SYSTEMS AND METHODS FOR REDUCING THE COST OF VEHICLE CHARGING BASED ON ROUTE PREDICTION

• US 20170088000A1
• Filed: 09/29/2015
• Published: 03/30/2017
• Est. Priority Date: 09/29/2015
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Motor Engineering & Manufacturing North America Incorporated (Toyota Motor Corporation)
• Inventors: Payne, Joshua D., Cauthen, Craig
• Granted Patent: US 9,713,962 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60L 2240/60 Navigation input
• CPC Class Codes: B60L 2240/622 by satellite navigation
• CPC Class Codes: B60L 2260/54 Energy consumption estimation
• CPC Class Codes: B60L 53/60 Monitoring or controlling charging stations
• CPC Class Codes: B60L 53/62 in response to charging parameters, e.g. current, voltage or electrical charge
• CPC Class Codes: B60L 53/64 Optimising energy costs, e.g. responding to electricity rates
• CPC Class Codes: B60L 53/66 Data transfer between charging stations and vehicles
• CPC Class Codes: B60L 58/12 responding to state of charge [SoC]
• CPC Class Codes: G01C 21/3469 Fuel consumption; Energy use; Emission aspects
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility
• CPC Class Codes: Y02T 90/12 Electric charging stations
• CPC Class Codes: Y02T 90/14 Plug-in electric vehicles
• CPC Class Codes: Y02T 90/16 Information or communication technologies improving the operation of electric vehicles
• CPC Class Codes: Y02T 90/167 Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
• CPC Class Codes: Y04S 30/14 Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Abstract

A system for cost-effective charge planning for a battery of a vehicle includes a battery having a SOC corresponding to an amount of energy stored by the battery. The system also includes an internal electric vehicle charger capable of receiving energy from a charging station and transferring the energy to the battery to increase the SOC. The system includes an electronic control unit (ECU) that can predict a route set including a first destination and a second destination and an amount of time spent at each. The ECU can determine charge planning data including an amount of energy required to reach the first and second destinations and a cost of energy at the first and second destinations. The ECU can determine how much to charge the battery at the first destination and at the second destination based on the predicted route set and the determined charge planning data.

Claims

1. A system for cost-effective charge planning for a battery of a vehicle comprising:

a battery having a state of charge (SOC) corresponding to a current amount of electrical energy stored by the battery;

an internal electric vehicle charger coupled to the battery and configured to receive electrical energy from a charging station and transfer the electrical energy to the battery to increase the SOC of the battery; and

an electronic control unit (ECU) coupled to the internal electric vehicle charger and configured to;

predict a route set including a first destination and a second destination and an amount of time spent at each,

determine a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven,

determine charge planning data including an amount of electrical energy required to reach the first destination from a current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination, and

determine how much to charge the battery at the first destination and at the second destination based on the predicted route set, the confidence value and the determined charge planning data.

2. The system of claim 1 further comprising a navigation unit coupled to the ECU and configured to detect the current location of the vehicle and wherein the ECU is further configured to predict the route set based on the current location of the vehicle.

3. The system of claim 1 wherein the ECU is further configured to predict the route set based on at least one of a current time of day or a current day of the week.

4. The system of claim 1 wherein the ECU is further configured to determine that the battery should be charged to an upper SOC limit at the first destination when the cost of electrical energy at the first destination is the same as or less than the cost of electrical energy at the second destination.

5. The system of claim 1 wherein the ECU is further configured to determine that the battery should only be charged at the first destination with sufficient electrical energy to reach the second destination plus a margin of electrical energy when the cost of electrical energy at the first destination is less than the cost of electrical energy at the second destination.

6. The system of claim 1 wherein the ECU is further configured to determine that the battery should not be charged at the first destination when the battery has a sufficient SOC to power the vehicle to the second destination from the current location and the cost of electrical energy is less at the second destination than at the first destination.

7. The system of claim 1 further comprising a user interface coupled to the ECU and configured to receive at least one of:

feedback indicating that the ECU has determined an incorrect cost of electrical energy;

feedback requesting to disable the cost-effective charge planning;

feedback indicating that a previously unknown charging station is present at a location;

or

feedback requesting to forget at least one of the route set or a route within the route set.

