 incharge station110a can act as a control unit, which enables charging (as in act1708) or restricts charging (as in act1710), by controlling quantity of power provided bycharge station110a tovehicle100a. With reference to the charging system ofvehicle100b inFIG.16, the at least oneprocessor206 invehicle100b can act as a control unit, which enables charging (as in act1708) or restricts charging (as in act1710), by controlling quantity of power whichvehicle100b accepts fromcharge station110a. With reference to the charging system ofvehicle100c inFIG.16, the at least oneprocessor326 inremote device320 can act as a control unit, which enables charging (as in act1708) or restricts charging (as in act1710), by instructing the at least oneprocessor116 incharge station110c to enable charging or restrict charging by controlling provision of power fromcharge station110c, or by instructing the at least oneprocessor206 invehicle100c to enable charging or restrict charging by controlling power accepted fromcharge station110c. With reference to the charging system ofvehicle100d inFIG.16, the at least oneprocessor436 inintermediate device430 can act as a control unit, which enables charging (as in act1708) or restricts charging (as in act1710), by controlling quantity of power which flows throughintermediate device430 fromcharge station110d tovehicle100d.

Inact1712, an indication of whether charging of the battery is enabled at the first charge rate or restricted to the second charge rate for the charge-restriction event is transmitted, for example by a communication interface of any of

vehicles

100a,100b,100c, or100d;

charge stations

110a,110b,110c, or110d;remote device320; orintermediate device430. The indication of whether charging of the battery is enabled at the first charge rate or restricted to the second charge rate is transmitted to distribution control device1640 (directly or indirectly), for allocation of rewards as discussed in detail with reference toFIGS.20 and21 below. Further, the indication of whether charging of the battery is enabled at the first charge rate or restricted to the second charge rate can be transmitted at any appropriate time, including prior to a beginning of the charge-restriction event, during the charge-restriction event, or after an end of the charge-restriction event. Allocation of rewards can be performed after the charge-restriction event, so the indication of whether charging of the battery is enabled at the first charge rate or restricted to the second charge rate does not need to be transmitted in real time.

Inact1714, charging of the battery is enabled at the first charge rate after the charge-restriction event. That is, outside of the charge-restriction event, charge rate of the vehicle battery is not restricted.

Method

1700 provides a means for determining and communication whether a vehicle participates in a charge-restriction event, which can be used to inform or audit allocation of rewards based on participation in charge-restriction events.FIGS.8,9,10,11,12, and13 discussed above show exemplary charging scenarios which can play out in the context ofmethod1700.

FIG.18 is a flowchart diagram which illustrates anexemplary method1800 performed by a control unit corresponding to a vehicle.Method1800 as illustrated includes

acts

1702,1704,1706,1708, and1710 similarly tomethod1700, andmethod1800 also includes

acts

1812,1814, and1816. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, any of the at least one non-transitory processor-

readable storage mediums

118,208,328, or438 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective vehicle, charge station, device, setup, or system to perform themethod1800.

Acts

1702,1704,1706,1708, and1710 inmethod1800 are similar to as inmethod1700; description of these acts with reference toFIG.17 is also applicable tomethod1800 inFIG.18.

Inact1812, an override input is received from a user (e.g. via a user interface or peripheral device). In response to the override input, inact1814, charging of the battery is enabled at the first charge rate during the charge-restriction event, even though inact1706 the charge level of the battery was determined to be above the minimum charge threshold Min_T.

Acts

1812 and1814 enable a user to force charging of the vehicle battery even during a charge-restriction event. For example, a user may have a road-trip planned, for which they need a full battery charge. They may provide an override input in order to force charging of the vehicle battery during a charge-restriction event to ensure that the vehicle battery has sufficient charge prior to the road trip. This concept is discussed in more detail with reference toFIGS.10 and11.

FIGS.10 and11 discussed above show exemplary charging scenarios which can play out in the context ofmethod1800.

FIG.19 is a flowchart diagram which illustrates anexemplary method1900 performed by a control unit corresponding to a vehicle.Method1900 as illustrated includes

acts

1702,1704,1708, and1710 similarly tomethod1700, andmethod1900 also includes

acts

1906,1912,1914,1916,1918, and1920. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, any of the at least one non-transitory processor-

readable storage mediums

118,208,328, or438 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective vehicle, charge station, device, setup, or system to perform themethod1900.

Acts

1702,1704,1708, and1710 inmethod1900 are similar to as inmethod1700; description of these acts with reference toFIG.17 are also applicable tomethod1900 inFIG.19.

Act

1906 inmethod1900 is similar to act1706 inmethod1700, and description ofact1706 is applicable to act1906 unless context dictates otherwise. One difference betweenact1906 andact1706 is that in act1906 a charge level of the battery above the minimum charge threshold is determined before a beginning of the charge-restriction event (instead of before an end of the charge-restriction event). This is becausemethod1900 includesact1914 which pertains to making a determination of whether the charge level is above the minimum charge threshold during the charge-restriction event as discussed in detailed below.

Inact1912, charge level of the battery is monitored during charging of the battery by a control unit corresponding to the battery. Inact1914, a determination is made as to whether the charge level of the battery goes above the minimum charge threshold during the charge-restriction event. If the charge level of the battery does not go above the minimum charge threshold during the charge-restriction event,method1900 proceeds to act1916, where charging of the battery is enabled at the first charge rate throughout the charge-restriction event. If the charge level of the battery goes above the minimum charge threshold during the charge-restriction event,method1900 proceeds to act1918, where charging of the battery is restricted to the second charge rate until an end of the charge-restriction event. That is, partway through the charge-restriction event, charging of the battery can be restricted to the second charge rate once the minimum charge threshold is met.

Acts

1912 and1914 can be performed continuously, repeatedly, or periodically (e.g. a regular intervals) during the charge-restriction event, so that charge rate can be restricted to the second charge rate shortly after the minimum charge threshold is met.

FIG.9 discussed above shows an exemplary charging scenario which can play out in the context ofmethod1900.

In some implementations, restricting charging to the second charge rate, as in

acts

1710 and1918 discussed with reference toFIGS.17,18, and19 above, entails restricting charging to a charge rate of zero (i.e. disabling charging) as shown in the examples ofFIGS.8,9,10, and12 discussed above. In other implementations, restricting charging to the second charge rate, as in

acts

1710 and1918 discussed with reference toFIGS.17,18, and19 above, entails restricting charging to a charge rate greater than zero but less than the first charge rate, as shown in the examples ofFIG.13 discussed above.

