NL2034533B1

NL2034533B1 - Emergency Service request via CCS charging port

Info

Publication number: NL2034533B1
Application number: NL2034533A
Authority: NL
Inventors: Arnoldus Antonius Adams Ralf; Johannes Bernardus Wijnans Hendricus
Original assignee: Total Safety Solutions B V
Priority date: 2023-04-11
Filing date: 2023-04-11
Publication date: 2024-01-25
Also published as: DE202024101783U1; WO2024215197A1; WO2024215189A1; NL2034533A

Abstract

A charge connection simulator for an electric vehicle designed as a charge plug and programmed, such as by circuit board, for 5 digital communication, beyond PP and low level CP communication as defined in IEC 61851, with the vehicle via the combined charging system (CCS) charging port of an electric vehicle via CP, PLC, or CAN, for bringing the vehicle into a safe state, and wherein the simulator optionally comprises a resistance between 10 PP and PE connection pins.

Description

Emergency Service request via CCS charging port

The present invention firstly relates to an electric vehicle energy supply equipment (EVSE), such as a charge plug, a charging cable, a charging station, or a charge connection simulator, and designed for communicating with the vehicle via the combined charging system charging port. EVSE is here thus also considered to include charge connection simulators.

Secondly, the invention further relates to an electric vehicle comprising a combined charging system (CCS) charging port, such as of European standard type 1 or type 2 and for communicating data over such port.

Thirdly, the invention relates to a computer implemented method for enacting an emergency mode in an electric vehicle for first responders.

Presently, data that is communicated over the charge port by an electric is fairly limited. This is to safeguard internal systems from being attacked through outside access points on the vehicle, such as by car thieves. As a result, thermal runaway detection {TRD} is presently largely limited to standard protocol communication in which few or in for some vehicles only circumstantial indicators for thermal runaway can be obtained from the communicated data. The data that is available over the charge port also depends on the manner of charging and the type of communication used. Different data sets are available using different forms of communication.

Currently, the only charge connection simulator available to emergency services is able to provide some security to emergency services on the before mentioned front. Additionally, by simulating the charge connection, the simulator is used to trigger automatic safety protocols which prevent a car from both starting, and if started from driving.

The combination of detecting thermal runaway, and ensuring that a car does not start to drive by itself under any circumstance is a powerful one.

First responders are heroes who risk their lives on the daily for the safety and wellbeing of others. So they deserve the best.

It's an aim of the invention to provide first responders with more safety and more security while they perform their duties.

In order to provide the first responders with more accurate thermal runaway detection or at least more information on the status of the vehicle the invention proposes the following.

The EVSE according to the invention is to be designed and programmed, such as by circuit board comprising a processor, for communicating with the vehicle via the combined charging system (CCS) charging port of an electric vehicle via CP or PLC, or optionally CAN, so as to retrieve data on the status, such as information relating to the battery, of the vehicle via communication protocols, such but not limited to data that is restricted to diagnostic protocol communication or inaccessible via said charging port during at least one type of charging operation, for detecting thermal runaway or a risk thereof. It should be understood that different data sets are available for different forms of charging operations, DC and AC charging allows for mutually different data sets to become available. A user may optionally be alerted thereof, the system may also simply allow for a general diagnostic via the CCS. This may be handy for vehicles which are to be impounded, for example. It is unfortunately common that such cars aren't in the best of conditions. In such a case imminent risk are less of a concern, but one would still like the establish that the car is

- 3 = effectively ok, and will not be a risk once placed next to other cars in a lot. It is optional to have such a tool bring the vehicle into a safe state, but this combination is, as mentioned, incredibly useful. A safe state may also separately from this example be characterized by a vehicle which is prevented from driving and starting. This is not to be confused with a vehicle that is only prevented from starting, because in many crash situations the car is already started and just therefor an anti- start won't be sufficient to keep a vehicle from auto locomotion.

Optionally, the safe state may comprise the high voltage system being both disengaged and discharged. The safe state may separately also involve doors, hood and trunk to become unlocked to allow ready access to first responders.

The functionality of the above invention is intended to be included in the “Emergency Plug” from Total Safety Solutions as known from WO2022081004A1. Accordingly, the EVSE according to the invention may be a charge plug designed for only simulating an electrical charging connection as opposed to actually providing an electrical charging connection with said electric vehicle, wherein the EVSE is designed for simulating at least one but preferably mutually different electrical charging connections, such as AC and DC charging connections. This beneficially allows the most useful data set to be extracted from the vehicle for the purpose of providing a thermal runaway risk. Optionally, the charge plug would comprise a resistance between PP and PE connection pins, and such pins, and is provided with a circuit board comprising a processor designed for facilitating the communication with the vehicle.

