Description:TECHNICAL FIELD
[0001] The present disclosure relates to management of electric load in charging systems which charge battery-powered vehicles. In particular, the present disclosure provides a system and a method for optimizing electrical load in multi-level structures for charging electric vehicles.

BACKGROUND
[0002] As Electric Vehicle (EV) adoption has witnessed a remarkable surge in recent years, an EV charging station plays an important role in the infrastructure. Electric Vehicle Supply Equipment (EVSE) is commonly known as an electric vehicle charging station or charging point. EVSE is the infrastructure that supplies electric energy for recharging EVs. These stations are used to connect an EV to an electricity supply to charge the vehicle’s battery.
[0003] One of the major challenges with existing EVSE is the variety of charging connectors and standards. Different regions and manufacturers have adopted various charging standards and charging modes posing complexity for the users to find compatible charging stations, especially during long journeys or while using a different charger than the one provided by the vehicle’s manufacturer. Further, in most of the apartments and societies, dedicated EV charging load needs to be distributed across multiple isolated zones. In locations where additional load for EV charging is not considered, increasing the allocated load involves extra cost on wiring, deposits, and other operational and maintenance charges. At times of high peak demand, the Distribution Companies (DISCOMs) may need to dynamically control the allocation for EV charging stations to ensure that critical and primary energy demands are met.
[0004] The International Standard IEC 61851-1 pertaining to EV conductive charging system defines four modes of charging: a Mode 1–standard socket outlet with domestic installation, a Mode 2-standard involves the use of special cable that provides required protection against electric shock, a Mode 3-AC EV equipment permanently connected to an AC supply network, and a Mode 4-Direct Current (DC) EV supply equipment. The mode 1 represents no communication between EV and EVSE. The mode 2 represents that communication between the EV and the EVSE exists, but there is no fixed installation (i.e., portable). The mode 3 and mode 4 represent communication between EV and EVSE through Control Pilot (CP), e.g., both analog and digital communication like Controlled Area Network (CAN).
[0005] Further, conventional system discloses incompatibility between the mode 1 and mode 3/mode 4 charging, and catering to the said charging modes of the vehicles in a charging installation leads to increase in cost, and non-optimal use of real estate. For example, in a parking lot, where multiple chargers are being installed, the number of chargers installed are limited based on availability of electrical load and availability of space.
[0006] There is, therefore, a need for a system and a method for optimizing electrical load in multi-level structures for charging electric vehicles using appropriate charging mode, in a cost-effective manner, and enable selection of a charging mode dynamically to overcome the deficiencies in the prior art(s).

OBJECTS OF THE PRESENT DISCLOSURE
[0007] A general object of the present disclosure is to provide a system and a method for optimizing electrical load in multi-level structures for charging electric vehicles in an efficient and a cost-effective manner.
[0008] An object of the present disclosure is to provide a system that dynamically manages the electrical load drawn by an Electric Vehicle (EV) charger based on the allocated electric load at various levels.
[0009] Another object of the present disclosure is to provide a system that implements appropriate decisive calls based on the availability of power to optimally charge the EV at multi-level structures.
[0010] Another object of the present disclosure is to provide a system that seamlessly performs load balancing at different levels of the infrastructure by enabling customization at each level as per user’s requirements.
[0011] Another object of the present disclosure is to provide an effective system that enables a multi-mode charging of the EVs at the multi-level structures.
[0012] Another object of the present disclosure is to eliminate the scenarios such as electrical overloading, and installations of over-sized of electrical cables in the infrastructure for charging the EVs.
[0013] Another object of the present disclosure is to eliminate installation of multiple chargers in the infrastructure for charging the EVs.