FIG.20 is a flowchart diagram which illustrates anexemplary method2000 performed bydistribution control device1640.Method2000 as illustrated includes

acts

2002,2004, and2006. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, the at least one non-transitory processor-readable storage medium1644 could have instructions stored thereon, which when executed by the at least oneprocessor1642 cause thedistribution control device1640 to perform themethod2000.

Inact2002, an indication of a charge-restriction event is transmitted to a plurality of control units which control charging of batteries of respective vehicle (in the example ofFIG.16,charge station110a,vehicle100b,remote device320, andintermediate device430 comprise such control units). As mentioned above, the term “charge-restriction event” refers to an event (period of time) where a supplier of power (e.g. utility company or government entity) can solicit or control restrictions on charging of vehicle batteries to limit power usage during the charge-restriction event. This alleviates strain or burden on power distribution networks and infrastructure. A charge-restriction event can alternatively be called a “demand-response event” (DRE). Charge-restriction events can be scheduled, based on expected periods of high power usage, or can be initiated as needed (such as an emergency event where power usage needs to be promptly decreased).

An indication of a charge-restriction event can be transmitted by any appropriate means. For example, as described above, an electricity provider may provide a schedule of charge-restriction events, or a notification service which indicates upcoming charge-restriction events, which can be accessed by at least one processor of any ofvehicle100b,charge station110a,remote device320, orintermediate device430. As yet another example, a provider of charge-management software or hardware for any ofvehicle100b,charge station110a,remote device320, orintermediate device430 could provide (transmit) such a schedule or notifications of charge-restriction events (e.g. an electricity provider could notify the provider of charge-management software or hardware of upcoming charge-restriction events, and the provider of charge-management software or hardware can provide an indication (or indications) of a charge-restriction event (or charge restriction events)). Said schedule or notifications of charge-restriction events can also be transmitted directly to any ofvehicle100b,charge station110a,remote device320, or intermediate device430 (e.g. like push notifications). An indication of a charge restriction event can be distributed (e.g. sent to control units corresponding to vehicles; made accessible to control units, etc.) bydistribution control device1640.

Inact2004, thedistribution control device1640 receives, from each control unit of a set of control units of the plurality of control units, a respective indication of participation in the charge-restriction event by a respective vehicle, wherein indication of participation in the charge-restriction event is indicative of a charge rate of a battery of the respective vehicle being restricted from a first charge rate outside of the charge restriction event to a second charge rate less than the first charge rate during the charge-restriction event. Such an indication can be transmitted from a control unit as inact1714 inmethod1700 as discussed with reference toFIG.17 above. That is, in accordance withmethod1700 inFIG.17, a control unit of a vehicle can determine whether a vehicle participates in a charge-restriction event based on a minimum charge threshold for a battery of the vehicle, and transmit an indication of participation todistribution control device1640. Receiving an indication from each control unit of a set of control units of the plurality of control units refers to receiving respective indications from vehicles which participated in the charge-restriction event (the set of vehicles, which is not required to be the entire plurality of vehicles), but does not require that other vehicles provide an indication of non-participation in the event (although such indications of non-participation could be received in an optional implementation).

Inact2006, thedistribution control device1640 allocates a respective reward for a respective recipient for each vehicle (e.g. a respective owner for each vehicle) for which an indication of participation in the charge-restriction event was received, each reward based on a quantity of energy which is saved during the charge-restriction event by the respective vehicle restricting charge rate to the second charge rate instead of enabling charging of the battery at the first charge rate. Allocating a reward provides incentive for recipients (e.g. vehicle owners) to participate in charge-restriction events, thereby reducing power usage during charge-restriction events and saving the power distribution entity power capacity at crucial times. “Allocating a reward” can include, as non-limiting examples, providing any appropriate incentive or bonus to a recipient, such as: providing monetary funds (money), providing credit (reduction on a future bill), providing coupons, providing discounts, or providing extra services to a recipient associated with the vehicle which participated in the charge-restriction event.

FIG.21 is a flowchart diagram which illustrates anexemplary method2100 performed bydistribution control device1640.Method2100 as illustrated includes

acts

2002,2004, and2006, similarly tomethod2000, andmethod2100 also includes

acts

2108 and2110. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, the at least one non-transitory processor-readable storage medium1644 could have instructions stored thereon, which when executed by the at least oneprocessor1642 cause thedistribution control device1640 to perform themethod2100.

Acts

2002,2004, and2006 inmethod2100 are similar to as inmethod2000; description of these acts with reference toFIG.20 is also applicable tomethod2100 inFIG.21.

Inact2108,distribution control device1640 receives an indication of partial participation in the charge-restriction event by a respective vehicle. Partial participation refers to when charge rate of a battery of the respective vehicle is restricted to the second charge rate for only a portion of the charge-restriction event. As one example,method1800 inFIG.18 discussed above describes an example where a user can override restriction of charging to the second charge rate, such that the battery is charged at the first charge rate thereafter. In this example, the vehicle can be considered as having participated in the charge-restriction event until the charge rate was enabled at the first charge rate during the charge-restriction event. As another example,method1900 inFIG.19 discussed above describes an example where charging of the battery is restricted to the second charge rate partway through the charge-restriction event, in response to the charge level of the battery going above the minimum charge threshold. In both examples, charging of the vehicle battery was not restricted to the second charge rate for the entire charge-restriction event, and hence the vehicle has “partially” participated in the charge-restriction event.

The amount of rewards allocated to a recipient can be determined in any appropriate way. In some implementations, energy savings by the vehicle being restricted to the second charge rate for the charge-restriction event (compared to the vehicle charging at the first charge rate) can be calculated. For example, if the first charge rate is 7 kilowatts (kW), and the second charge rate is 0 kW, and the charge-restriction event is one hour long, than a vehicle (Vehicle A) which fully participates in the charge-restriction event will save 7 kWh (kilowatt-hours) of energy. In this example, if a vehicle (Vehicle B) participates in only 30 minutes (0.5 hours) of the charge-restriction event, only 3.5 kWh of energy will be saved, and thus an allocated reward may be a prorated reward (e.g. half the reward allocated to Vehicle A), a lesser reward, or no reward at all compared to Vehicle A which fully participates in the charge event. In other implementations, calculations can be simplified by allocating reward based on proportion of time a vehicle participates in a charge event. In the above example, thedistribution control device1640 can determine that Vehicle A participated fully in the charge-restriction event and is entitled to full rewards, whereas Vehicle B participated in only half of the charge-restriction event, and is thus only entitled to half the rewards compared to Vehicle A. In yet other implementations, rewards can be allocated based on saved capacity for a given time. In the above example, Vehicle A saves 7 kW of capacity for the entire event, whereas Vehicle B saves 7 kW of capacity for 30 minutes of the event. This can result in partial rewards not being exactly equivalent to partial rewards calculated based on total energy saved over the course of the event. For example, different time segments of the charge-restriction event may have different “reward values”; that is, power capacity saved during one portion of the event may receive higher rewards than power capacity saved during another time portion of the event. Rewards could be higher during a “peak” portion of the event where power capacity savings are most valuable.

