The present invention relates to systems and methods for optimising or otherwise improving the utilisation of Electric Vehicle (EV) charging parking spaces. Aspects of the invention relate to systems and method for generating user specific outputs which are capable of prompting and/or influencing user behaviour to improve the utilisation of EV charging infrastructure.

Background to the invention

Parking bays or areas adjacent to or containing charging facilities for electric vehicles (EVs) - otherwise known as charging spaces - are increasing in number as the infrastructure for EVs is improved and developed. These charging spaces may become blocked by an internal combustion engine (ICE) vehicle, a non-plug-in hybrid vehicle (non- PHEV) or an EV which is not currently using the charging facilities offered by that space. When a charging space is blocked, it cannot be utilised by an EV driver in need of vehicle charging. This is not only an inconvenience for the EV driver, but also a lost earning opportunity for the charging energy supplier (or suppliers). This is a growing problem and one that is particularly prevalent for on-street charging spaces, especially those located in residential areas.

Local governments and authorities can be hesitant to implement parking bays containing charging facilities in which only EV drivers can park for policy reasons, for example because such parking bays may be negatively received by individuals who live or work nearby the proposed parking bay sites. Those who drive ICE vehicles or non-PHEVs may be negatively impacted by their inability to park in a designated EV only space (or otherwise risk being penalised or fined).

There is an imperative to provide charging facilities in universal parking bays in which all drivers are permitted to park. However, given the potential for these bays to become blocked by drivers not using the charging facilities, a problem exists in how to ensure efficient use of the charging facilities.

Given that the provision of charging facilities and charging spaces requires substantial investment and planning, and that installation of charging facilities is generally disruptive, the number of charging spaces that are able to be installed in any one location will be restricted. It is therefore important to ensure efficient utilisation of charging spaces.

US 10,192,440 describes a system for displaying parking spaces comprising a camera system which is designed to provide image indicators of parking spaces within a parking lot and a recognition unit. The recognition unit is designed to store the geographical coordinates of parking spaces present in the visual range of the camera system and to assign each parking space a respective occupation status (i.e. available or occupied) based on the image indicators.

Summary of the invention

It is amongst the aims and objects of the invention to provide a system for and/or method of improving the utilisation of EV charging spaces.

It is amongst the aims and objects of the invention to provide a system for and/or method for improving the utilisation of EV charging spaces by rewarding drivers and/or passengers for avoiding or moving out of EV charging spaces if they drive a non-chargeable vehicle (an ICE vehicle or a non-PHEV) or if they drive an EV which at the time of parking is low priority for charging, to enable the charging spaces to be efficiently utilised by EVs which require charging.

In particular, one aim of an aspect of the invention is to provide a system for and/or method of optimising the use of EV charging spaces by offering incentives to vehicle drivers and/or passengers to create effective responses and behavioural changes from those drivers and/or passengers, such as moving out of or avoiding a charging space when they do not drive a chargeable vehicle or when charging is low priority.

In particular, one aim of an aspect of the invention is to provide a system for and/or method of optimising the use of EV charging spaces by offering targeted incentives to vehicle drivers and/or passengers - including determining which incentive or incentives to offer to certain individual drivers and/or passengers and when to offer them - based on various inputs, to influence the behaviour of vehicle drivers and/or passengers and persuade them to move out of or avoid a charging space when they do not drive a chargeable vehicle or when charging is not required. Other aims and objects of the invention will become apparent from the following description.

According to a first aspect of the invention there is provided a method of optimising the utilisation of EV charging spaces, the method comprising: providing a processing means, the processing means being configured to carry out the steps of: a) receiving parking event data including information relating to the time and location of a vehicle parking event derived from a tracking device of a user; b) receiving utilisation data representative of the utilisation of a set of EV charging spaces at a known location in the vicinity of the vehicle parking event at a time or in a period of time derived from an observational monitoring system; c) receiving user data including an address associated with a user; d) receiving vehicle classification data relating to a vehicle associated with the user; and e) determining a user-specific output based on the parking event data, the utilisation data, the user data and the vehicle classification data; wherein the method comprises linking the user-specific output to a user account associated with the user to influence the behaviour of the user to improve the utilisation of the set of EV charging spaces.

The steps a) to e) above may be carried out in any order.