SUMMARY
[0014] Aspects of the present disclosure relate to management of electric load in charging systems which charge battery-powered vehicles. In particular, the present disclosure provides a system and method for optimizing electrical load in multi-level structures for charging electric vehicles.
[0015] In an aspect, the present disclosure describes a system for optimizing electrical load in multi-level structures for charging electric vehicles. The system includes at least one Central Load Manager (CLM), at least one Energy Monitoring Unit (EMU) and at least one Load Management Unit (LMU). The at least one CLM can be configured to monitor and control a power consumption in the at least one LMU based on at least one control command. The at least one EMU can be coupled to the at least one CLM, and the at least one EMU can be configured to measure one or more parameters and publish data to the at least one CLM in real-time. The at least one LMU can be coupled to the at least one CLM and at least one charging port of at least one Electric Vehicle Supply Equipment (EVSE) to provide an optimized power supply for charging the at least one EV located at the multi-level structure.
[0016] In some embodiments, the at least one LMU includes one or more Electric Vehicle Supply Equipment (EVSE) configured to determine and select one or more charging modes, and provide the optimized power supply to the at least one EV located at the multi-level structure.
[0017] In some embodiments, the one or more EVSE includes at least one central controller unit coupled to the at least one CLM and at least one energy monitoring device. The one or more EVSE can be configured to measure, compute and transfer one or more factors using one or more communication modes to each of the at least one CLM.
[0018] In some embodiments, the one or more communication modes are configured to enable interaction between the at least one CLM and the at least one LMU, and the at least one CLM and the at least one EMU. The one or more communication modes comprise at least one of a wired communication module and/or at least one of a wireless communication module.
[0019] In some embodiments, the one or more parameters include a power, a voltage, a current, and a power factor.
[0020] In some embodiments, the at least one control command includes a power limit update, a current limit update, a start charging command, a stop charging command, and a charge interruption command.
[0021] In some embodiments, the one or more charging modes include a mode-1, a mode-2, a mode-3, and a mode-4.
[0022] In some embodiments, the one or more EVSE can be configured to provide an Alternating Current (AC) input supply to one or more input protections and the at least one energy monitoring device coupled to the at least one central controller unit. Further, the one or more EVSE can be configured to compute the one or more factors to appropriately select the one or more charging modes based on the at least one charging port to provide the optimized power supply to the at least one EV.
[0023] In some embodiments, the at least one CLM at a first level of the multi-level structure can be configured to receive one or more attributes from the at least one LMU and the at least one EMU at the first level to set up one or more initial configurations. Further, the at least one CLM can be configured to compute at least one of a weight and a total power corresponding to each of the at least one LMU and the at least one EMU at the first level. An output power limit is generated for each of the at least one LMU at the first level to provide the optimized power supply to the at least one EV.
[0024] In some embodiments, the at least one CLM at a second level of the multi-level structure can be configured to receive the one or more attributes from the at least one CLM at the first level and the at least one EMU at the second level to set up the one or more initial configurations. Further, the at least one CLM can be configured to compute at least one of a weight and a total power corresponding to each of the at least one LMU at the second level including each of the at least one CLM, the at least one LMU, and the at least one EMU of the first level. An output power limit is generated for each of the at least one LMU at the second level to provide the optimized power supply to the at least one LMU.
[0025] In some embodiments, the at least one CLM at the second level can be configured to detect an occurrence of a breaching condition. The breaching condition is detected during charging the at least one EV based on analyzing the output power limit for each of the at least one LMU at the second level.
[0026] In some embodiments, the occurrence of the breaching condition results in reducing the output power limit of each of the at least one LMU at the first level and each of the at least one LMU at the second level based on a computed weight. The occurrence of a non-breaching condition results in increasing the output power limit of each of the at least one LMU at the first level and each of the at least one LMU at the second level based on the computed weight.
[0027] In an aspect, the present disclosure describes a method for optimizing electrical load in a multi-level structure for charging electric vehicles. The method includes providing, by one or more Electric Vehicle Supply Equipment (EVSE), an input supply to one or more input protections and at least one Energy Monitoring device to compute one or more factors for charging at least one Electric Vehicle (EV) located at the multi-level structure. The method includes receiving, by at least one Central Load Manager (CLM), one or more attributes from at least one Load Management Unit (LMU) and at least one EMU to set up one or more initial configurations at the multi-level structure. The method includes enabling operation of the one or more EVSE based on at least one control command. The method includes appropriately selecting, by the one or more EVSE, one or more charging modes to provide an optimized power supply to the at least one EV located at the multi-level structure.
[0028] Various objects, features, aspects and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.