In some implementations, allocation of rewards may be based on actual energy saved. For example, a vehicle may be fully charged prior to a charge-restriction event, such that restricting charging of the vehicle to the second charge rate does not save any actual energy (since the vehicle would not charge at the first charge rate anyway). As such, thedistribution control device1640 may not receive an indication of actual restriction of charge rate to the second charge rate (since charge rate was effectively zero anyway), and thus no rewards may be allocated for participation in the charge-restriction event. This model saves a rewards provider or power distributor expense for cases where no actual energy is saved. However, such an arrangement may frustrate reward recipients (e.g. vehicle owners/users) who’s charging schedules don’t necessarily align with common charge-restriction events, as they will receive less rewards. This may prevent potential recipients from signing up or staying signed up with a rewards program.

In other implementations, allocation of rewards may be based on a calculated “possible” energy saved, regardless of whether actual energy saved actually equals the calculated possible energy saved. For example, a vehicle may be fully charged prior to a charge-restriction event, such that restricting charging of the vehicle to the second charge rate does not save any actual energy (since the vehicle would not charge at the first charge rate anyway). Nonetheless, “possible” energy saved can be calculated by determining how much energy the vehicle would use if it charged at the first charge rate for the duration of the charge-restriction event, and subtracting an amount of energy the vehicle would use if it charged at the second charge rate for the duration of the charge-restriction event. By rewarding recipients (e.g. vehicle owners/users) based on possible energy saved, more recipients are incentivized to enter into rewards programs (even if their usual charging schedules don’t necessarily align with common charge-restriction events). However, expense on the reward program or power distribution company are higher because rewards are being allocated even when power isn’t actually being saved.

Whether allocation of rewards is based on actual energy saved or possible energy saved should be chosen as appropriate for a given application or scenario.

In addition to the acts in

methods

2000 and2100 discussed with reference toFIGS.20 and21, thedistribution control device1640 can also transmit (distribute) helpful information to recipients (e.g. vehicle owners/users). For example,distribution control device1640 can transmit or make available a schedule of upcoming charge-restriction events to be presented to recipients. As another example,distribution control device1640 can transmit or make available, to a control unit associated with a given vehicle, an indication of the given vehicle’s participation in past charge-restriction events.

FIG.22 illustrates an exemplary user interface by which a user can input an indication of at least one minimum charge threshold Min_T. The interface ofFIG.22 could be presented via any appropriate device, including any of

vehicles

100a,100b,100c, or100d; any of

charge stations

110a,110b,110c, or110d;remote device320,intermediate device430, or any peripheral device, as discussed for example with reference toFIG.16. For example, the user interface could be presented by screens built into said devices, with corresponding means for receiving user input (e.g. touchscreens, display screens and button interfaces, etc.), or the user interfaces could be presented by a peripheral device such as a smartphone or tablet in communication with said devices.

The user interface inFIG.22 also shows upcoming charge restriction events, so that the recipient may plan around such events. Further, although the interface inFIG.22 shows up and down controls for inputting minimum charge thresholds, any appropriate form of input could be used, such as sliders, dials, typing in a desired value, etcetera.

FIG.23 is a flowchart diagram which illustrates anexemplary method2300 performed bydistribution control device1640.Method2300 as illustrated includes

acts

2302,2304, and2306. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. With reference to the example illustrated inFIG.16, the at least one non-transitory processor-readable storage medium1644 could have instructions stored thereon, which when executed by the at least oneprocessor1642 cause thedistribution control device1640 to perform themethod2300.

Inact2302, a quantity of a plurality of vehicles expected to be connected to respective charge stations during a first time period is determined (e.g. by the at least one processor1642). That is, there is a plurality of vehicles, and of this plurality of vehicles, a quantity of vehicles expected to be connected to respective charge stations during a first time period is determined. The plurality of vehicles could include a number of vehicles such as any of

vehicles

100a,100b,100c,100d, or any other appropriate number or type of vehicles. The plurality of vehicles could for example be vehicles which normally connect to charge stations serviced by particular power distribution systems. As an example, the plurality of vehicles could be vehicles typically connected to charge stations within a neighborhood serviced by a common power transformer. As another example, the plurality of vehicles could be vehicles typically connected to charge stations within a region where power is supplied by a common power facility (i.e., a common source of power). It is desirable to determine a quantity of vehicles of the plurality of vehicles expected to be connected to respective charge stations (e.g. how much load is expected on the power supply system), to inform decision-making regarding implementation of charge-restriction events as discussed later.

Act

2302 can include determining a quantity of a plurality of vehicles which are presently connected to respective charge stations based on connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station. In the example ofFIG.16, connection data for each of

vehicles

100a,100b,100c, and100d can be sent todistribution control device1640. Such connection data can be sent by the respective vehicles themselves, by charge stations (e.g. charge station110a), by remote devices (e.g. remote device320), or by intermediate devices (e.g. intermediate device430). In some implementations, connection data includes an explicit indication of whether a given vehicle is connected to a respective charge station (e.g., any of

processor

116,206,326, or436 can processor sensor data, charge data, or similar data to determine whether a vehicle is connected to a respective charge station, and a result of the processing is sent to distribution control device1640). In other implementations, connection data includes context data of a given vehicle, from which an inference can be made as to whether the given vehicle is connected to a respective charge station. Detailed implementations for determining whether a given vehicle is connected to a respective charge station are discussed later with reference toFIGS.25,26,27,28,29,30,31,32,33, and34, and are fully applicable in the context ofmethod2300 illustrated inFIG.23. Determining whether a given vehicle is connected to a respective charge station as discussed with reference toFIGS.25,26,27,28,29,30,31,32,33, and34 can be performed by the at least oneprocessor1642.