The set of EV charging spaces may comprise a plurality of EV charging spaces (including parking bays and parking areas). Each EV charging space in the set of EV charging spaces may be a parking space, bay or area containing or being located adjacent to a charging point such that an electric vehicle parked in the EV charging space is operable to access and use the charging point. The charging point may comprise a charging station. The charging point may comprise an access connector similar to that described in the applicant’s international patent application number WO 2019/002868.

The processing means may comprise, but is not limited to, one or more (or a combination of) computers, processors and/or software programmes. The processing means may be located in one or more components of charging infrastructure relating to the set of EV charging spaces. The processing means may be located in and/or operable to communicate with a control and distribution module which may be similar to that described in the applicant’s international patent application number WO 2019/002868 and which may be connected to an electrical network and/or a charging point or charging points associated with the set of EV charging spaces.

The processing means may be a cloud based processing means, i.e. may be accessed over the internet to store, access and/or process data. The method may therefore store, access and/or process data the using the internet and/or the cloud (e.g. using remote servers accessed over the internet).

The parking event data preferably relates to a past or current parking event of the user.

The processing means may communicate with the tracking device (and/or vice versa) to receive the information relating to the time and location of a vehicle parking event via a wireless communication protocol. The tracking device may comprise a global positioning system (GPS) which may be configured to determine the location of the user at an associated time and transmit this information to the processing means. The tracking device may transmit real-time data relating to the location of the user to the processing means. Alternative forms of tracking and tracking technology may be used. Alternatively, or in addition, the tracking device may comprise a device into which the user is able to manually input his or her location details.

The tracking device may be but is not limited to being: a mobile phone, a smartphone, a tablet, a laptop or a satnav. A plurality of user tracking devices may be interchangeably used for a single user.

From the location and time information, the processing means is preferably configured to determine whether the user has participated in a parking event (i.e. whether the vehicle associated with the user has been parked), where that parking event took place (i.e. where the vehicle is parked) and at what time that parking event took place (i.e. when the vehicle was parked). The utilisation data may relate to the status and location of each of the EV charging spaces within the set of EV charging spaces. The status of each of the EV charging spaces may relate to whether they are vacant or occupied (or ‘occupation status’). If occupied, the status of each of the EV charging spaces may additionally relate to whether they contain an EV and/or if that EV is charging (i.e. an EV charging status).

The utilisation data may be based on historical data derived from the observational monitoring system. The utilisation data may be based on trends in data derived from the observational monitoring system.

The utilisation data may be based on real-time data derived from the observational monitoring system. The utilisation data may be based on data derived from the observational monitoring system at time intervals.

The time or period of time may be the current time, or may include the current time. The time or period of time may be a future time or period of time. The time or period of time may be a time or period of time in the immediate future. Utilisation data could be received by the processing means again, representative of the utilisation of a set of EV charging spaces at a known location in the vicinity of the vehicle parking event at a later time or in a later period of time.

The processing means may communicate with the observational monitoring system (and/or vice versa) to receive the utilisation data representative of the utilisation of a set of EV charging spaces at a time or in a period of time using a wireless communication protocol.

The location of the vehicle parking event may be in or within a radius of the known location of the set of EV charging spaces.

The observational monitoring system may monitor the set of EV charging spaces. The observational monitoring system may additionally monitor ordinary parking spaces.

The observational monitoring system may comprise one or more camera units. The observational monitoring system may comprise an image processor which run image processing software. The image processing software may be run using the internet and/or store or access data using the cloud. The one or more camera units and the image processing software may be configured to identify the position of a parked vehicle and/or a parking space (including a charging space). The one or more camera units and the image processor may be configured to determine the GPS coordinates of a parked vehicle and/or a parking space (including a charging space). The one or more camera units and the image processor may be configured to: produce images of spaces, areas or vehicles within the set of EV parking spaces; store the geographical coordinates of the spaces, areas or vehicles; determine the status of a space, area or vehicle (i.e. if a space or area is available or occupied and/or if a vehicle is parked) based on the images; and relate the geographical coordinates with the status to identify where available and/or occupied spaces or areas are located and/or where a vehicle is parked. The one or more camera units and the image processor may be configured to determine one or more GPS coordinates associated with a parked vehicle. For example, the observational monitoring system may be configured to determine the GPS coordinate of each corner of a parked vehicle. The one or more camera units and the image processor may be configured to transmit the GPS coordinate data and/or status data to the processing means.