BRIEF DESCRIPTION OF THE DRAWINGS
[0029] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0030] FIGs. 1A and 1B illustrate exemplary block diagram and schematic representation of a proposed system for optimizing electrical load, respectively, according to embodiments of the present disclosure.
[0031] FIGs. 2A and 2B illustrate exemplary block diagrams of a Central Load Manager (CLM) and an Energy Monitoring Unit (EMU) of a proposed system for optimizing the electrical load, respectively, according to embodiments of the present disclosure.
[0032] FIGs. 3A and 3B illustrate an exemplary schematic representation of a proposed system for optimizing the electrical load in a multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0033] FIG. 4 illustrates an exemplary block diagram of a proposed Electric Vehicle Supply Equipment (EVSE) for optimizing the electrical load in a multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0034] FIG. 5 illustrates an exemplary block diagram for optimizing the electrical load in a multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0035] FIG. 6 illustrates an exemplary flow diagram for optimizing the electrical load by the CLM at a first level of the multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0036] FIG. 7 illustrates an exemplary flow diagram for optimizing the electrical load by a Load Management Unit (LMU) at the first level of the multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0037] FIG. 8 illustrates an exemplary flow diagram for optimizing the electrical load by the CLM at a second level of the multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0038] FIGs. 9A and 9B illustrate exemplary schematic representations of a proposed system for installation and optimization of the electrical load in the first and the second level of the multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.