In some implementations,act2302 can comprise the at least oneprocessor1642 determining whether each vehicle in the plurality of vehicles is presently connected to a respective charging station. In some examples, connection data may only be sent todistribution control device1640 for vehicles which are connected to a respective charging station. In such examples, thedistribution control device1640 can infer that vehicles for which connection data is not received are not presently connected to respective charging stations. In this example, “quantity of the plurality of vehicles expected to be connected to respective charge stations” refers to the expectation that vehicles which are presently connected to respective charge stations will stay connected until the first time period, and that additional vehicles will not connect to respective charge stations by the first time period. This expectation can be reasonably accurate, particularly when the first time period is soon, but can be improved upon for greater accuracy.

In other implementations,act2302 can comprise estimating the quantity of the plurality of vehicles which are expected to be connected based on historical connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station. For example, each vehicle of the plurality of vehicles can be associated with a respective schedule indicative of when the vehicle is typically connected to a respective charge station. Such a schedule can be learned and refined by a machine learning algorithm over time. In this example, “quantity of the plurality of vehicles expected to be connected to respective charge stations” refers to a quantity of the plurality of vehicles which are likely to be connected to respective charging stations based on respective schedules for the vehicles.

Advantageously, real-time connection data for each vehicle is not needed whenact2302 is performed based on historical data or schedules. Instead, connection data for each vehicle could be received bydistribution control device1640 when available or at regular intervals, to inform or refine a schedule for the respective vehicle.

Inact2304, a quantity of preventable power usage is determined (e.g. by the at least one processor1642), where the preventable power usage refers to power that can be saved (or at least usage of power can be deferred to a later time) by restricting charging of respective batteries of the quantity of the plurality of vehicles during the first time period, from a first charge rate outside of the first time period to a second charge rate less than the first charge rate during the first time period. This preventable power usage could be determined by summing a difference between power usage for each vehicle at the first charge rate and power usage for each vehicle at the second rate. Preventable power usage can also be used to determine preventable energy usage, by tabulating preventable power usage over the first time period.

Additionally, predicted preventable power usage can be determined accounting for vehicles which are connected to a respective charge station, but for which a charge-restriction event will not be effective at preventing power consumption. For example, some vehicle owners/users may choose not to participate in a charge-restriction event, such that charging of their vehicles is not restricted. As another example, some vehicles may already be fully charged by the beginning of the charge-restriction event, such that charge rate of such vehicles is already zero or near-zero during the charge-restriction event. Such examples can be accounted for in a number of ways. In one case, predicted preventable power usage can be reduced by a factor derived from historical data on charge-restriction effectiveness. In another case, charge level data for the plurality of vehicles could be communicated todistribution control device1640, such that vehicles with fully charged batteries will be excluded from predicted preventable power usage calculations. In yet another example, historical data of participation in charge-restrictions events (on an individual level or on an aggregate level) can be used to identify a likelihood of certain vehicles participating in charge-restriction events, so that vehicles which are unlikely to participate can be removed from predicted preventable power usage calculations.

Inact2306, a charge-restriction event is initiated during the first time period. Initiation of the charge-restriction event can be in response to an operator (user) input to initiate the charge-restriction event as discussed later with reference toFIG.24. Alternatively, initiation of the charge-restriction event can be automatic. For example, the at least oneprocessor1642 could determine that power usage for a particular service area (e.g. a transformer or power supply facility) is expected to exceed (or is already in excess of) a power output capacity for said service area. In response, the at least oneprocessor1642 can initiate a charge-restriction event to curb power usage to prevent power outages or damage. In this example, the actual power output capacity for the service area is used as a power distribution threshold for determining whether to initiate a charge-restriction event. In other examples, instead of using the actual power output capacity for a service area as a power distribution threshold, a power distribution threshold which is lower than the actual power output capacity for the service area can be implemented, where a charge-restriction event will be initiated if the expected (or actual) power usage is above the power distribution threshold, even if power usage is not expected to exceed (or is not already in excess of) the actual power output capacity for the service area. This provides extra flexibility in the event power usage increase further.

In some implementations, charge-restriction events can be mandatory. For example, with reference toFIG.16, an instruction can be sent to any of

vehicles

100a,100b,100c,100d,charge station110a,remote device320, orintermediate device430 to restrict charging of a battery of the vehicle to the second charge rate. This achieves close compliance with predicted power usage savings.

In other implementations, charge-restriction events can be optional. For example, with reference toFIG.16, an indication of a charge-restriction event can be sent to any of

vehicles

100a,100b,100c,100d,charge station110a,remote device320, orintermediate device430 to offer an option to restrict charging of a battery of the respective vehicle to the second charge rate. This provides vehicles owners/users with greater flexibility to opt in (e.g. in exchange for allocation of rewards) or opt out of a charge-restriction event. Such opting in can be performed automatically, as discussed above with reference toFIGS.17-22. Allocation of rewards is also described above with reference toFIGS.17-22.

FIG.24 illustrates an exemplary operator (user)interface2400 for controlling and initiating charge-restriction events, as could be used withmethod2300 inFIG.23. One skilled in the art will appreciate that whileinterface2400 is shown as including certain interface elements, other interface elements could be added, or some interface elements could be removed, as appropriate for a given application.Interface2400 can be run, for example, on distribution control device1600 inFIG.16, or a terminal included therein. For example, distribution control device1600 could comprise a plurality of operator (user) terminals, such that a plurality of operators can control and initiate charge-restriction events. Such terminals could comprise respective processors for controlling and initiating charge-restriction events, or could rely on at least one centralized processor of thedistribution control device1640. Both examples (respective processors in terminals, or centralized processors utilized by terminals) are encompassed in the terminology “at least oneprocessor1642”.

Interface

2400 is shown as including time

period interface elements

2402 and2404. In some implementations,

interface elements

2402 and2404 can be used by a user to input the first time period inmethod2300 discussed above with reference toFIG.23, by inputting a beginning and an end of the first time period, respectively. In some implementations, the first time period shown by

interface elements

2402 and2404 can be initialized automatically. For example, the at least oneprocessor1642 can determine a peak time period where the quantity of the plurality of vehicles expected to be connected to respective charge stations is greater than other periods. Such a scenario is useful for a charge-restriction event because it is likely that greater reduction in power usage can be achieved than at other times. As another example, the at least oneprocessor1642 can determine a time period where power usage for a service area is expected to exceed a power distribution threshold (as discussed above). Determinations of the first time period by the at least oneprocessor1642 can be based on historical data, such as schedules when vehicles are connected to respective charging stations, or historical power usage data. In some implementations, the first time period in

interface elements

2402 and2404 can be initialized automatically as above, and adjusted manually by an operator. In other implementations, the first time period in

interface elements

2402 and2404 can be set automatically as above, and may not be manually adjustable by an operator.