In one particularly beneficial form the EVSE may be programmed for following at least one communication protocol, such as IEC 61851-1, SAE J3068 ISO 1511802 and/or SAE J2847/2, for detecting an active error associated with the electric vehicle, such as battery over temperature. It is noted that also separate from this example over temperature relates to the batteries in the high voltage battery system. These particular protocols ensure a rapid and convenient indication of risk to be determined even if a vehicle is not updated to have newer protocols which allow for OBD and/or UDS communication data to be exchanged over the

CCS charge port. This feature may be present in combination with any other feature as non-updated vehicles should also aided.

In addition to the before mentioned the EVSE may be designed for alerting a user, such as via a indicator comprised thereon, a wirelessly paired interface or a distant server, upon the detection said active error. First responders find such early warning of an error relating to battery temperature particularly useful in that they understand that there is thus a significantly increased risk of short circuit and possibly a thermal runaway in the near future, or ongoing. This allows emergency personal to properly assess urgency and necessary personal protection in a critical situation, such as when injured people are involved and need to be removed from a vehicle.

In some cases an electric vehicle may be provided such that emergency services may be allowed access to information usually exclusively available to electronic control modules within the vehicle, and not communicated via a CCS charge port. This is a matter of incorporating certain software protocols, such as via software update, in existing vehicles. This would itself be a vehicle according to the invention, and this is expected by the inventors to become the norm for electric vehicles in the future.

This allows EVSE’s to also evolve effectively.

EVSE's may for example be programmed to select an Energy Transfer

Mode for the vehicle via PLC for enabling a diagnostic protocol communication, such as OBD and/or UDS, over CP using LIN-CP and/or over PE using PLC communication, such that the EVSE is able to receive said data from electronic control modules in the vehicle, such as the BMS or PDU of the high voltage battery bank or the VCU.

Alternatively or additionally EVSE's may be programmed to interface, such as via a protocol handshake, over CP using LIN-

CP enabling a diagnostic protocol communication, such as OBD and/or UDS, over CP using LIN-CP and/or over PE using PLC communication, such that the EVSE is able to receive the data from electronic control modules in the vehicle, such as the BMS or PDU of the high voltage battery bank or the VCU.

In order to retrieve the most relevant indicators of grievous problems with the battery system the data that is communicated over the charge port may comprise at least one of the following: - TRD detection status; — maximum cell temperature; — HV Bus voltage, after contactors; — HV link voltage, before contactors; and — Isolation Monitoring Device Status

The person skilled in the art will understand which contactors are meant in the high voltage system, and that the pre-charge contactor opens and the HV positive contactor closes to drive the system. The voltages are therefor telling of whether the drive train is still engaged, and the high voltage system is active.

In order to make the data more intuitively and readily available to users of the EVSE, such as first responders the EVSE may be designed to display or communicate said data or a representation, such as in the form of a predefined light signal, to a user via an interface, such as one or more LEDs comprised in said EVSE or a display. It is also possible for the EVSE to emit sounds, like a verbal warning communicating the data, or a sound code or series of audio bursts. To this end the EVSE may also comprise the necessary audio means.

In order to provide additional safety the EVSE may be designed to instruct or otherwise trigger the electric vehicle to both disengage and discharge after being connected to the vehicle.

To this end the vehicle can also be programmed to receive and execute such instructions from the EVSE. In order to prevent carjacking the activation of a corresponding diagnostic protocol by the car, or transmission of instructions, may comprise a verification step of the user, such as simultaneous vehicle key signaling, or a time delay such as 5-20 seconds. A short activation of a car alarm during such time delay may additionally be useful in the case of carjacking, so as to alert the driver of the fact that the EVSE is being communicatively connected and requesting the emergency protocol. Other options may also be considered.

It is separately or additionally possible for the EVSE to be programmed for communicating over charging port with the vehicle to at least one of: - disable hazard lights and/or car horn; — disable a Safety Restraint Systems; - open or unlock doors, hood and/or hatch; and - apply seat & steering column adjustment.

This should beneficially aid emergency services to obtain more easy access to individuals or items in the vehicle, such as after a crash. It may also save rescue time when one races against the clock under the risk of, or during an imminent or active, thermal runaway.

It should go without saying that first responders are to be protected against the unexpected auto-locomotion of a vehicle.

To this end the EVSE may be programmed for communicating over charging port with the vehicle to:

- disable vehicle drive; and/or - apply the vehicles park brake in order to stabilize the vehicle.

Alongside these actions, the thermal status of the high voltage battery bank of the vehicle may be monitored and an alarm may be provided to the EVSE user based said status.

According to a second aspect of the invention there is provided an electric vehicle comprising a combined charging system (CCS) charging port according to IEC 62196, such as comprising a

European standard type 1 IEC 62196-1, or type 2 IEC 62196-2 for

AC charging, wherein the vehicle is programmed for diagnostic protocol communication via the combined charging system, and wherein the electric vehicle allows the retrieval of data that is otherwise restricted or prevented via such charge port communications.

An electric vehicle may additionally or separately, to the before mentioned be described as comprising an electric charge port for charging said vehicle, an on-board charger (OBD), a vehicle control unit (VCU) and a battery management system for a high voltage battery system of the vehicle, wherein the electric vehicle is programmed {for allowing diagnostics communication, such as OBD and/or UDS, via the charge port, such as a control pilot or a power line of the charge port.