The one or more cameras may be solar powered. The one or more cameras may be mounted at a position elevated from street level, which may increase (lengthen and/or widen) their field of view. The one or more cameras may be mounted on a streetlight post. The one or more cameras may be operable to generate a video output. The one or more cameras may be operable to generate a plurality of still, image outputs. The outputs of the one or more cameras may be provided continuously, at regular or at irregular time intervals.

The image processing may be performed remotely from the camera units, such as by or in the processing means.

The observational monitoring system may comprise one or more sensors. The observational monitoring system may comprise one or more vehicle detection sensors. The vehicle detection sensors may be located on or in the ground, on a surface and/or overhead. The one or more vehicle detection sensors may include one or more sensors selected from the non-exhaustive group of: inductive sensors, ultrasonic sensors, magnetic sensors (including magnetometers and inductive sensors), light sensors and proximity sensors. The observational monitoring system may comprise processing software.

The set of EV charging spaces may be located in a field of view of the one or more cameras.

The observational monitoring system may be operable to determine the classification of a vehicle locating in an EV charging space and/or a parking space (i.e. whether it is an ICE vehicle, a non-PHEV or an EV) and thus whether it is a chargeable vehicle or a non- chargeable vehicle.

The observational monitoring system may be operable to determine whether a vehicle is connected to a charging point associated with an EV charging space of the set of EV charging spaces.

The processing means may communicate with a plurality of observational monitoring systems. The plurality of observational monitoring systems may be spatially distributed over different streets, roads, car parks, areas and/or localities to monitor a plurality of sets of EV charging spaces. The observational monitoring system, a plurality of observational monitoring systems and/or the processing means may build up a picture spanning an area comprising a plurality of EV charging spaces to determine information relating to a plurality of parking spaces and/or charging spaces, including the availability for use of those parking spaces or charging spaces, monitored by the observational monitoring system(s).

The user data may be associated with the user account associated with the user. The user account may communicate with or be stored in or on the processing means. The user account may communicate with the processing means via a wireless communication protocol.

The user account may contain information which may be input by a user and which may be stored and/or hosted on the cloud.

The information may have been or may be inputted into the user account and/or edited or accessed by the user using a user interface device (which may be the same device as the tracking device). The information may be inputted to the user account and/or edited or accessed by the user via a website and/or an application on the user interface device. Preferably, the user account is accessed using an app on a smartphone.

The address associated with the user may be, but is not limited to being, a residential home address, the address of a friend or a relative and/or a workplace address. The user data may comprise more than one address.

The user data may include additional information. The user data may include, but is not limited to, one or more of:

- the name of the user; the make and model of vehicle driven by the user;

- the age of the user;

- the gender of the user; a charging history of the user (i.e. when, for how long, where and at which rate a user has charger their EV);

- a payment history of a user (i.e. payment for EV charging - how much a user tends to spend in a charging session, whether payments have been late, whether the user has debt associated with a payment account); an incentive history of the user; and/or

- a parking location history of the user.

The incentive history of the user may be data relating to incentives I rewards historically selected by the user from the user-specific output. The incentive history of the user may be useful as it can be used to determine which incentives I rewards are more appealing and therefore persuasive to the user and which incentives I rewards are therefore more likely to motivate the driver to avoid parking in EV charging spaces now and in the future and/or to move out of an EV charging space.

The vehicle classification data may relate to the type of the vehicle associated with the user and may inform the processing means whether the user drives an ICE vehicle, a non- PHEV or an EV. The vehicle classification data may be provided to the processing means via the user account. The vehicle classification data may be provided to the processing means via the observational monitoring system. The processing means may be configured to carry out additional steps before determining the user-specific output.

The processing means may be configured to carry out one or more of the steps.

The processing means may be configured to communicate with some or all of the EV charge points associated with the set of EV charging spaces. Communication may be direct or indirect, via one or more components.

