WO2026021980A1

WO2026021980A1 - Electric vehicle charging method and system

Info

Publication number: WO2026021980A1
Application number: PCT/EP2025/070413
Authority: WO
Inventors: Karl Weinreich; Kai RIEGER; Zhuangqian CUI
Original assignee: Shell Internationale Research Maatschappij BV; Shell USA Inc
Current assignee: Shell Internationale Research Maatschappij BV; Shell USA Inc
Priority date: 2024-07-25
Filing date: 2025-07-17
Publication date: 2026-01-29
Anticipated expiration: 2027-01-25

Abstract

This invention provides a method of charging a battery (26) of an electric vehicle (20). The method comprises a step of establishing a primary data connection (31) between an EV controller (24) of the electric vehicle (20) and an EVSE controller (14) of an EV charging station (10) for exchanging data in accordance with an agreed data communication protocol. The EVSE controller (14) communicates to the EV controller (24) that a pulsed charging service is available, and the EV controller (24) communicates to the EVSE controller (14) that the pulsed charging service is desired. A proprietary secondary data connection (32) is established between the EV controller (24) and the EVSE controller (14) for exchanging data related to the pulsed charging service. Charging parameters are then exchanged between the EV controller (24) and the EVSE controller (14) over the primary data connection (31) to establish an energy transfer profile, wherein the energy transfer profile comprises a pulsed charging profile and is at least partly determined based on the data exchanged through the proprietary secondary data connection (32).

Description

ELECTRIC VEHICLE CHARGING METHOD AND SYSTEM

Field of the Invention

This invention relates to a method of charging a battery of an electric vehicle (EV) , the method comprising the exchange of data between an EV controller of the electric vehicle and an EVSE controller of an EV charging station. This invention further relates to an EV charging station for charging a battery of an electric vehicle, the EV charging station comprising an EVSE controller that is configured to exchange data with an EV controller of the electric vehicle.

Background of the invention

In the last two decades, an increasing part of the worldwide vehicle fleet has been electrified. As the electric vehicle (EV) market currently operates, different cars, trucks, and busses are charged at different charging levels and using charging plugs (and sockets) of various designs . Charging hardware and software differs between regions, vehicle type, and manufacturer brands. Charging levels may, e.g. , depend on the EV' s battery capacity and power requirement or the user' s need to charge fast. Often, the charging equipment and service providers need to supply different charging systems to meet the various power requirement variants on the markets .

To deal with the diversity in EV charging solutions, successful standardization attempts have been made. For example, many EVs and EV charging stations are configured to communicate with each other via a globally standardized communications protocol known as ISO-15118. While such standardization brings many obvious advantages, the prescriptive nature of a standard may lead to decreased flexibility too. When charging protocols and communication between the EV and the EV charging station are fully standardized, the pos sibility for an EV charging provider to differentiate its service s from other EV charging providers are minimal .

It is an aim of the current invention to overcome at least some of the disadvantages of the known EV charging methods and equipment . Summary of the Invention

According to an aspect of the invention , there is provided a method of charging a battery of an electric vehicle . The method comprise s a step of e stabli shing a primary data connection between an EV controller of the electric vehicle and an EVSE controller of an EV charging station for exchanging data in accordance with an agreed data communication protocol . The EVSE controller communicates to the EV controller that a pulsed charging service is available , and the EV controller communicate s to the EVSE controller that the pul sed charging service is desired . A proprietary secondary data connection is establi shed between the EV controller and the EVSE controller for exchanging data related to the pulsed charging service . Charging parameters are then exchanged between the EV controller and the EVSE controller over the primary data connection to e stablish an energy trans fer profile , wherein the energy transfer prof ile comprises a pulsed charging profile and is at least partly determined based on the data exchanged through the proprietary secondary data connection .

With this special method of charging the battery of the electric vehicle , it is made pos sible to provide an EV charging station and EV charging services that are fully compliant with an agreed data communication protocol that may be def ined by a global standard , such as ISO 15118 or ISO 15118 -20 , while allowing to simultaneously provide proprietary pulsed charging services that may not be facilitated by agreed data communication protocol. Just a simple message from the EVSE (Electric Vehicle Supply Equipment) controller that a pulsed charging service is available at this particular EV charging station, and a simple message from the EV controller that the electric vehicle is interested in making use of (and possibly paying for) this pulsed charging service, is enough for the two controllers to establish the proprietary secondary data connection between them.