8. The system of claim 1 wherein the ECU is further configured to determine that the battery should be charged to a first SOC level at the first destination when the confidence value is greater than a threshold confidence value and to a second SOC level that is greater than the first SOC level at the first destination when the confidence value is less than the threshold confidence value.

9. The system of claim 1 further comprising a shared charge station database coupled to the ECU and to an ECU of a second vehicle and configured to store the cost of electrical energy at the first destination and the cost of electrical energy at the second destination.

10. The system of claim 1 further comprising a network access device coupled to the ECU and configured to communicate with at least one utility company and wherein the ECU is further configured to determine the cost of electrical energy at least one of at the first destination or at the second destination by querying the at least one utility company via the network access device.

11. The system of claim 1 further comprising a battery management system (BMS) coupled to the ECU and configured to at least one of detect or receive data corresponding to the SOC of the battery, wherein the ECU is further configured to determine the SOC of the battery based on the data received from the BMS and wherein the charge planning data further includes the SOC of the battery.

12. A vehicle capable of cost-effective charge planning comprising:

a battery having a state of charge (SOC) corresponding to a current amount of electrical energy stored by the battery;

a navigation unit configured to detect a current location of the vehicle, to predict a route set including a first destination and a second destination and an amount of time spent at each, and to determine a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven;

an internal electric vehicle charger coupled to the battery and configured to receive electrical energy from a charging station and transfer the electrical energy to the battery to increase the SOC of the battery; and

an electronic control unit (ECU) coupled to the navigation unit and configured to;

determine an amount of electrical energy required to reach the first destination from the current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination, and

determine how much to charge the battery at the first destination and at the second destination based on the predicted route set, the SOC of the battery, the confidence value and the determined charge planning data.

13. The vehicle of claim 12 wherein the ECU is further configured to determine that the battery should be charged to an upper SOC limit at the first destination when the cost of electrical energy at the first destination is the same as or less than the cost of electrical energy at the second destination.

14. The vehicle of claim 12 wherein the ECU is further configured to determine that the battery should only be charged at the first destination with sufficient electrical energy to reach the second destination plus a margin of electrical energy when the cost of electrical energy at the first destination is less than the cost of electrical energy at the second destination.

15. The vehicle of claim 12 wherein the ECU is further configured to determine that the battery should not be charged at the first destination when the SOC of the battery is sufficient to power the vehicle to the second destination from the current location and the cost of electrical energy is less at the second destination than at the first destination.

16. The vehicle of claim 12 further comprising a user interface coupled to the ECU and configured to receive at least one of:

feedback indicating that the ECU has determined an incorrect cost of electrical energy;

feedback requesting to disable cost-effective charge planning;

feedback indicating that a previously unknown charging station is present at a location;

or

feedback requesting to forget at least one of the route set or a route of the route set.

17. The vehicle of claim 12 wherein the ECU is further configured to determine that the battery should be charged to a first SOC level at the first destination when the confidence value is greater than a threshold confidence value and to a second SOC level that is greater than the first SOC level at the first destination when the confidence value is less than the threshold confidence value.

18. A method for cost-effective charge planning of a battery of a vehicle comprising:

predicting, by an electronic control unit (ECU), a route set including a first destination and a second destination and an amount of time spent at each;

determining, by the ECU, a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven;

determining, by the ECU, charge planning data including a current SOC of the battery, an amount of electrical energy required to reach the first destination from a current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination; and

determining, by the ECU, how much to charge the battery at the first destination and at the second destination based on the predicted route set, the confidence value and the determined charge planning data.

19. The method of claim 18 further comprising determining, by the ECU, that the battery should be charged to an upper SOC limit at the first destination when the cost of electrical energy at the first destination is the same as or less than the cost of electrical energy at the second destination.

20. The method of claim 18 further comprising determining, by the ECU, that the battery should only be charged at the first destination with sufficient electrical energy to reach the second destination plus a margin of electrical energy when the cost of electrical energy at the first destination is less than the cost of electrical energy at the second destination.