Interface elements

2402 and2404 are illustrated as being time and date fields, but any other appropriate format of interface could be used, such as sliding time bars, calendar listings, etcetera.

Interface element

2406 is a counter which shows a quantity of vehicles expected to be connected to respective charge stations during the first time period (as discussed in detail above with reference toFIG.23).

Interface element

2408 shows an expected participation rate for a charge-restriction event during the first time period.Interface element2408 can be omitted in implementations where participation in charge-restriction events is mandatory. In some implementations, expected participation rate can be determined for example by the at least oneprocessor1642 determining the likelihood of each vehicle which is expected to be connected to a respective charging station during the first time period restricting charging from the first charge rate to the second charge rate (as discussed above with reference toFIGS.17,18,19,20, and21). This determination can be based on historical data, such as how often a vehicle participates in charge-restriction events, what times and dates a vehicle typically participates in charge-restriction events, a charge-level of the vehicle battery and for what charge level of the battery the vehicle typically participates in charge-restriction events, or any other appropriate information. In other implementations, expected participation rate can be determined based on historical participation rates for the service area of interest (as opposed to a per-vehicle determination).

Interface element

2410 illustrates potential energy savings for a charge-restriction event initiated for the first time period. The potential energy savings can be a function of a quantity of vehicles expected to participate in the event, the first and second charge rates for said vehicles, and the duration of the charge-restriction event. In some implementations, the number of vehicles expected to participate in the event can be based on the participation rate (as shown in interface element2408) and the quantity of vehicles expected to be connected to respective charge stations (as shown in interface element2406). In other implementations, the number of vehicles expected to participate in the event can be determined based on historical participation numbers for the service area of interest (

interface elements

2406 and2408 can be omitted, with the number of vehicles expected to participate in the event being determined directly). In some implementations, the first charge rate for said vehicles can be identified on a per-vehicle basis, such that actual charging capabilities of each vehicle/charge station can be tabulated to provide an accurate estimation of potential energy savings. In other implementations, the first charge rate for said vehicles can be identified broadly, such as an average charge rate (which may or may not be an average based on vehicles in the service area of interest). The second charge rate can be set by an operator via interface2400 (specific element not illustrated), or can be set by the at least oneprocessor1642.

Interface element

2412 illustrates potential power capacity savings for a charge-restriction event initiated for the first time period. The potential energy savings can be a function of a quantity of vehicles expected to participate in the event and the first and second charge rates for said vehicles. Potential energy savings can be determined similarly to potential energy savings discussed above with reference tointerface element2410. However, potential power capacity savings refers to power output capacity of a power distribution system which is released (i.e., not burdened) during the first time period. That is, potential power capacity savings refers not to total energy saved over the course of the charge-restriction event, but rather refers to power capacity available in a given moment, which is saved by the charge-restriction event.

Interface element

2414 is a control which an operator uses to initiate a charge-restriction event. If the operator is satisfied with the savings the charge-restriction event during the first time period can achieve, the operator can interact withinterface element2414, thereby providing an instruction to proceed with the charge-restriction event.Interface element2414 is an optional element, which can be eliminated in implementations where initiation of charge-restriction events is automatic (i.e. does not require manual approval).

As discussed above with reference toFIGS.23 and24, it is desirable to be able to determine whether a given vehicle is coupled to a respective charge station. In some cases, this can be determined based on charge data for the vehicle which is indicative of the vehicle being charged, and thereby indicative of the vehicle being connected to a respective charge station. However, it is desirable to determine whether a vehicle is connected to a respective charge station, even if the vehicle is not presently charging. This can be inferred by at least one processor (e.g. any of

processors

116,206,326,436, or1642 discussed above with reference toFIGS.1,2,3,4, and16) based on “connection data”, which broadly refers to data which is indicative of a vehicle being connected to a respective charge station, or provides context information which can be used to infer whether the vehicle is connected to a respective charge station.

FIG.25A is a top view of avehicle2500, having acharge port2502.Charge port2502 is connectable to a charge station (e.g. by a power cord), to receive power from the charge station and provide the received power to a battery of the vehicle (not shown to avoid clutter).Charge port2502 is covered by a charge port cover2504 (shown as a hinge door, but any appropriate cover construction, such as a sliding construction, could be used). A state ofcharge port cover2504 can be indicated by a sensor associated withcover2504. As one example, a depression switch could be included at or adjacent thecharge port2502, or oncover2504. As another example, an electrical contact circuit could be included at or adjacent thecharge port2502, or oncover2504. Whethercover2504 is open or closed can be indicated by the state of the sensor (depression switch or electrical contact circuit in the examples). For example, closingcover2504 could depress the switch, or complete the electrical contact circuit, providing a signal that thecover2504 is closed. By inference, if the cover is not closed, it can be considered to be open. In another example,opening cover2504 could depress the switch, or complete the electrical contact circuit (e.g. if the switch or electrical contacts are provided on the hinge ofcover2504, or are activated by slidingcover2504 to the open position. In this example, a signal is provided that thecover2504 is open, and by inference, if the cover is not open, it can be considered to be closed. Data from any sensors associated withcharge port2502 and cover2504 can be used as “connection data” mentioned above to infer whether the vehicle is connected to a respective charge station.

Inferring whether a vehicle is connected to a respective charge station can be performed based on connection data indicating the state ofcover2504. However, there are cases where such inferences will not be correct. For example, a user could forget to closecover2504 before driving. As another example,vehicle2500 could be connect to a charge station, which is not considered as a “respective” or “corresponding” charge station for thevehicle2500, for the purposes of assessing charge-restriction events. In an example scenario, a “respective” charge station forvehicle2500 could be considered as a charge station located at a residence of the owner ofvehicle2500.Vehicle2500 could be connected to a public charge station remote from a residence of the owner ofvehicle2500, but this may not qualify as a “respective” charge station for thevehicle2500. In particular, for a power distribution entity wishing to restrict charging in a given service area including the vehicle owner’s residence, restricting charging at the public charge station may not achieve the goal of reducing power consumption in the service area of interest.