The proprietary secondary data connection is then used by the controllers to exchange or negotiate all the essential and optional data needed for establishing the pulsed charging profile comprised in the energy transfer profile that will define the charging parameters that will eventually control the charging process. The exchange of charging parameters occurs over the primary data connection, and can therefore be compliant with any global (or local) standard that is used by the electric vehicle or EV charging station. The pulsed charging profile, however, can be negotiated between the two controllers without needing to conform to any limitations that may otherwise have resulted from adhering to the pre-agreed data communication protocol. As a result, the method according to the invention allows for exchanging important data, even if the agreed data communication protocol is not specifically designed to exchange such data. This allows the EV and EVSE controllers to identify if pulsed charging is desirable under the current circumstances and, if so, what the ideal pulsed charging profile would look like, regardless of whether the agreed data communication protocol is designed to offer such functionality.

The data exchanged through the proprietary secondary data connection may, for example comprise battery type information and/or battery status data . The battery status data may, for example , comprise a current battery temperature and/or a current battery state of charge . Depending on the battery type , temperature , state of charge and other relevant battery properties , the EV and EVSE controllers will be able to ma ke context-dependent decis ions about whether pulsed charging i s de sirable and, if so , what the ideal pulsed charging profile would look like .

Preferred embodiments of this charging method further comprise a step of executing an energy trans fer profile optimization algorithm conf igured for predicting an energy trans fer profile performance measure based on the data exchanged through the proprietary secondary data connection and the pulsed charging profile . The energy trans fer profile performance measure is a calculated measure that may be used by the EV and EVSE controllers to evaluate and weigh the pros and cons of various pulsed charging profiles and energy transfer profile s that may be used for charging the battery of the electric vehicle . The calculated energy transfer profile performance measure may then be used to decide which pulsed charging profile and energy transfer profile to use for charging the battery of the electric vehicle .

The energy trans fer profile performance measure may, for example comprise an amount of electrical energy needed for charging the battery in accordance with the energy trans fer profile , an amount of electrical power utilized for charging the battery in accordance with the energy trans fer profile , an amount of time needed for charging the battery in accordance with the energy trans fer profile , or an amount of battery deterioration caused by charging the battery in accordance with the energy trans fer profile . A combination of two or more of these and other energy transfer profile performance measures may be used as a ba sis for deciding which pul sed charging profile and energy transfer profile to use for charging the battery of the electric vehicle .

In some embodiments , a user may be allowed to prioritize one or more of such energy transfer profile performance mea sures , for example because on some days they may want to minimize costs , and on other days charging time . Alternatively, a number of pos sible pulsed charging profiles or energy transfer prof iles may be presented to the user , accompanied by one or more respective energy transfer profile performance measures . The user may then be allowed to pick their preferred pulsed charging profile or energy transfer prof ile to be used for charging the battery of the electric vehicle .

The energy trans fer profile optimi zation algorithm may, for example , employ a lookup table , a mathematical model , or an artificial neural network , linking the energy trans fer profile performance measure to the battery type information and/or the battery status data . Accordingly, one or more of such techniques are used to predict a performance of various available pulsed charging profiles and/or energy transfer profiles based on relevant battery properties .

The lookup table s , mathematical models , and/or artif icial neural networks may be self-learning , such that a monitored actual performance of the eventually selected and applied pul sed charging profile s and/or energy trans fer profiles based is used to update and improve the energy transfer profile optimization algorithm.

The communicating that a pulsed charging service is available and/or the communicating that the pul sed charging service is desired may occur over the primary data connection and in accordance with the agreed data communication protocol . This allows the need for establi shing the proprietary secondary data connection to be identif ied without requiring any communication outside of the primary data connection . Only if it is e stablished that the pulsed charging service is desired, and both controllers are likely to be properly configured to take part in the pul sed charging service , the proprietary secondary data connection is set up .