DETAILED DESCRIPTION
[0039] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such details as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the scope of the present disclosures as defined by the appended claims.
[0040] Embodiments explained herein relate to management of electric load in charging systems which charge battery-powered vehicles. In particular, the present disclosure provides a system and a method for optimizing electrical load in multi-level structures for charging electric vehicles.
[0041] In an aspect, the present disclosure describes a system for optimizing electrical load in multi-level structures for charging electric vehicles. The system includes at least one Central Load Manager (CLM), at least one Energy Monitoring Unit (EMU), and at least one Load Management Unit (LMU). The at least one CLM can be configured to monitor and control a power consumption in the at least one LMU based on at least one control command. The at least one EMU can be coupled to the at least one CLM, and the at least one EMU can be configured to measure one or more parameters and publish data to the at least one CLM in real-time. The at least one LMU can be coupled to the at least one CLM and at least one charging port of at least one Electric Vehicle Supply Equipment (EVSE) to provide an optimized power supply for charging the at least one EV located at the multi-level structure.
[0042] In an aspect, the present disclosure describes a method for optimizing electrical load in a multi-level structure for charging electric vehicles. The method includes providing, by one or more Electric Vehicle Supply Equipment (EVSE), an input supply to one or more input protections and at least one Energy Monitoring Device to compute one or more factors for charging at least one EV located at the multi-level structure. The method includes receiving, by at least one CLM, one or more attributes from at least one LMU and the at least one EMU to set up one or more initial configurations at the multi-level structure. The method includes enabling operation of the one or more EVSE based on at least one control command. The method includes appropriately selecting, by the one or more EVSE, one or more charging modes to provide an optimized power supply to the at least one EV located at the multi-level structure.
[0043] FIGs. 1A and 1B illustrate exemplary block diagram (100) and schematic representation (150) of a proposed system (102) for optimizing electrical load, respectively, according to embodiments of the present disclosure.
[0044] With reference to FIGs. 1A and 1B, a system (102) for optimizing electrical load in multi-level structures for charging electric vehicles is provided. For example, the system (102) may charge one or more electric vehicles in the multi-level structures by selecting appropriate changing modes. For instance, the multi-level structures include, but not limited to, different sections of commercial-residential buildings, parking zones, and the like. The multi-level structures include, but not limited to, a first level, a second level, a third level, and the like.
[0045] Further, the system (102) may include, without limitation, at least one CLM (104), at least one EMU (106), and at least one LMU (108). The at least one CLM (104) can be configured to monitor and control a power consumption in the at least one LMU (108) based on at least one control command. The at least one EMU (106) can be coupled to the at least one CLM (104), and the at least one EMU (106) can be configured to measure one or more parameters and publish data to the at least one CLM (104) in real-time. The at least one LMU (108) can be coupled to the at least one CLM (104) and at least one charging port (112) (also interchangeably know as outlet (112), herein) of at least one EVSE (110) to provide an optimized power supply for charging the at least one EV (114) located at the multi-level structure.
[0046] In an embodiment, the at least one LMU (108) includes one or more EVSE (110) configured to determine and select one or more charging modes, and provide the optimized power supply to the at least one EV (114) located at the multi-level structure. The one or more charging modes may include, but not limited to, a mode-1, a mode-2, a mode-3, and a mode-4. Referring to FIG. 1B, the EVs (114-1), (114-2) are coupled to the EVSE (110) via an outlet-1 (112-1) and an outlet-2 (112-2), respectively. The EVSE (110) determines and selects the one or more charging modes, and provides the optimized power supply to the EV-1 (114-1) by using mode-1, and the EV-2 (114-2) by using mode-3 and/or mode-4, via the outlet-1 (112-1) and the outlet-2 (112-2), respectively. It may be appreciated that other configurations of charging mode may be possible within the scope of the present disclosure.
[0047] FIGs. 2A and 2B illustrate exemplary block diagrams (200), (250) of a CLM and an EMU of a proposed system for optimizing the electrical load, respectively, according to embodiments of the present disclosure.
[0048] With reference to FIG. 2A, the exemplary block diagram (200) relates to the CLM (104). The CLM (104) may include, without limitation, a processor/controller (202), a wired communication module (204), and a wireless communication module (206). The at least one CLM (104) is configured to monitor and control a power consumption in the at least one LMU (108) based on at least one control command. The at least one control command may include, but not limited to, a power limit update, a current limit update, a start charging command, a stop charging command, a charge interruption command, and the like. In some embodiments, the functionality of at least one CLM (104) is to monitor one or more inputs from various sources which includes, but not limited to, a cloud, a user, an implementation of configuration, and the like. Further, additional devices may be used to establish the wired communication module (204) and the wireless communication module (206) for enabling communication between the individual components.
[0049] In addition, the at least one CLM (104) can be configured to compute as a cloud component running on a remote server. The at least one CLM (104) is not restricted to running exclusively on edge endpoints, but also function as a cloud-based component hosted on a remote server. Thus, enabling flexibility in deployment allows for dynamic management of resources and distribution of load in a distributed computing environment. By operating in the cloud, the at least one CLM (104) can efficiently oversee and allocate electrical load to each one of the at least one LMU (108), thereby, enabling seamless coordination between the at least one CLM (104) and the at least one LMU (108) along with the at least one EMU (106).
[0050] With reference to FIG. 2B, the exemplary block diagram (250) relates to the EMU (106). The EMU (106) may include, without limitation, an energy meter (208), a wired communication module (210), and a wireless communication module (212). The at least one EMU (106) can be coupled to the at least one CLM (104), and the at least one EMU (106) can be configured to measure one or more parameters and publish data to the at least one CLM (104) in real-time. The one or more parameters may include, but not limited to, a power, a voltage, a current, a power factor, a cumulative energy, and the like.
[0051] In an embodiment, the wired communication module (204, 210) may include, but not limited to, a Power Line Communication, an Ethernet Network, a Fiber-Optic Communication, a Controller Area Network (CAN), and the like. In an embodiment, the wireless communication module (206, 212) may include, but not limited to, a Wi-Fi (Wi-Fi), a Bluetooth, a Zigbee, a Long-Range (LoRa) network, a Mesh Technology, a Wireless Smart Utility Network (Wi-SUN), Bluetooth Low Energy (BLE), and the like.