FIG.25B is a front view of acharge station2510, having abody2511,power cord2513,cord holder2512,power couple2515, andcouple holder2514.Body2511 contains electrical hardware or circuitry to receive power (e.g. from a breaker panel of a building or other power distribution system), and convert the received power to a format (e.g. amperage and voltage) acceptable to a vehicle. A first end ofpower cord2513 is coupled tobody2511, and a second end ofpower cord2513 is coupled topower couple2515.Power couple2515 is operable to connect to a charge port of a vehicle (e.g. charge port2502 inFIG.25A).Body2511 is operable to output power to a vehicle viapower cord2513 andpower couple2515.Cord holder2512 is operable to holdpower cord2513 for storage, andcouple holder2514 is operable to holdpower couple2515 for storage.Cord holder2512 andcouple holder2514 are shown as hooks, but any appropriate storage mechanism can be used, such as reels, clips, magnetic couples, etcetera. A storage state ofpower cord2513 and/orpower couple2515 can be indicated by at least one sensor associated withcharge station2510. As one example, a depression switch could be included on orproximate couple holder2514, where the state of the depression switch indicates whetherpower couple2515 is stored or not. A similar depression switch could be included on orproximate cord holder2512, where the state of the depression switch indicates whetherpower cord2513 is stored or not. Instead of depression switches, any appropriate detection mechanism (sensor) could be implemented, such as an electrical contact circuit. Further, detection mechanisms (sensors) do not necessarily have to directly contact thepower cord2513 or thepower couple2515. As an example,cord holder2512 could move in response to weight ofpower cord2513 when stored, orcouple holder2514 could move in response to weight ofpower couple2515 when stored. The movement ofcord holder2512 orcouple holder2514 can activate a respective detection mechanism (sensor), which is indicative thepower cord2513 or thepower couple2515 being stored.

Data from any detection mechanisms (sensors) associated with storage ofpower cord2513 orpower couple2515 can be used as “connection data” mentioned above to infer whether the vehicle is connected to a respective charge station. In particular, ifpower couple2515 is stored, an inference can be made that the vehicle is not coupled tocharge station2510. Similarly, ifpower cord2513 is stored, an inference can be made that the vehicle is not coupled to charge station2510 (however, this inference may have less weight than a determination of thepower couple2515 being stored, because it is possible that a vehicle is close enough to chargestation2510 that the vehicle can be connected tocharge station2510 without removingpower cord2513 entirely from cord holder2512). If it is determined thatpower couple2515 orpower cord2513 are not stored, an inference can be made that a vehicle is coupled tocharge station2510. This inference may not be entirely accurate however, as it is possible to unplug a vehicle fromcharge station2510, without properly storingpower cord2513 orpower couple2515. As such, it may be desirable to increase accuracy of an inference of a vehicle being connected tocharge station2510 with additional connection data as discussed below.

In some implementations,power couple2515 inFIG.25b could have a detection mechanism (sensor) which detects whenpower couple2515 is connected to a vehicle. For example,power couple2515 can have a depression switch, electrical contact circuit, or any other appropriate detection mechanism to detect whenpower couple2515 is coupled to a vehicle. Similarly, in implementations where an intermediate device430 (as described above with reference toFIG.4) couples betweenpower couple2515 and a vehicle,intermediate device430 can have a detection mechanism (sensor) which detects whenintermediate device430 is connected to a vehicle. Such a detection mechanism can include a depression switch, electrical contact circuit, or any other appropriate detection mechanism to detect whenintermediate device430 is coupled to a vehicle.

Additional information can be used or included in the connection data to increase accuracy of inferences, as discussed in several examples with reference toFIGS.26,27,28,29,30,31,32,33, and34 below.

FIG.26 is a flowchart diagram which illustrates anexemplary method2600 for inferring whether a vehicle is connected to a respective charge station.Method2600 as illustrated includes

acts

2602,2604,2606, and2608. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts ofmethod2600 can be performed by any of

processors

116,206,326,436, or1642 as discussed above with reference toFIGS.1,2,3,4, and16. Any of at least one non-transitory processor-

readable storage mediums

118,208,328,438, or1644 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform themethod2600.

Inact2602, a determination is made as to whether a charge port cover of a vehicle is open, as discussed above with reference toFIG.25A.

Inact2604, a determination is made as to whether the vehicle is positioned proximate a charge station. Examples of this are discussed below with reference toFIGS.27 and28.

Inact2606, an inference is made that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle is positioned proximate the charge station.

Inact2608, an inference is made that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle is not positioned proximate the charge station.

FIG.27 is a top view of an exemplary scenario where avehicle2500 is within athreshold distance2710 of the residence of an owner of the vehicle (or in some implementations, within a threshold distance of acharge station2702 associated with the residence). In this scenario,act2604 comprises determining whether the position ofvehicle2500 is within a distance threshold of the residence (or within a distance threshold of the charge station2702). While the exemplary scenario relates to a residence of a vehicle owner, the distance threshold can be set at any appropriate location, such as a workplace or vehicle storage location.

FIG.28 is a top view of an exemplary scenario where avehicle2500 connects with awireless network2810 associated with the residence of an owner of the vehicle (or in some implementations, associated with acharge station2702 associated with the residence). In this scenario,act2604 comprises determining whether thevehicle2500 is communicatively coupled to awireless network2810 associated with the residence (or the charge station2702) based on communication data at a communication interface of thevehicle2500. In the example, the residence can have a short-range wireless network2810, whichvehicle2500 automatically connects to whenvehicle2500 is within range of thewireless network2810. Consequently, ifvehicle2500 is able to connect towireless network2810, thenvehicle2500 is proximate to thecharge station2702. While the exemplary scenario relates to a residence of a vehicle owner, the distance threshold can be set at any appropriate location, such as a workplace or vehicle storage location.

FIG.29 is a flowchart diagram which illustrates anexemplary method2900 for inferring whether a vehicle is connected to a respective charge station.Method2900 as illustrated includes

acts

2902,2904,2906, and2908. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts ofmethod2900 can be performed by any of

processors

readable storage mediums

118,208,328,438, or1644 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform themethod2900.

Inact2902, a determination is made as to whether a charge port cover of a vehicle is open, as discussed above with reference toFIG.25A. Further, a time period since the charge port cover has changed between being closed and being open is also determined. For example, a non-transitory processor-readable storage medium of the vehicle could store sensor data which indicates open events and/or close events for the charge port cover. In act2902 a time period since such an event can be determined.