To bring the established energy transfer profile into practice , a pulsed charging se s sion may be initiated in accordance with the established energy trans fer profile . This pulsed charging ses sion is preferably monitored by the EV controller and/or the EVSE controller to generate charging monitoring data , which i s then proce s sed by the EV controller and/or the EVSE controller to generate charging control data based thereon . The charging monitoring data and/or the charging control data are exchanged via the secondary data connection as part of the proprietary data exchanged between the EV controller and the EVSE controller .

This allows the pulsed charging service to generate charging monitoring and control data while the pulsed charging takes place , and to communicate and proces s this data regardles s of whether the primary data connection and the pre-agreed data communication protocol are configured for exchanging such data .

The agreed data communication protocol may, for example , be def ined by the I SO 15118 standard , or more specifically the ISO 15118 -20 standard that covers communication between the EV controller and the EVSE controller . The pulsed charging service and the proprietary secondary data connection are preferably designed such that they are equally suitable for being used with similar and future standards providing some form of standardized and agreed data communication protocol between the two controllers .

According to a further aspect of the invention an EV charging station is provided for charging a battery of an electric vehicle . The EV charging station comprises an EVSE controller that is conf igured to establi sh a primary data connection with an EV controller of the electric vehicle for exchanging data in accordance with an agreed data communication protocol . The EVSE controller is further configured to communicate to the EV controller that a pul sed charging service is available , and to receive from the EV controller a confirmation that the pulsed charging service is desired . The EVSE controller may then e stablish a proprietary secondary data connection with the EV controller for exchanging data related to the pulsed charging service . Thi s data related to the pulsed charging service is then used for e stabli shing an energy trans fer profile , wherein the energy transfer profile comprises a pul sed charging profile and i s at least partly determined based on the data exchanged through the proprietary secondary data connection . The EVSE controller will then exchange charging parameters with the EV controller over the primary data connection in line with the energy transfer profile , and to later use this energy trans fer profile to charge the battery of the electric vehicle . Brief Description of the Drawings

Figure 1 shows an electric vehicle and an EV charging station wherein the method according to the invention may be implemented .

Figure 2 schematically shows key element s of the electric vehicle and the EV charging station of Figure 1 .

Figure 3 shows a flow chart of an exemplary method according to the invention . These drawings depict one or more implementations in accordance with the present teachings , by way of example only, not by way of limitation. In the figures, like reference numerals refer to the same or similar elements. Detailed Description of the Drawings

Figure 1 shows an electric vehicle 20 and an EV charging station 10 wherein the method according to the invention may be implemented. The electric vehicle 20 in this drawing is a convertible consumer car, but the method according to the invention is equally applicable to the charging of batteries of other wheeled and non-wheeled vehicles, such as trucks, busses, boats, trains, drones, helicopters, and planes. The electric vehicle 20 in this embodiment comprises a charger socket 22 configured for receiving a charger plug 12 of the EV charging station 10. The charger plug 12 is provided at the outer end of a charger cable 30 of the EV charger 10.

After connecting the charger plug 12 with the charger socket 22, electric power can be delivered through the charger cable 30 to the batteries of the electric vehicle 20. The EV charger 10 itself may be connected to a larger power grid via a power cable 16. Alternatively, the EV charger is directly connected to a local power source that may, for example, include solar panels, batteries, or a wind turbine. In addition to power delivery, the charger cable 30 may be used for data communication between the EV charger 10 and the electric vehicle 20. In other embodiments, the charging of the batteries of the electric vehicle 20 and/or the communication between the electric vehicle 20 and the EV charging station 10 may at least partly occur wirelessly.

Figure 2 schematically shows key elements of the electric vehicle 20 and the EV charging station 10 of Figure 1. In addition to the features already described above with reference to Figure 1, this Figure shows the EVSE (Electric Vehicle Supply Equipment) controller 14 of the EV charger 10 and the EV controller 24 of the electric vehicle 20. Some of the functionality of the controllers 14, 24, which will be described in more detail below with reference to Figure 3, may be taken over by one or more remote controllers that are connected to one or both of the controllers 14, 24 via, for example, an Internet connection or a local network connection.