[0052] FIGs. 3A and 3B illustrate exemplary schematic representations (300), (350) of a proposed system for optimizing the electrical load in a multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0053] With reference to FIGs. 3A and 3B, exemplary schematic representations (300), (350) of the proposed system (102) relates to a single-level structure (also known as level-1, herein), and a multi-level structure (also known as level-1, level-2,…, level-N, herein), respectively.
[0054] In an embodiment, the proposed system (102) includes the one or more EVSE (110) (EVSE-1 (110-1), EVSE-2 (110-2), EVSE-3 (110-3)…EVSE-N (110-N)) communicatively coupled to each other via one or more communication modes such as SERIAL/PLC/CAN/Wi-Fi. Further, the one or more EVSE (110) may be communicatively coupled to the at least one CLM (104) at one or more levels (LEVEL-1, LEVEL-2,…, LEVEL-N). Furthermore, the at least one CLM (104) is coupled to at least one at least one energy monitoring device (304). Further, one or more additional devices (306) can be used to establish the wired communication module (204) and the wireless communication module (206) for enabling communication between the individual components.
[0055] In another embodiment, at level-1, the one or more EVSE (110) acting as L1 LMU (108-1) are communicatively coupled to the L1 CLM (104-1), and an Energy Meter (208-1) of the at least one EMU (106-1) is configured to publish non-EVSE power consumption. In another embodiment, at level-2, the one or more L1 Installation, which consists of the at least one L1 LMU (108-1) and at least one EMU (106-1) communicatively coupled to the L1 CLM (104-1), acting as L2 LMU (108-2) are communicatively coupled to the L2 CLM (104-2), and the Energy Meter (208-2) of the at least one EMU (106-2) is configured to publish power consumption other that L1 installations. Further, at level-N, the one or more level (N-1) installations acting as LN LMU (108-N) is communicatively coupled to the LN CLM (104-N), and the Energy Meter (208-N) of the at least one EMU (106-N) is configured to publish live power consumption other that LN-1 installations to the LN CLM (104-N).
[0056] FIG. 4 illustrates an exemplary block diagram (400) of a proposed EVSE for optimizing the electrical load in a multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0057] With reference to FIG. 4, an exemplary schematic representation (400) is shown for one or more EVSE (110). The components or the sub-components of the one or more EVSE (110) may include, without limitation, an Alternating Current (AC) input source (402), an input protection (404-1, 404-2), an Energy Monitoring Device (EMD) (406-1, 406-2), at least one central controller unit (408), a control and power circuit (410-1, 410-2), a wired communication module (412-1), a wireless communication module (412-2), and a communication circuit (414). Further, the one or more EVSE (110) are configured to determine and select one or more charging modes, and provide the optimized power supply to the at least one EV (114-1, 114-2) located at the multi-level structure.
[0058] In an embodiment, the one or more EVSE (110) may include at least one central controller unit (408) coupled to the at least one CLM (104) and at least one energy monitoring device (406). The one or more EVSE (110) measures, computes, and transfers one or more factors using one or more communication modes to each of the at least one CLM. The one or more factors may include, but not limited to, a phase wise current, a phase wise voltage, a power factor, a real power, a reactive power, an apparent power and an energy with the cumulative real energy, reactive energy, apparent energy, a Total Harmonic Distortion, and the like.
[0059] In an embodiment, the one or more EVSE (110) may be connected to an input voltage source (402) to charge the at least one EV (114) with Mode 1 or Mode 3/Mode 4. Further, the AC input (402) is given to the one or more EVSE (110) (single phase or three-phase) which is provided to the at least one input protection (404) and the at least one Energy Monitoring Device (EMD) (406), which communicates with the at least one central controller unit (408) to compute one or more factors and select one or more charging modes, and provide the optimized power supply to the at least one EV (114-1, 114-2) located at the multi-level structure.
[0060] In an embodiment, the input protection-1 (404-1) can provide the power supply to the EMD-1 (406-1) to compute the data and provide the power supply to the outlet-1 (410-1) coupled to the EV-1 (114-1) with mode 1 charging with no communication. In another embodiment, the input protection-2 (404-2) can provide the power supply to the EMD-2 (406-2) to compute the data and provide the power supply to the outlet-2 (410-2) coupled to the EV-2 (114-2) with mode 3/mode 4 charging with communication via charging connector (418).
[0061] In an embodiment, the wireless communication module (412-1) may include, but not limited to: a Wi-Fi, a Bluetooth, a Zigbee, a LoRa network, a Mesh Technology, a Wi-SUN, BLE, and the like. The wired communication module (412-2) may include, but not limited to, a Power line Communication, an Ethernet Network, a Fiber-Optic Communication, a CAN, and the like.
[0062] FIG. 5 illustrates an exemplary block diagram (500) of a proposed system for optimizing the electrical load in a multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0063] With reference to FIG. 5, an exemplary block diagram (500) of the one or more EVSE (110) is based on real-time constraints set by the level-1 L1 CLM (104-1), where the LMU (108) enables either mode-1 and/or mode-3/mode-4 charging and limits the load current of mode-3/mode-4 based on power availability. The central controller (408) in the EVSE (110) may act as L1 LMU (108-1) with the wired communication module/wireless communication module towards L1 CLM (104-1). Further, for each of the L2 LMU (108-2) of the multi-structure which includes L1 EVSE (110-1), L1 EMU (106-1) and L1 CLM (104-1), electrical load in a multi-level structure is optimized for charging electric vehicles. The output generated by the L1 CLM (104-1) is total power consumed at level L1 in real-time. The output generated by the L2 CLM (104-2) pertains to power limits to each L2 LMU (108-2).
[0064] FIG. 6 illustrates an exemplary flow diagram (600) for optimizing the electrical load by the CLM at a first level of the multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0065] In an embodiment, the L1 CLM (104-1) at a first level receives the one or more attributes from the least one LMU (108). The one or more attributes may include, but not limited to: a live power data, a session energy, a session energy target, a session duration, and a session deadline.
[0066] At step 602, the method may include computing one or more weights for each of the LMU (108), at level-1. Further, the inputs to L1 CLM (104-1) include an overall and phase wise power limits received from L2 CLM (104-2) or from initial configuration. Furthermore, L1 CLM (104-1) computes live power consumption of non-EV charging load from L1 EMU (106-1).
The one or more weights may be a function of normalized variables. For example, Weight = f (live power, session energy, session target energy, session duration, session deadline).
[0067] At step 604, the method may include computing total power and phase wise power based on the live power consumption of EVSE and Non-EVSE Loads i.e. input from each of the EMU i.e., L1 EMU (106-1), and L1 LMU (108-1). The total power = S (Live power from LMUs), the Total Phasei power = S (Live power from LMU belonging to Phasei).
[0068] At step 606, the method may include detecting an occurrence of a breaching condition. The breaching condition is detected during charging the at least one EV (114) based on analyzing the total power consumption at Level 1and power limit set by the at least one CLM (108-2) at the second level.