Inact2904, a determination is made as to whether the vehicle has received power from the charge station during the time period determined inact2902. That is, it is determined whether the vehicle has charged since the charge port cover was opened. This determination can be made based on charge sensor data from the vehicle (i.e. a sensor on the vehicle which monitors incoming power), or from charge sensor data from the charge station (i.e. a sensor on the charge station which monitors output power).

Inact2906, an inference is made that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle received power from the charge station during the time period determined inact2902. In an example, this can be indicative that the vehicle is still connected to the charge station even though the vehicle may no longer be charging (e.g. the vehicle battery is now fully charged).

Inact2908, an inference is made that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle has not received power from the charge station during the time period determined inact2902. In an example, this can be indicative that the vehicle was never connected to the charge station in the time period, since the vehicle was never charged.

FIG.30 is a flowchart diagram which illustrates anexemplary method3000 for inferring whether a vehicle is connected to a respective charge station.Method3000 as illustrated includes

acts

3002,3004,3006, and3008. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts ofmethod3000 can be performed by any of

processors

readable storage mediums

118,208,328,438, or1644 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform themethod3000.

Inact3002, a determination is made as to whether a charge port cover of a vehicle is open, as discussed above with reference toFIG.25A. Further, a time period since the charge port cover has changed between being closed and being open is also determined. For example, a non-transitory processor-readable storage medium of the vehicle could store sensor data which indicates open events and/or close events for the charge port cover. In act3002 a time period since such an event can be determined.

Inact3004, a determination is made as to whether the vehicle has moved during the time period determined inact3002. That is, it is determined whether the vehicle has moved since the charge port cover was opened. This determination can be made based on sensor data from the vehicle, such as position data from a position sensor indicating position of the vehicle over time, velocity data from a velocity sensor (e.g. wheel rotation sensor or speedometer) indicating movement speed of the vehicle, interior data from an inertial sensor (e.g. gyroscope, IMU, or accelerometer) indicating acceleration of the vehicle.

Inact3006, an inference is made that the vehicle is coupled to the charge station if the charge port cover of the vehicle is open and if the vehicle has not moved during the time period determined inact3002. In an example, this can be indicative that the vehicle is connected to the charge station in that the charge port cover was opened, and the vehicle has not moved since.

Inact3008, an inference is made that the vehicle is not coupled to the charge station if the charge port cover of the vehicle is not open or if the vehicle has moved during the time period determined inact3002. In an example, this can be indicative that the vehicle was never connected to the charge station in the time period, since the vehicle cannot be connected to a charge station while moving.

As discussed above with reference toFIG.25B, whether apower couple2515 orpower cord2513 of a charge station is stored can be used as connection data to infer whether a vehicle is connected to a charge station. In the context of

methods

2600,2900, and3000 discussed with reference toFIGS.26,29, and30, respectively, an act can be added of determining, by at least one processor, whether a power couple or power cord of a charge station is stored. If the power couple of the charge station is stored, an inference can be made that the vehicle is not coupled to the charge station. If the power cord of the charge station is stored, an inference can be made (or an inference can be strengthened) that the vehicle is not coupled to the charge station. If the power cord or power couple of the charge station is not stored, an inference can be made (or an inference can be strengthened) that the vehicle is coupled to the charge station. An a storage state of thepower cord2513 orpower couple2515 can be analyzed in combination with other connection data to determine whether the vehicle is coupled to the charge station.

Alternatively, in the context of

methods

2600,2900, and3000 discussed with reference toFIGS.26,29, and30, respectively, in

acts

2602,2902, and3002, instead of determining whether a charge port cover of a vehicle is open, a determination can be made as to whether a power couple or power cord of a charge station is stored. Subsequent acts where inferences are made based on whether the charge port cover is open or not can instead be based on whether a power couple or power cord of a charge station is stored. If the power couple of the charge station is stored, an inference can be made that the vehicle is not coupled to the charge station. If the power cord of the charge station is stored, an inference can be made (or an inference can be strengthened) that the vehicle is not coupled to the charge station. If the power cord or power couple of the charge station is not stored, an inference can be made (or an inference can be strengthened) that the vehicle is coupled to the charge station.FIGS.31,32, and33 below discuss exemplary implementations where a determination can be made as to whether a power couple or power cord of a charge station is stored, for inferring whether a charge station is coupled to a vehicle.

FIG.31 is a flowchart diagram which illustrates anexemplary method3100 for inferring whether a charge station is connected to a vehicle.Method3100 as illustrated includes

acts

3102,3104,3106, and3108. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts ofmethod3100 can be performed by any of

processors

readable storage mediums

118,208,328,438, or1644 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform themethod3100.

Inact3102, a determination is made as to whether a vehicle connection facet of a charge station is in a storage connection. “Vehicle connection facet” generally refers to a component which connects the charge station to a vehicle, and can includepower cord2513 orpower couple2515 inFIG.25B discussed above. As discussed above with reference toFIG.25B, a sensor or detection mechanism can be used to collect connection data regarding whether thepower cord2513 orpower couple2515 is in a storage configuration (i.e., stored on the charging station in a position that impedes connection to a vehicle).

Inact3104, a determination is made as to whether the vehicle is positioned proximate a charge station. Examples of this are discussed above with reference toFIGS.27 and28, and are fully applicable tomethod3100. Determination of the vehicle being positioned proximate the charge station does not necessarily require data from the vehicle. For example, with reference toFIG.28, data can be received from thewireless network2810 that thevehicle2500 is connected to the network.

Inact3106, an inference is made that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storge configuration and if the vehicle is positioned proximate the charge station.

Inact3108, an inference is made that that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storge configuration, or if the vehicle is not positioned proximate the charge station.

FIG.32 is a flowchart diagram which illustrates anexemplary method3200 for inferring whether a charge station is connected to a vehicle.Method3200 as illustrated includes

acts

3202,3204,3206, and3208. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts ofmethod3200 can be performed by any of

processors

readable storage mediums

118,208,328,438, or1644 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform themethod3200.

Inact3202, a determination is made as to whether a vehicle connection facet of a charge station is in a storage configuration, similarly to as discussed above regardingact3102 inmethod3100. Further, a time period since the vehicle connection facet of the charge station has changed between not being in the storage configuration and being in the storage configuration is also determined. For example, a non-transitory processor-readable storage medium of the charge station could store sensor data which indicates storage events and/or storage retrieval events for the vehicle connection facet (e.g. events where the vehicle connection facet is placed in the storage configuration, or removed from the storage configuration). In act3202 a time period since such an event can be determined.