Figure 2 further shows the battery or batteries 26 of the electric vehicle 20. The charger cable 30 is shown to embody multiple functions . The three separate lines drawn in parallel and forming part of the exemplary charger cable 30 may represent three or more separate cables. A power cable or power cable pair 33 for delivering electric power to the batteries 26 of the electric vehicle 20, one data cable for establishing a primary data connection 31 between the EV controller 24 and the EVSE controller 14, and one data cable for establishing a proprietary secondary data connection 32 between the two controllers 14, 24. In other embodiments, the two data connections may make use of a single data cable, part or all of the communication occurs through the power cable pair 33, or at least part of the data communication is done wirelessly. Other cable arrangements for realizing the required energy and data transfer will be apparent to the skilled person.

Figure 3 shows a flow chart of an exemplary method according to the invention. The method starts with a connection step 41, wherein the charger plug 12 is inserted into the charger socket 22 of the electric vehicle 20. Upon connection, the primary data connection 31 between the EV controller 24 and the EVSE controller 14 is established. This primary data connection 31 is configured for exchanging data in accordance with an agreed data communication protocol . The agreed data communication protocol may, for example , be def ined by the ISO 15118 standard, or more specifically the ISO 15118-20 standard that covers communication between the EV controller 24 and the EVSE controller 14 . The system and method des cribed herein are , however , des igned such that they are equally suitable for being used with s imilar and future standards providing some form of standardized and agreed data communication protocol between the two controllers 14 , 24 . It is noted that some data communication between the controllers 14 , 24 may already take place before the charger plug 12 is connected to the charger socket 22 , for example through wirele ss communication .

In a service request step 42 , the EVSE controller 14 communicates to the EV controller 24 that a pul sed charging service is available . In response thereto , the EV controller 24 may communicate to the EVSE controller 14 that the pulsed charging service is desired . Alternatively, the EV controller 24 itself may indicate that the pulsed charging service is desired f irst , and the EVSE controller 14 then responds by confirming that thi s service is available .

The data exchange for this service reque st step 42 may occur over the primary data connection 31 that was establi shed in the earlier connection step 41 . For example , if the agreed data communication protocol i s compliant with the ISO 15118 standard, the value-added service s (VAS ) functionality that i s built into that standard may be used for offering and requesting the pulsed charging service . Alternatively, this service reque st step may occur over a separate data connection, not directly linked to the primary data connection 31 . In that event, the service request step 42 may even occur before or during the connection step 41.

Depending on the circumstances, there may be various reasons for pulsed charging being desirable. Typically, pulsed charging is used to achieve one or more of the following advantages: battery temperature regulation, faster charging (or discharging) , more energy efficient battery charging (or discharging) , and battery lifetime enhancement. It is to be noted that pulsed charging is not always performed with the aim to increase the state of charge of the battery 26. Pulsed charging will typically consist of series of alternating time intervals during which the batteries 26 of the electric vehicle 20 are charged and discharged at different voltage levels. The overall effect of the pulsed charging on the state of charge of the batteries 26 may be negative, neutral, or positive .

If it is established that the pulsed charging service is desired, and both controllers 14, 24 are likely to be properly configured to take part in the pulsed charging service, the proprietary secondary data connection 32 is set up in a proprietary connection step 43. The proprietary secondary data connection 32 is established between the EV controller 24 and the EVSE controller 14 for exchanging data related to the pulsed charging service.

In a pulse planning step 44, it is then determined how and when pulsed charging is to be used to optimize the charging process. This results in a pulsed charging profile that can later be integrated in a larger energy transfer profile that defines the charging parameters that govern the power transfer from the EV charger 10 to the batteries 26 of the electric vehicle 20. In this pulse planning step 44, the proprietary secondary data connection 32 is used by the controllers 14, 24 to exchange or negotiate all the essential and optional data needed for establishing the pulsed charging profile. Because this pulse planning step 44 uses the proprietary secondary data connection 32, the pulsed charging profile is negotiated without needing to conform to any limitations that may otherwise have resulted from adhering to the pre-agreed data communication protocol. This allows the EV and EVSE controllers 24, 14 to identify if pulsed charging is desirable under the current circumstances and, if so, what the ideal pulsed charging profile would look like, regardless of whether the agreed data communication protocol is designed to offer such functionality.

The data exchanged through the proprietary secondary data 32 connection may, for example comprise battery type information and/or battery status data. The battery status data may, for example, comprise a current battery temperature and/or a current battery state of charge. Depending on the battery type, temperature, state of charge and other relevant battery properties, the EV and EVSE controllers 24, 14 will be able to make context- dependent decisions about whether pulsed charging is desirable and, if so, what the ideal pulsed charging profile would look like.