Optionally, the data comprises at least one of the following: — thermal runaway detection status; — maximum cell temperature; — HV Bus voltage, after contactors; — HV link voltage, before contactors; and — Isolation Monitoring Device Status.

In yet another advantageous design the wherein the vehicle is programmed for diagnostic protocol communication LIN-CP, and/or wherein the vehicle is programmed for diagnostic protocol communication via PLC.

According to a third embodiment of the invention there is provided a computer implemented method for enacting an emergency communication mode in an electric vehicle using a charge port connected unit, such as each comprising a processor, and comprising the steps of: - establishing PLC and/or LIN-CP between the vehicle and unit; - setting up, by vehicle, a diagnostic protocol communication, such as OBD and/or UDS; - retrieving, by connected unit, data on the status of the vehicle via said diagnostic protocol communication via the charge port; and optionally - detecting thermal runaway via said retrieved data.

It is to be understood that the method is executed by vehicle and charge port connected unit, such as charge plug designed for simulating an electrical charging connection.

Effectively for the execution of this method the vehicle and plug, or better yet their respective processors, would be working in tandem.

Optionally, the method comprises the step of: — disengaging and discharging, by the vehicle, of the high voltage system.

In more detail the method involves establishing a power line communication (PLC), only further optionally according to

ISO/IEC 15118, for a Vehicle to Grid Charger (V2G) interface.

The feature of ISO/IEC 15118 can itself be extracted and need not be seen as inextricably linked to the benefit of this particular more detailed option. The method further comprises:

- Gg - - establishing communication based on a sequence of predefined messages, wherein said messages are transmitted using an XML protocol; — selecting a dedicated Energy Transfer Mode for emergencies from a plurality of available Energy Transfer Mode modes, wherein the exact predefined data being transmitted depends upon the selected Energy Transfer Mode, wherein said dedicated Energy Transfer Mode allows the vehicle to set up diagnostic protocol communications over the charge port, wherein the data comprises max cell temperature data via said

PLC communication within the selected Energy Transfer Mode.

It is also possible for the method to involve establishing LIN-

CP communication. Both types of communication, LIN-CP and PLC, may be established by the same charge plug designed for simulating an electrical charging connection, or other EVSE.

The method involves establishing LIN-CP communication between the vehicle and the charge port connected unit, wherein the method further comprise: - sending, by the charge port connected unit, only one interface version protocol for by the charge port connected unit to the electric vehicle; — selecting, by the electric vehicle, said only provided interface version protocol; and wherein the diagnostic protocol communication is set up, by the electric vehicle, based on said only one interface version protocol.

According to a fourth aspect of the invention there is provided a charge connection simulator for an electric vehicle designed as a charge plug and programmed, such as by circuit board, for communicating with the vehicle via the combined charging system (CCS) charging port of an electric vehicle via PLC and/or CAN for bringing the vehicle into a safe state, and wherein the simulator optionally comprises a resistance between PP and PE connection pins. CP communication is also possible alternatively or additionally possible.

A list of abbreviations is further provided herein below. After which a technical analysis is provided supporting the working of the invention as well as additional insights.

Abbreviation Description

AC Alternating Current

ACDP Automatic Connection Device Pantograph

CAN Controller Area Network

CCS Combined Charging System

DC Direct Current

EV Electric Vehicle

EVSE Electric Vehicle Supply Equipment

LIN-CP Local Interconnect Network on the Control

Pilot

PHEV Plug-in Hybrid Electric Vehicle

PLC Power Line Communication

TRD Thermal Runaway Detection

TSS Total Safety Solutions

V2G Vehicle to Grid communication

WPT Wireless Power Transfer

HVBS High Voltage Battery System

Inv Inverter

OBC On Board Charger

VCU Vehicle Control Unit

In order to achieve interoperability between the vehicle and the infrastructure, the following standards exist: - SAB Jl1772: North American standard for electrical connectors for electric vehicles - IEC 61851: international standard for electric vehicle conductive charging systems

- IEC 62752: 'In-Cable Control and Protection Device' voor mode-2-laden van elektrische wegvoertuigen {IC-CPD) - ISO 15118: Standard for AC & DC Digital charging communication — DIN 70121: Standard for DC Digital charging communication only - VDV 261/463: value-added services to ISO 15118 — SAE J3068: North American Standard for AC charging communication (LIN-CP) — SAE J2847: North American Standard for DC charging communication (PLC) - IEC 62196: Plugs, socket-outlets, vehicle connectors and vehicle inlets - GB/T 20234: Chinese standard for electrical connectors for electric vehicles

Figure 1 shows the perceived relationship between the charging standards. Each of these standards may be exploited by the invention. For digital communication typically the following methods are being used: - LIN-CP - PLC - CAN

LIN-CP: IEC 61851-1 specifies a control pilot function that provides bidirectional communication between LIN nodes in the charging station and in the EV.