Inact3204, a determination is made as to whether the charge station has provided power to the vehicle during the time period determined inact3202. That is, it is determined whether the vehicle has been charged since the vehicle connection facet was removed from the storage configuration. This determination can be made based on charge sensor data from the vehicle (i.e. a sensor on the vehicle which monitors incoming power), or from charge sensor data from the charge station (i.e. a sensor on the charge station which monitors output power).

Inact3206, an inference is made that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storge configuration and if the charge station provided power to the vehicle during the time period determined inact3202. In an example, this can be indicative that the vehicle is still connected to the charge station even though the vehicle may no longer be charging (e.g. the vehicle battery is now fully charged).

Inact3208, an inference is made that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storge configuration or if the charge station has not provided power to the vehicle during the time period determined inact3202. In an example, this can be indicative that the vehicle was never connected to the charge station in the time period, since the vehicle was never charged.

FIG.33 is a flowchart diagram which illustrates anexemplary method3300 for inferring whether a charge station is connected to vehicle.Method3300 as illustrated includes

acts

3302,3304,3306, and3308. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts ofmethod3300 can be performed by any of

processors

readable storage mediums

118,208,328,438, or1644 could have instructions stored thereon, which when executed by a respective at least one processor cause the respective at least one processor to perform themethod3300.

Inact3302, a determination is made as to whether a vehicle connection facet of a charge station is in a storage configuration. Further, a time period since the vehicle connection facet of the charge station has changed between not being in the storage configuration and being in the storage configuration is also determined, similarly to as inact3202 inmethod3200 discussed above.

Inact3304, a determination is made as to whether the vehicle has moved during the time period determined inact3302. That is, it is determined whether the vehicle has moved since the vehicle connection facet was removed from the storage configuration. This determination can be made based on sensor data from the vehicle, such as position data from a position sensor indicating position of the vehicle over time, velocity data from a velocity sensor (e.g. wheel rotation sensor or speedometer) indicating movement speed of the vehicle, interior data from an inertial sensor (e.g. gyroscope, IMU, or accelerometer) indicating acceleration of the vehicle.

Inact3306, an inference is made that the charge station is coupled to the vehicle if the vehicle connection facet is not in the storge configuration and if the vehicle has not moved during the time period determined inact3302. In an example, this can be indicative that the charge station is connected to the vehicle, in that the vehicle connection facet was removed from the storage configuration, and the vehicle has not moved since.

Inact3308, an inference is made that the charge station is not coupled to the vehicle if the vehicle connection facet is in the storge configuration or if the vehicle has moved during the time period determined inact3002. In an example, this can be indicative that the charge station was never connected to the vehicle in the time period, since the vehicle cannot be connected to a charge station while moving.

As discussed above with reference toFIG.25A, whether a charge port cover of a vehicle is open or closed can be used as connection data to infer whether the vehicle is connected to a charge station. In the context of

methods

3100,3200, and3300 discussed with reference toFIGS.31,32, and33, respectively, an act can be added of determining, by at least one processor, whether a charge port cover of the vehicle is open. If the charge port cover of the vehicle is not open, an inference can be made that the vehicle is not coupled to the charge station. If the charge port cover of the vehicle is open, an inference can be made (or an inference can be strengthened) that the vehicle is coupled to the charge station. An open or closed state of the charge port cover can be analyzed in combination with other connection data to determine whether the vehicle is coupled to the charge station.

FIG.34 is a flowchart diagram which illustrates anexemplary method3400 for determining whether a vehicle is connected to a respective charge station.Method3400 as illustrated includes

acts

3402,3404,3406, and3408. One skilled in the art will appreciate that additional acts could be added, acts could be removed, or acts could be reordered as appropriate for a given application. The acts ofmethod3400 which are performed by at least one processor can be performed by any of

processors

readable storage mediums

118,208,328,438, or1644 could have instructions stored thereon, which when executed by a respective at least one processor cause a system including the respective at least one processor to perform themethod3400.

Inact3402, a pulse of energy is output by a charge station to be received by a vehicle. The pulse of energy is intended to test whether the vehicle will accept power (i.e., is connected to the charging station).

Inact3404, energy expended by the pulse of power is measured. For example, a power monitoring sensor of the charge station can measure how much energy is output in the pulse of power.

Inact3406, if the energy expended is over an energy threshold, a determination is made that the vehicle is coupled to the charging station.

Inact3408, if the energy expended is not over the energy threshold, a determination is made that the vehicle is not coupled to the charging station.

The amount of power in the pulse of power, and the energy threshold are set such that, when the vehicle is not connected to the charge station (i.e. the vehicle cannot accept power), energy expended by the pulse due to resistance or other causes of power loss will not be over the energy threshold.

While the present invention has been described with respect to the non-limiting embodiments, it is to be understood that the invention is not limited to the disclosed embodiments. Persons skilled in the art understand that the disclosed invention is intended to cover various modifications and equivalent arrangements included within the scope of the appended claims. Thus, the present invention should not be limited by any of the described embodiments.

Throughout this specification and the appended claims, infinitive verb forms are often used, such as “to operate” or “to couple”. Unless context dictates otherwise, such infinitive verb forms are used in an open and inclusive manner, such as “to at least operate” or “to at least couple”.

The specification includes various implementations in the form of block diagrams, schematics, and flowcharts. A person of skill in the art will appreciate that any function or operation within such block diagrams, schematics, and flowcharts can be implemented by a wide range of hardware, software, firmware, or combination thereof. As non-limiting examples, the various embodiments herein can be implemented in one or more of: application-specific integrated circuits (ASICs), standard integrated circuits (ICs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), computer programs executed by any number of computers or processors, programs executed by one or more control units or processor units, firmware, or any combination thereof.

The disclosure includes descriptions of several processors. Said processors can be implemented as any hardware capable of processing data, such as application-specific integrated circuits (ASICs), standard integrated circuits (ICs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), logic circuits, or any other appropriate hardware. The disclosure also includes descriptions of several non-transitory processor-readable storage mediums. Said non-transitory processor-readable storage mediums can be implemented as any hardware capable of storing data, such as magnetic drives, flash drives, RAM, or any other appropriate data storage hardware.