Determining the pulsed charging profile may include executing an energy transfer profile optimization algorithm. The energy transfer profile optimization designed to predict a performance of one or more energy transfer profiles that include possible pulsed charging profiles. The result of this prediction is an energy transfer profile performance measure (hereinafter also referred to as 'performance measure' ) . This performance measure will be based on the data exchanged through the proprietary secondary data connection 32 and the specif ics of the pul sed charging profile it contains . The performance mea sure thus is a calculated measure that may be used by the EV and EVSE controllers 24 , 14 to evaluate and weigh the pros and cons of various pulsed charging profile s and energy transfer profiles that may be used for charging the battery 26 of the electric vehicle 20 . The calculated performance measure may then be used to decide which pulsed charging profile and energy transfer profile to use for charging the battery 26 of the electric vehicle 20 .

The performance measure may, for example compri se an amount of electrical energy needed for charging the battery 26 in accordance with the energy transfer profile , an amount of time needed for charging the battery 26 in accordance with the energy transfer profile , or an amount of battery deterioration caused by charging the battery 26 in accordance with the energy trans fer profile . A combination of two or more of these and other performance measure s may be used as a ba sis for deciding which pulsed charging profile and energy transfer prof ile to use for charging the battery 26 of the electric vehicle 20 . In some embodiments , a user may be allowed to prioritize one or more of such performance measures , for example because on some days they may want to minimi ze costs , and on other days charging time . Alternatively, a number of pos sible pulsed charging profiles or energy trans fer profiles may be pre sented to the user, accompanied by one or more respective performance measure s . The user may then be allowed to pick their preferred pulsed charging profile or energy transfer profile to be used for charging the battery 2 6 of the electric vehicle 20 . The energy trans fer profile optimi zation algorithm may, for example , employ a lookup table , a mathematical model , or an artificial neural network , linking the performance mea sure to the battery type information and/or the battery status data . Accordingly, one or more of such techniques are used to predict a performance of various available pulsed charging profiles and/or energy transfer profile s based on relevant battery properties .

When an energy transfer profile ha s been designed or selected, an exchange of charging parameters defining that energy transfer profile occurs in a subsequent energy trans fer instruction step 45 . This exchange of charging parameters between the EV controller 24 and the EVSE controller 14 occurs over the primary data connection 31 and can therefore be fully compliant with any global (or local ) standard that is used by the electric vehicle 20 and the EV charging station 10 .

In line with the exchanged instructions , and thus in accordance with the e stablished energy transfer prof ile , the energy transfer through the power cable pair 33 is then initiated in an energy transfer step 46 . The energy trans fer may occur in both directions . The EV charger 10 may transfer electric energy to the electric vehicle 20 to charge the batteries 26 thereof , or the electric vehicle 20 may dis charge its batteries 26 to the grid or a local electrical power storage facility by transferring electric energy to the EV charger 10 . Actually, the pulsed charging profile will typically comprise series of alternating time intervals during which the batteries 26 of the electric vehicle 20 are charged and discharged at different voltage levels. The overall effect of the execution of the pulsed charging profile on the state of charge may be negative, neutral, or positive. The full energy transfer profile may include one or more episodes of pulsed charging, alternated with one or more periods of continuous charging or discharging of the batteries 26 of the electric vehicle 20.

During the execution of the energy transfer profile, the charging profile is continuously monitored. This monitoring may lead to adjustment of the energy transfer profile, or, when needed, even aborting of the energy transfer. Monitoring and control of the standard, nopulsed charging and discharging periods may occur as normal using the primary data connection 31 and the agreed data communication protocol. The pulsed charging sessions are monitored by the EV controller 24, the EVSE controller 14, or both. Charging monitoring data generated by the two controllers 14, 24 may be exchanged as part of the proprietary data exchanged over the proprietary secondary data connection 32. One or both controllers 14, 24 may then process the charging monitoring data to decide on any adaptations that may be needed to the pulsed charging profile and update the adjusted charging parameters in the primary data connection 31 using the agreed data communication protocol. This allows the pulsed charging service to generate charging monitoring and control data while the pulsed charging takes place, and to communicate and process this data regardless of whether the primary data connection and the pre-agreed data communication protocol are configured for exchanging such data.