PLC: In an updated standard due in 2012, SAE proposes to use power line communication, specifically IEEE 1901, between the vehicle, off-board charging station, and the smart grid, without requiring an additional pin; SAE and the IEEE Standards

Association are sharing their draft standards related to the smart grid and vehicle electrification. [29]

P1901 communication is compatible with other 802.x standards via the IEEE 1905 standard, allowing arbitrary IP-based communications with the vehicle, meter or distributor, and the building where chargers are located. P1905 includes wireless communications. In at least one implementation, communication between the off-board DC EVSE and PEV occurs on the pilot wire of the SAE J1772 connector via HomePlug Green PHY power line communication (PLC). This is to say, the invention, such as the

EVSE like the charge simulation plug may be provided with a transmitter-receiver for wireless communication with the vehicle.

CAN is used for high-level communication in DC GB/T and DC

CHAdeMO. CAN is a message-oriented multi-master protocol for quick serial data exchange between electronic control units in automotive engineering and factory automation.

For the so called charge connection simulator plug to set-up digital communication, such as PLC and/or LIN-CP, with the vehicle the plug may be designed to: e support the PP, with 100 Ohm and/or 70 Ohm resistance (Rc), such as for single phase DC charging ® support CP PWM generation, by a circuit board comprising a processor, comprised in the plug; e optionally support a release button, for releasing the plug from the charge port, when the charge port locks the plug; e support PLC Communication according ISO/IEC 15118 / SAE

J2847, by said circuit board comprising a processor; e support LIN-CP Communication according IEC-61851 / SAE

J3068, by said circuit board comprising a processor; e Establish PP connection e Establish CP connection with 5% duty cycle ® Check CP Status, such as B or C, indication that correct connection is established and thus communication is possible.

Side notes: a. For Emergency plug it is important that the charging session will not be started. This can easily be accomplished by leaving the CP connection open. However to start the PLC communication the charging session must be started by setting the CP to 5%. Most likely the charge session will not start due to missing precharge capabilities. b. PLC according ISO/IEC 15118 is quite an extensive / complex protocol. Typically Transport Layer Security (TLS) is required. c. CP Status D is only supported with PLC communication. LIN-

CP does not support D.

The digital communication via LIN-CP is implemented according

IEC 61851-1 for EU. Table D.13 of IEC 61851-1 and subsequent tables shows the available services per communication state.

Here “EvStatus” indicates that something is wrong and the “EvErrorList” indicates which error is active. This service is in almost every state available except in the version selection and sleep phase. “EvStatusOp” contains the operating status of the EV. “Value Oxb 10 (02 dec)” represents that there is an error in the EV other than communication. This signal can be used to indicate that something is wrong in the vehicle. Further an “EvErrorList” indicates which error is active and is only available in the Error state. This information may be used by the EVSE, but does not specify in great detail what exactly is wrong with the vehicle.

The digital communication via PLC is implemented according ISO 15118-2 for EU and via SAE J2847-2 for North America. The protocols are basically the same with some different details.

The EvStatus can here be found in the following messages: — CableCheckReg — PreChargeReg

— CurrentDemandReg — WeldingDetectionReqg — EVChargeParameterType — EVPowerDeliveryParameterType

This EvStatus contains the following information: — EvReady — EvErrorCode — EvRessSoc

From this message the EvErrorCode can be used as fault indication. Table B.1 in ISO 15118-2 shows the available error codes.

As can be seen from table B.1. “EvErrorCode 0x2” refers to over (or under) temperature. This is an indirect indication of

Thermal Runaway, and is an error that is always expected to appear once thermal runaway 1s imminent or ongoing. This information may thus be used by the EVSE.

For extended emergency services an adaptation of the standards is required. The following paragraphs show the concept.

The basic concept for requesting the emergency services is to set up a dedicated communication protocol in order to allow

OBD/UDS communication over the CP/PE communication line using either LIN-CP or PLC communication. Within this OBD/UDS protocol the vehicle data can be obtained via the OBD protocol and dedicated RESCUE services can be requested via UDS. Such services may comprise any one of: - disengaging and discharging the HV system; - disabling hazard lights and/or car horn; — disabling a Safety Restraint Systems; - opening or unlocking doors, hood and/or hatch; and - applying seat & steering column adjustment.

- disabling the vehicle drive; - applying the vehicles park brake in order to stabilize the vehicle; and/or — monitoring the thermal status of the high voltage battery bank of the vehicle and provide an providing a user alarm based on said status.

UDS already supports security access methods in order to prevent misuse.

The high level idea is summarized as: - Add OBD / UDS protocel to grid charger interface via specific mode — Add Rescue services to UDS protocol - Implement rescue service handling (OEM + EVSE / Emergency plug) — CCS communication to be used for EV's with operational CCS port — OBD communication to be used for non-EV’s or if CCS port is not operational

With this concept all existing physical interfaces can be used and rescue services can be implemented by means of software updates only.