[0069] Further, at step 606-1, the occurrence of the breaching condition results in reducing the output power limit of each of the at least one LMU (108-1) at the first level based on a computed weight. If breaching condition occurs, the power limit of specific LMUs is reduced based on their corresponding weights i.e. [Probability of Reduce Plimit for a LMU ? LMU Weight].
[0070] Furthermore, at step 606-2, the occurrence of a non-breaching condition results in increasing the output power limit of each of the at least one LMU (108-1) at the first level based on the computed weight. If breaching condition does not occur, power limit for specific LMUs is increased based on their corresponding weight i.e. [Probability of increase Plimit for a LMU ?1/LMU Weight].
[0071] FIG. 7 illustrates an exemplary flow diagram (700) for optimizing the electrical load by a LMU at the first level of the multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0072] At step 702, the method may include computing session energy and session duration based on the L1 LMU (108-1) being active on one port at a time along with the power limit received from L1 CLM (104-1).
[0073] At step 704, the method may include measuring the live power consumed by the active port.
[0074] At step 706, the method may include detecting an occurrence of a breaching condition. The breaching condition is detected during charging the at least one EV (114) based on analyzing the measured power limit for each of the at least one LMU (108-1) at the first level.
[0075] At step 708, the method may include continuing charging and communication with the EV (114) to limit the Power to Plimit.
[0076] At step 710, the method may include detecting presence of communication between the EV (114) and the EVSE (110).
[0077] Further, at step 710-1, the method may include detecting absence of communication between the EV (114) and the EVSE (110) resulting in pausing the charging session. If session is paused and (last non-zero Plive) is greater than Plimit, then the power transfer is turned off, i.e., pausing charging session between the EV (114) and the EVSE (110) and charging session will be resumed once the power limit, updated from the L1 CLM, becomes more than the last non zero Plive.
[0078] Furthermore, at step 710-2, the method may include detecting presence of communication between the EV (114) and the EVSE (110). If energy transfer in progress and Plive is greater than Plimit, then resulting in reduced availability of power to Plimit. i.e., continuing the charging session between the EV (114) and the EVSE (110) by reducing available power to Plimit.
[0079] In an embodiment, the output obtained from the L1 LMU (108-1) to L1 CLM (104-1) includes a session duration with time/duration since session start, a session energy transferred to the EV during the charging session, the session deadline with expected plug out time, session target with expected amount of Energy (in kWh) for session completion.
[0080] FIG. 8 illustrates an exemplary flow diagram (800) for optimizing the electrical load by the CLM at a second level of the multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0081] At step 802, the method may include computing energy based on the timeframe for each LMU.
[0082] At step 804, the method may include computing the one or more weights corresponding to each L2 LMU (108-2). The one or more weights may be a function of normalized variables. For example, Weight = f (live power,Energy consumption).
[0083] At step 806, the method may include computing total power based on the live power from the non EVSE loads at level 2 i.e. input from each EMU. The total power = (S (Live power from LMUs) + EMU).
[0084] At step 808, the method may include detecting an occurrence of a breaching condition. The breaching condition is detected during charging the at least one EV (114) based on analyzing the total power consumption at each of the at least one LMU (108-2) at the second level.
[0085] Further, at step 808-1, the occurrence of the breaching condition results in reducing the output power limit of the at least one LMU (108-2) at the second level based on a computed weight. If breaching condition occurs, the power limit of specific LMUs is reduced based on their corresponding weights i.e. [Probability of Reduce Plimit for a LMU ? LMU Weight].
[0086] Furthermore, at step 808-2, the occurrence of a non-breaching condition results in increasing the output power limit of the at least one LMU (108-2) at the second level based on the computed weight. If breaching condition does not occur, power limit for specific LMUs is increased based on their corresponding weight i.e. [Probability of increase Plimit for a LMU ?1/LMU Weight].
[0087] FIGs. 9A and 9B illustrate exemplary schematic representations (900, 950) of a proposed system for installation and optimization of the electrical load in the first and the second level of the multi-level structure for charging electric vehicles, according to embodiments of the present disclosure.
[0088] With reference to FIGs. 9A-9B, the one or more EVSE (110) are installed in the multi-level structure, for instance, a parking lot. The one or more EVSE (110) are connected to each other and the L1 CLM (104-1) using the wireless communication module (412-1) and the wired communication module (412-2). The one or more EVSE (110) may be of heterogeneous type based on multiple charging ports, and single charging port. When the users enter the session target energy and deadlines before starting the session, one or more EVSE (110) may periodically publish the power and session data to the L1 CLM (104-1) and operate as per the at least one control command instructed by the L1 CLM (104-1).
[0089] In an embodiment, the multi-level structures may include one or more parking zones as L2 LMU (108-2) which can be connected to the L2 CLM (104-2) using the wireless communication module (412-1) and the wired communication module (412-2). The L2 CLM (104-2) dynamically dictates the total and phase-wise power limits in individual parking zones (L1 installations) for providing an optimized power supply to the at least one EV (114) located at the multi-level structure.
[0090] While the foregoing describes various embodiments of the disclosure, other and further embodiments of the disclosure may be devised without departing from the basic scope thereof. The scope of the disclosure is determined by the claims that follow. The disclosure is not limited to the described embodiments, versions or examples, which are included to enable a person having ordinary skill in the art to make and use the present disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[0091] The present disclosure optimizes electrical load in multi-level structures for charging electric vehicles in an efficient and a cost-effective manner.
[0092] The present disclosure provides a system that dynamically manages the electrical load drawn by an Electric Vehicle (EV) charger based on the allocated electric load at various levels.
[0093] The present disclosure provides a system that implements appropriate decisive calls based on the availability of power to optimally charge the EVs in multi-level structures.
[0094] The present disclosure provides a system that seamlessly performs load balancing at different levels of the infrastructure by enabling customization at each level as per user’s requirements.
[0095] The present disclosure provides an effective system that enables a multi-mode charging of the EVs in the multi-level structures.
[0096] The present disclosure eliminates the scenarios such as electrical overloading, and installations of over-sized of electrical cables in the infrastructure for charging the EVs.
[0097] The present disclosure eliminates the need for installation of multiple chargers in the infrastructure for charging the EVs.