While many possible variations of a battery charging method according to the invention have been described above , it will be clear to the s killed person that additional variations and modifications can be made without departing from the s cope of the invention as claimed in the appended claims .

Claims

C L A I M S

1. A method of charging a battery (26) of an electric vehicle (20) , the method comprising:

- establishing a primary data connection (31) between an EV controller (24) of the electric vehicle (20) and an EVSE controller (14) of an EV charging station (10) for exchanging data in accordance with an agreed data communication protocol,

- the EVSE controller (14) communicating to the EV controller (24) that a pulsed charging service is available ,

- the EV controller (24) communicating to the EVSE controller (14) that the pulsed charging service is desired,

- establishing a proprietary secondary data connection (32) between the EV controller (24) and the EVSE controller (14) for exchanging data related to the pulsed charging service, and

- exchanging charging parameters between the EV controller (24) and the EVSE controller (14) over the primary data connection (31) to establish an energy transfer profile, wherein the energy transfer profile comprises a pulsed charging profile and is at least partly determined based on the data exchanged through the proprietary secondary data connection (32) .

2. A method as claimed in Claim 1, wherein the data exchanged through the proprietary secondary data connection (32) comprises battery type information and/or battery status data.

3. A method as claimed in Claim 2, wherein the battery status data comprises a current battery temperature and/or a current battery state of charge.

4. A method as claimed in any of Claims 1 to 3, further comprising executing an energy transfer profile optimization algorithm configured for predicting an energy transfer profile performance measure based on the data exchanged through the proprietary secondary data connection (32) and the pulsed charging profile.

5. A method as claimed in Claim 4, wherein the energy transfer profile performance measure comprises at least one of:

- an amount of electrical energy needed for charging the battery (26) in accordance with the energy transfer profile ,

- an amount of electrical power utilized for charging the battery (26) in accordance with the energy transfer profile ,

- an amount of time needed for charging the battery (26) in accordance with the energy transfer profile, and

- an amount of battery deterioration caused by charging the battery (26) in accordance with the energy transfer profile .

6. A method as claimed in Claim 4 or 5, wherein the energy transfer profile optimization algorithm employs at least one of a lookup table, a mathematical model, and an artificial neural network, linking the energy transfer profile performance measure to battery type information and/or battery status data.

7. A method as claimed in any preceding Claim, wherein the communicating that a pulsed charging service is available and/or the communicating that the pulsed charging service is desired occurs over the primary data connection (31) and in accordance with the agreed data communication protocol .

8. A method as claimed in any preceding Claim, further comprising :

- initiating a pulsed charging session in accordance with the established energy transfer profile,

- monitoring the pulsed charging session by the EV controller (24) and/or the EVSE controller (14) to generate charging monitoring data, and

- processing the charging monitoring data by the EV controller (24) and/or the EVSE controller (14) to generate charging control data based thereon, and wherein

- the proprietary data exchanged via the secondary data connection (32) is at least partly based on the charging monitoring data and/or the charging control data.

9. A method as claimed in any preceding Claim, wherein the agreed data communication protocol is defined by an ISO 15118 standard.

10. A method as claimed in any preceding Claim, the agreed data communication protocol is defined by an ISO 15118-20 standard .

11. A computer program product comprising machine readable instructions which, when executed by a computer, are arranged to perform a method according to any of Claims 1 to 10.

12. An EV charging station (10) for charging a battery (26) of an electric vehicle (20) , the EV charging station (10) comprising an EVSE controller (14) that is configured to :

- establish a primary data connection (31) with an EV controller (24) of the electric vehicle (20) for exchanging data in accordance with an agreed data communication protocol,

- communicate to the EV controller (24) that a pulsed charging service is available,

- receive from the EV controller (24) a confirmation that the pulsed charging service is desired,

- establish a proprietary secondary data connection (32) with the EV controller (24) for exchanging data related to the pulsed charging service, and

- exchange charging parameters with the EV controller (24) over the primary data connection (31) to establish an energy transfer profile, wherein the energy transfer profile comprises a pulsed charging profile and is at least partly determined based on the data exchanged through the proprietary secondary data connection (32) .