This idea is visualized in Figure 2. In Figure 2 the protocol to utilize the CCS port depends upon the communication technology used and thus is different for LIN-CP as it is for

PLC communication. How to deal with this is described in the following sections.

LIN-CP is only intended for AC communication, meaning that it has only one charge/data selection protocol built in. However it does start with an interface version protocol handshake. This version handshake can be the entry point for defining a new /

additional version dedicated for rescue services. In the protocol the EVSE sends all the supported services and the EV (vehicle) will select one of the list.

What can be done is sending only one, such as the new dedicated, interface version for setting up the OBD/UDS communication and then the vehicle can then only select this one.

The PLC communication is established according to ISO / IEC 15118. The Vehicle to Grid Charger (V2G) interface which is based upon a XML protocol follows a dedicated sequence of predefined messages.

Within the current protocols there is currently no data available which can be used for thermal runaway detection (e.g. max cell temperature). It will be extremely hard (almost impossible) to change the sequence of this communication protocol without disrupting the world's charging infrastructure,

However the exact predefined data which is being transmitted depends upon the selected “Energy Transfer Mode”. Currently the following modes are defined: — AC single phase charging according to IEC 62196; — AC three phase charging according to IEC 62196; - DC charging according to IEC 62196 on the core pins; — DC charging using the extended pins of an IEC 62196-3 configuration EE or configuration FF connector; - DC charging using the core pins of an IEC 62196-3 configuration EE or configuration FF connector; and — DC charging using a dedicated DC coupler.

This option provides room for creating another type of Energy

Transfer Mode. Therefore the proposal is to create another “Energy Transfer Mode” e.g. OBD-UDS in order to set up the

OBD/UDS communication.

As a complete XML still needs to be defined, there can be a lot of freedom created in the selection of the required data as long as GDPR regulations are being honored.

Information which is typically desired for rescue applications is: - TRD detection status — Max cell temperature — HV Bus voltage (after contactors) — HV link voltage (before contactors) — Isolation Monitoring Device Status

In recapitulation the invention is three fold. Consisting of an

EVSE preferably a charge connection simulator that is able to digitally communicate with the vehicle beyond low level CP and

PP so as to retrieve more indicative data comprising indicators of the risk of thermal runaway or just being able to provide EV status warnings to a user of the EVSE, such as using LIN-CP or

PLC. Existing vehicle may be programmed so as to allow additional communication modes over LIN-CP or PLC, even allowing diagnostics communication. The computer implemented method is one of a EVSE and vehicle working in tandem, using their respective processors, such as the VCU. This means that the method for the exchange of data between vehicle and EVSE is itself also subject to the application.

Accordingly, the invention is defined by the following facets: 1. An electric vehicle comprising an electric charge port for charging said vehicle, an on-board charger (OBD), a vehicle control unit (VCU) and a battery management system for a high voltage battery system of the vehicle, wherein the electric vehicle is programmed for enabling diagnostics communication, such as OBD and/or UDS, via the charge port, such as a control pilot or a power line of the charge port. 2. The vehicle according to facet 1, designed such that the diagnostics communication over the charge port is enabled, such as exclusively enabled, as a result of a digital communicative interaction between the vehicle and a charge port connected unit, such as a charge station or charge connection simulator, and wherein optionally the vehicle is designed disengage and discharge its high voltage electric system in response to said digital communicative interaction. 3. The vehicle according to facet 1 or 2 designed, such as programmed, for diagnostic protocol communication via LIN-CP, and/or via PLC.

4. An electric vehicle, optionally according to facet 1, 2 or 3, comprising a charging port, and optionally such as comprising a type 1 SAE J1772 or type 2 SAE J3068 port for AC charging, wherein the electric vehicle allows the transmission of data via the LIN-CP or PLC that is otherwise restricted, such as would be unavailable in PP and low level CP communication such as defined in IEC 61851 in response to a digital communication established by a charge connection simulator.

5. An electric vehicle supply equipment (EVSE), such as a charge plug, a charging cable, a charging station or a combination thereof or preferably a charge connection simulator, wherein said EVSE is designed and programmed, such as by circuit board, for communicating with the vehicle via the charging port of an electric vehicle via control pilot or power line, and/or optionally CAN, so as to retrieve data on the status of the vehicle via the charge port of a vehicle that is inaccessible in low level CP communication such as defined in IEC 61851, such as data that is restricted to diagnostic protocol communication or otherwise inaccessible via said charging port in at least one of the available charging modes for said vehicle, for

— detecting thermal runaway or an increased risk thereof, and optionally alerting a user thereof, and/or - bringing the vehicle into a safe state. 6. The EVSE according to facet 5, wherein the EVSE is a charge plug designed for simulating an electrical charging connection, wherein the EVSE comprises an electrical resistance associated with its proximity pilot contact, such as a 100 Ohm and/or 70