List of References:
System (102)
Central Load Manager (CLM) (104)
Energy Monitoring Unit (EMU) (106)
Load Management Unit (LMU) (108)
Electric Vehicle Supply Equipment (EVSE) (110)
Charging port/outlets (112)
Electric Vehicle (EV) (114)
Central Load Manager (CLM) at level-1 (104-1)
Energy Monitoring Unit (EMU) at level-1 (106-1)
Load Management Unit (LMU) at level-1 (108-1)
Central Load Manager (CLM) at level-2 (104-2)
Energy Monitoring unit (EMU) at level-2 (106-2)
Load Management Unit (LMU) at level-2 (108-2)
Alternating Current (AC) input source (402)
Input protections (404)
Energy Monitoring Device (EMD) (406)
Central controller unit (408)

, Claims:1. A system (102) for optimizing electrical load in a multi-level structure for charging electric vehicles (114), the system (102) comprising:
at least one Central Load Manager (CLM) (104) configured to monitor and control a power consumption in at least one Load Management Unit (LMU) (108) based on at least one control command;
at least one Energy Monitoring Unit (EMU) (106) coupled to the at least one CLM (104), and configured to measure one or more parameters and publish data to the at least one CLM (104) in real-time; and
the at least one LMU (108) coupled to the at least one CLM (104) and at least one charging port (112) of at least one Electric Vehicle Supply Equipment (EVSE) (110) to provide an optimized power supply for charging at least one Electric Vehicle (EV) (114) located at the multi-level structure.