Ohm resistance, for allowing a pilot connection to be established; wherein the plug comprises a circuit board with a processor and is programmed for setting up digital communication, such as PLC and/or LIN-CP with the vehicle; wherein the plug is designed for CP pulse width modulation generation, such as a 5% duty cycle; and wherein the plug is further designed to support: - PLC communication, such as according ISO/IEC 15118 / SAE

J2847 and/or - LIN-CP Communication, such as according IEC-61851 / SAE

J3068; and wherein the plug is optionally programmed to leave a CP connection open once established. 7. A computer implemented method for enacting an emergency communication mode in an electric vehicle using a charge port connected unit, such as each comprising a processor, and comprising the steps of: - establishing PLC and/or LIN-CP between the vehicle and unit; - setting up, by vehicle, a diagnostic protocol communication, such as OBD and/or UDS; - retrieving, by connected unit, data on the status of the vehicle via said diagnostic protocol communication via the charge port; and optionally — detecting thermal runaway, or an increased risk thereof, based on said retrieved data. 8. The method according to facet 7 comprising the step of: — disengaging and discharging, by the vehicle, of the high voltage system.

9. The method according to facet 7 or 8, wherein the unit is a charge plug designed for simulating an electrical charging connection. 10. The method according to any one of facets 7-9, wherein a PLC is established according to ISO/IEC 15118 for a

Vehicle to Grid Charger (V2G) interface, further comprising - establishing communication based on a sequence of predefined messages, wherein said messages are transmitted using an XML protocol; — selecting a dedicated Energy Transfer Mode for emergencies from a plurality of available Energy Transfer Mode modes, wherein the exact predefined data being transmitted depends upon the selected Energy Transfer Mode, wherein said dedicated Energy

Transfer Mode allows the vehicle to set up diagnostic protocol communications over the charge port, wherein the data comprises max battery cell temperature data via said PLC communication within the selected Energy Transfer Mode. 11. The method according to any one of facets 7-9, wherein LIN-CP communication between the vehicle and the charge port connected unit is established, wherein the method further comprise: - sending, by the charge port connected unit, only one interface version protocol for by the charge port connected unit to the electric vehicle; - selecting, by the electric vehicle, such as forces selecting, of said only provided interface version protocol; and wherein the diagnostic protocol communication is set up, by the electric vehicle, based on said only one interface version protocol. 12. The EVSE according to facet 5 or 6, wherein the

EVSE is a charge plug designed for only simulating an electrical charging connection as opposed to actually providing an electrical charging connection with said electric vehicle, wherein the EVSE is provided with a circuit board comprising a processor designed for facilitating said communication with the vehicle. 13. The EVSE according to facet 5, 6 or 12, programmed for following at least one communication protocol, such as IEC 61851-1, SAE J3068 ISO 1511802 and/or SAE J2847/2, for detecting an active error associated with the electric vehicle, such as battery over temperature. 14. The EVSE according to facet 13, designed for alerting a user, such as via a indicator comprised thereon, a wirelessly paired interface or a distant server, upon the detection said active error.

15. The EVSE according to any of the preceding facets 5, 6, or 12-14, programmed to select an Energy Transfer Mode for the vehicle via PLC for enabling a diagnostic protocol communication, such as OBD and/or UDS, over CP using LIN-CP and/or over PE using PLC communication, such that the EVSE is able to receive said data from electronic control modules in the vehicle, such as the BMS or PDU of the high voltage battery bank or the VCU.

16. The EVSE according to any one of preceding facets 5, 6, or 12-15, programmed to interface, such as via a protocol handshake, over CP using LIN-CP enabling a diagnostic protocol communication, such as OBD and/or UDS, over CP using LIN-CP and/or over PE using PLC communication, such that the EVSE is able to receive the data from electronic control modules in the vehicle, such as the BMS or PDU of the high voltage battery bank or the VCU.

17. The EVSE according to any one of facets 5, 6 or 12-16, wherein the data comprises and the EVSE retrieves at least one of the following: - TRD detection status; — maximum cell temperature; — HV Bus voltage, preferably as after contactors; - HV link voltage, preferably before contactors; and — Isolation Monitoring Device Status and optionally displays or communicates said data or a representation, such as a light signal, to a user via an interface, such as one or more LEDs comprised in said EVSE. 18. The EVSE according to any one of facets 5, 6 or 12-17, designed for causing the high voltage system of the vehicle to both disengage and discharge after being connected to the vehicle. 19. The EVSE according to any one of facet 5, 6 or 12- 18, programmed for communicating over charging port with the vehicle to at least one of: - disable hazard lights and/or car horn; — disable a Safety Restraint Systems; - open or unlock doors, hood and/or hatch; and - apply seat & steering column adjustment. 20. The EVSE according to any one of facet 5, 6 or 12- 19, programmed for communicating over charging port with the vehicle to: - disable vehicle drive; - apply the vehicles park brake in order to stabilize the vehicle; and/or — monitor the thermal status of the high voltage battery bank of the vehicle and provide an provide a user alarm based said status. 21. A charge connection simulator designed as a charge port plug for an electric vehicle and further designed and programmed, such as by circuit board, for digital communication, beyond PP and low level CP communication as defined in IEC 61851, with the vehicle via the combined charging system (CCS) charging port of an electric vehicle via CP, PLC, or CAN, for bringing the vehicle into a safe state, and wherein the simulator optionally comprises a resistance between PP and

PE connection pins. 22. A charge connection simulator, such as according to facet 21, to set-up digital communication, such as PLC and/or

LIN-CP, with the vehicle the plug designed to:

- support the PP, with 100 Ohm and/or 70 Ohm resistance (Rc) comprised in the plug, such as for single phase DC charging — support CP PWM generation, by a circuit board comprising a processor, comprised in the plug; — optionally support a release button comprised in the plug, for releasing the plug from the charge port, when the charge port locks the plug; - support PLC Communication according ISO/IEC 15118 / SAE

J2847, by said circuit board and/or support LIN-CP Communication according IEC-61851 / SAE

J3068, by said circuit board; wherein the simulator is designed for the following when connected to the charge port of an electric vehicle: - Establish PP connection with a vehicle; - Establish CP connection with the vehicle, such as with 5% duty cycle; - Check CP Status indication that correct connection is established, such as by circuit board; and — optionally displaying said correct connection using an indicator, such as an LED or display, comprised in the plug. 23. The simulator according to facet 22, wherein the simulator is programmed to leave the CP connection is open.

Claims

CONCLUSIONS

An electric vehicle comprising an electric charging port for charging that vehicle, an on-board charger (OBD), a vehicle control unit (VCU) and a battery management system for a high voltage battery system of the vehicle, the electric vehicle being programmed to enable diagnostic communication, such as OBD and/or UDS, via the charging port, such as a control pilot or a power line from the charging port.

A vehicle according to claim 1, designed so that the diagnostic communication via the charging port can be activated, such as exclusively activated, as a result of a digital communicative interaction between the vehicle and a unit connected to the charging port, such as a charging station or charging connection simulator, and wherein optionally the vehicle is designed to switch off and discharge its high voltage electrical system in response to the digital communicative interaction.

3. Vehicle according to claim 1 or 2, designed, as programmed, for diagnostic protocol communication via LIN-CP, and/or via PLC.

4. Electric vehicle, such as but not necessarily according to any one of claims 1-3, provided with a charging port, which optionally includes a type 1 SAE J1772 or type 2 SAE J3068 port for AC charging, whereby the electric vehicle allows the transfer of data via the LIN-CP or PLC that is otherwise limited, as would not be available in PP and CP low-level communications as defined in IEC 61851, and in response to a digital communication established by a charging connection simulator.

5. An electric vehicle supply device (EVSE), such as a charging plug, a charging cable, a charging station or a combination thereof or preferably a charging connection simulator, whereby the EVSE is designed and programmed, for example by means of a printed circuit board with processor, for communicating with the vehicle via the charging port of an electric vehicle via control pilot or power line, and/or optional CAN, to retrieve vehicle status data via the charging port of a vehicle that is not accessible in low level CP communication as defined in IEC 61851, such as data limited to diagnostic protocol communications or otherwise inaccessible through said charging port in at least one of the available charging modes for said vehicle, for - detecting thermal runaway or an increased risk thereof based on the data, and possibly alerting a user thereof, and/or — bringing the vehicle into a safe condition.

The EVSE of claim 5, wherein the EVSE is a charging plug designed to simulate an electrical charging connection, wherein the EVSE includes an electrical resistor associated with its proximity pilot contact, such as a 100 Ohm and/or 70 Ohm resistor , to enable the establishment of a pilot connection; wherein the plug comprises a printed circuit board with a processor and is programmed to set up digital communication, such as PLC and/or LIN-CP with the vehicle; wherein the plug is designed to generate CP pulse width modulation, such as a 5% duty cycle; and where the plug is further designed to support: - PLC communication, as per ISO/IEC 15118 / SAE J2847 and/or - LIN-CP Communication, as per IEC-61851 / SAE J3068; and wherein the plug is optionally programmed to leave a CP connection open once established.

7. A computer-implemented method of establishing an emergency communication mode in an electric vehicle using a unit connected to a charging port, each device comprising a processor and comprising the following steps: - establishing PLC and/ or LIN-CP between vehicle and unit; — setting up, per vehicle, a diagnostic protocol for communication, such as OBD and/or UDS; - retrieval, by connected unit, of data on the status of the vehicle via said diagnostic protocol communication via the charging port; and optional — detecting thermal runaway, or an increased risk thereof, based on the data collected.

8. Method according to claim 7, comprising the step of ! — disconnecting and discharging from the high-voltage system by the vehicle.

A method according to claim 7 or 8, wherein the charging port connected unit is a charging plug designed to simulate an electrical charging connection.