2. The system (102) as claimed in claim 1, wherein the at least one LMU (108) comprises:
the at least one EVSE (110) configured to determine and select one or more charging modes, and provide the optimized power supply to the at least one EV (114) located at the multi-level structure.

3. The system (102) as claimed in claim 2, wherein the one or more EVSE (110) comprises:
at least one central controller unit (408) coupled to the at least one CLM (104) and at least one Energy Monitoring Device (EMD) (406), and configured to measure, compute, and transfer one or more factors using one or more communication modes to each of the at least one CLM (104).

4. The system (102) as claimed in claim 3, wherein the one or more communication modes are configured to enable interaction between the at least one CLM (104) and the at least one LMU (108), and the at least one CLM (104) and the at least one EMU (106),
and wherein the one or more communication modes comprise at least one of a wired communication and/or at least one of a wireless communication.

5. The system (102) as claimed in claim 1, wherein the one or more parameters comprise at least one of: a power, a voltage, a current, and a power factor.

6. The system (102) as claimed in claim 1, wherein the at least one control command comprises at least one of: a power limit update, a current limit update, a start charging command, a stop charging command, and a charge interruption command.

7. The system (102) as claimed in claim 2, wherein the one or more charging modes comprise at least one of: a mode-1, a mode-2, a mode-3, and a mode-4.

8. The system (102) as claimed in claim 3, wherein the one or more EVSE (110) are configured to:
provide an Alternating Current (AC) input (402) supply to one or more input protections (404) and the at least one EMD (406) coupled to the at least one central controller unit (408); and
compute the one or more factors to appropriately select the one or more charging modes based on the at least one charging port (112) to provide the optimized power supply to the at least one EV (114).

9. The system (102) as claimed in claim 1, wherein the at least one CLM (104-1) at a first level of the multi-level structure is configured to:
receive one or more attributes from the at least one LMU (108-1) and the at least one EMU (106-1) at the first level to set up one or more initial configurations;
compute at least one of a weight and a total power corresponding to each of the at least one LMU (108-1) and the at least one EMU (106-1) at the first level; and
generate an output power limit for each of the at least one LMU (108-1) at the first level to provide the optimized power supply to the at least one EV (114).

10. The system (102) as claimed in claim 9, wherein the at least one CLM (104-2) at a second level of the multi-level structure is configured to:
receive the one or more attributes from the at least one LMU (108-2) at the second level and the at least one EMU (106-2) at the second level to set up the one or more initial configurations;
compute at least one of a weight and a total power corresponding to each of the at least one LMU (108-2) at the second level comprising each of the at least one CLM (104-1), the at least one LMU (108-1), and the at least one EMU (106-1) of the first level; and
generate the output power limit for each of the at least one LMU (108-2) at the second level to provide the optimized power supply to the at least one LMU (108-2) at second level.

11. The system (102) as claimed in claim 10, wherein the at least one CLM (104-2) at the second level is configured to:
detect an occurrence of a breaching condition while charging the at least one EV (114) based on analyzing the power limit and power consumption of each of the at least one LMU (108-2) at the second level and the at least one EMU (106-2) at the second level.

12. The system (102) as claimed in claim 11, wherein the occurrence of the breaching condition results in reducing the output power limit of each of the at least one LMU (108-2) at the second level based on a computed weight, and
wherein an occurrence of a non-breaching condition results in increasing the output power limit of each of the at least one LMU (108-2) at the second level based on the computed weight.

13. A method for optimizing electrical load in a multi-level structure for charging electric vehicles, the method comprising:
providing, by one or more Electric Vehicle Supply Equipment (EVSE) (110), an Alternating Current (AC) input (402) supply to one or more input protections (404) and at least one Energy Monitoring Device (406) to compute one or more factors for charging at least one Electric Vehicle (EV) (114) located at the multi-level structure;
receiving, by at least one Central Load Manager (CLM) (104), one or more attributes from at least one Load Management Unit (LMU) (108) and at least one Energy Monitoring Unit (EMU) (106) to set up one or more initial configurations at the multi-level structure;
enabling operation of the one or more EVSE (110) based on at least one control command; and
appropriately selecting, by the one or more EVSE (110), one or more charging modes to provide an optimized power supply to the at least one EV (114) located at the multi-level structure.