Method according to any one of claims 7-9, wherein a PLC is set up according to ISO/IEC 15118 for a Vehicle to Grid Charger (V2G) interface, further comprising - establishing communication based on a series of predefined messages, wherein said messages are sent using an XML protocol; — selecting a special emergency energy transfer mode from a number of available energy transfer modes, where the exact predefined data transmitted depends on the selected energy transfer mode, where the special energy transfer mode enables the vehicle to establish diagnostic protocol communications through the charging port, and where the data includes maximum battery temperature data via the PLC communication within the selected energy transfer mode.

Method according to any one of claims 7-9, wherein LIN-CP communication is established between the vehicle and the unit connected to the charging port, the method further comprising: - sending by the unit connected to the charging port only one interface version protocol for the unit connected to the charging port to the electric vehicle; - selection, by the electric vehicle, such as forced selection, of this only available interface version protocol; and wherein the diagnostic protocol communication is established by the electric vehicle based on this single interface version protocol.

12. The EVSE according to claim 5 or 6, wherein the EVSE is a charging plug that is adapted to merely simulate an electric charging connection instead of actually providing an electric charging connection to said electric vehicle, wherein the EVSE is provided with a printed circuit board comprising a processor designed to enable communication with the vehicle.

The EVSE according to claim 5, 6 or 12, programmed to follow at least one communication protocol, such as IEC 61851-1, SAE J3068 ISO 1511802 and/or SAE J2847/2, for detecting an active fault associated with the electric vehicle, such as overheating in the battery.

The EVSE of claim 13, designed to alert a user, such as via an indicator present thereon, a wireless paired interface or a remote server, upon detection of the active fault.

15. The EVSE according to any of the preceding claims

5, 6 or 12-14, programmed to select an energy transfer mode for the vehicle via PLC to enable a diagnostic protocol communication, such as OBD and/or UDS, over CP using LIN-CP and/or over PE using of PLC communications so that the EVSE can receive this data from electronic control modules in the vehicle, such as the BMS or PDU of the high voltage battery bank or the VCU.

16. The EVSE according to any of the preceding claims 5, 6 or 12-15, programmed to communicate, such as via a protocol handshake, over CP using LIN-CP allowing a diagnostic protocol communication, such as OBD and/or UDS, over CP using LIN-CP and/or over PE using PLC communication, so that the EVSE can receive the data from electronic control modules in the vehicle, such as the BMS or PDU from the high voltage battery bank or the VCU.

The EVSE according to any one of claims 5, 6 or 12-16, wherein the data includes and the EVSE retrieves at least one of the following: - TRD detection status; - maximum cell temperature; — HV Bus voltage; - HV intermediate circuit voltage; and — Insulation monitoring device status and optionally displays or communicates said data or a representation thereof, such as a light signal, to a user via an interface, such as one or more LEDs, included in said EVSE.

The EVSE according to any one of claims 5, 6 or 12-17, designed to both disconnect and discharge the vehicle's high voltage system after being connected to the vehicle.

19. The EVSE according to any one of claims 5, 6 or 12-18, programmed for communication via charging port with the vehicle to at least one of: - switching off hazard lights and/or horn;

— disable a security system; - open or unlock doors, hood and/or hatch; And - use seat and steering column adjustment.

20. The EVSE according to any one of claims 5, 6 or 12-19, programmed to communicate via the charging port with the vehicle to: - disable vehicle propulsion; — apply the vehicle's parking brake to stabilize the vehicle; and/or — monitor the thermal status of the vehicle's high-voltage battery bank and provide a user alarm based on this status.

21. A charging connection simulator for an electric vehicle, designed as a charging plug and programmed, e.g. by means of a printed circuit board, for digital communication, beyond PP and low level CP communication as defined in IEC 61851, with the vehicle via the combined charging system (CCS ) charging port of an electric vehicle via CP, PLC or CAN, for bringing the vehicle into a safe condition, and where the simulator may include a resistor between PP and PE connection pins.

22. The charging connection simulator according to claim 21, to set up digital communication, such as PLC and/or LIN-CP, with the vehicle fitted with the plug: - a resistor, such as 100 Ohm and/or 70 Ohm in an RC circuit in the plug to the PP pin; - support of CP PWM generation, through a printed circuit board containing a processor, included in the plug; — optionally a release button provided on the simulator, for releasing the plug from the charging port, when the charging port locks the plug; - support of PLC communication according to ISO/IEC 15118 / SAE J2847, by the said PCB and/or support of LIN-CP communication according to IEC-61851 / SAE J3068, by the said PCB;

wherein the simulator is designed to: - establish a PP connection with a vehicle when connected to the charging port of an electric vehicle; — Establish CP connection to the vehicle, for example with a 5% duty cycle; — check via CP status indication whether the correct connection has been established; and — possibly displaying the correct connection, or the absence thereof, using an indicator included in the plug, such as an LED or display.

The charging connection simulator of claim 22, wherein the charging connection simulator is programmed to leave the CP connection open.