The processing means may be configured to receive data relating to the charge rate that an EV can support (i.e. whether it can receive charging at 3kW, 7kW and/or 22 kW). This data may be derived from the observational monitoring system. This data may be derived from the user data. Charging at a higher rate, such as 22kW, is faster. The processing means may therefore use this data in the arbitration of power, to optimise utilisation of the charging spaces by managing maximum charge capacity. For example, the processing means might hold data relating to the total possible load draw for the set of EV spaces. By relating this information to expected or known high demand periods for charging (which may be derived from the observational monitoring system) in the spaces as well as the possible charge rates of EV vehicles currently parked in a charging space, the processing means can determine whether one or more of the EVs currently connected for charging should be moved to a higher charging rate (i.e. from 7kW to 22kW) to speed up charging and increase the capacity that will be available for the high demand period. In this way, when the high demand period begins or occurs, the total possible load draw will no longer need to be shared by the vehicles which were moved to 22kW fast charging in advance.

To determine the user-specific output the processing means may relate all or some of the parking event data, the utilisation data, the user data and the vehicle classification data to each other.

The user-specific outputs which are awarded or offered to a user may vary for different subsets of users, which may be demographically split groups of users. This may be done to offer incentives which are likely to be or have been determined to be more attractive to users in those groups. Subsets may be arranged in one or more of the following non- exhaustive list of groups: age range, gender, location (i.e. post-code), interests, vehicle classification and/or occupation. To determine the user-specific output, the processing means may process some or all of the data that it receives. This may be done using one or more algorithms.

The processing means may process some or all of the data that it received to determine one or more of:

- charging history trends of the user or for an area; incentive history trends of the user;

- parking location history trends of the user or for an area;

- parking behaviour trends of the user or for an area (for example, where a user (or various users) tends to park when the weather is bad or late at night, if the user tends to block charging spaces or if the user does not tend to block charging spaces).

The method may comprise using machine learning which may detect and/or identify trends in the data which may be user specific and/or location or area specific.

The user-specific output may relate to an incentive and/or a choice of incentives available the user. The availability of the incentive or choice of incentives may be conditional. For example, where the processing means determines that a parking event takes place in an EV charging space and that the user drives an ICE vehicle, the availability of the incentive may be conditional on the user moving their vehicle out of the EV charging space to motivate the user to move their vehicle. The availability of the incentive or choice of incentives may be un-conditional. For example, where the processing means determines that a parking event takes place somewhere other than in an EV charging space, the unconditional award of an incentive and/or a choice of incentives may encourage a user to continue to avoid parking in EV charging spaces.

Some or all of the data received by the processing means may be stored in one or more databases to identify trends. For example, historic data relating to parking and charging may be stored in a database to identify trends in parking and/or charging demand and to determine peak, high demand times.

The trends may be used to determine a user-specific output in the form of a targeted incentive for the user. For example, more desirable and/or higher value incentives may be offered to the user to encourage the user to avoid EV charging spaces at high demand I peak times for EV charging or parking on the street or area.

In another example, more desirable and/or higher value incentives may be offered to the user if the set of EV charging spaces is located in front of or close to the address associated with the user.

Subsets of users (for example, demographically split groups of users) may be offered incentives which are likely to be more attractive to them and/or which have been determined as being more attractive based on incentive history. Subsets could be arranged by one or more of the following non-exhaustive list of groups: age, gender, location (i.e. post-code), interests, vehicle classification and/or occupation.

The decision of which incentive to offer to a user may be based, in part, on the past incentives that they have selected and/or enjoyed.

The user-specific output preferably relates to an incentive (i.e. a reward) which is offered to or made available to the user to motivate the user to park their vehicle somewhere other than in the set of EV charging spaces.

To determine the user-specific output the processing means may run one or more algorithms using some or all of the data that it has received.

The user-specific output may be the offer of an incentive which may be provided at a certain time. The type of incentive offered may be dependent on the data received by the processing means. The offer of an incentive can advantageously encourage a user to avoid parking in a charging space or to move their vehicle out of a charging space.

The user-specific output may be the provision to the user with access to an incentive which may be provided if the user parks somewhere other than the electric vehicle parking space. The provision of access to an incentive can advantageously reward a user for parking somewhere other than an electric vehicle parking space. The user-specific output may be the offer of, or provision of access to, an incentive if the location of the vehicle parking event and the known location of the set of EV charging spaces are within a proximity range of one another.

The user-specific output may be the offer of, or provision of access to, an incentive if the location of the vehicle parking event and the known location of the set of EV charging spaces are within a proximity range of one another and the utilisation data indicates that the set of EV charging spaces has low availability.

The offer of, or provision of access to, an incentive may depend on the availability for use of other charging and/or parking spaces monitored by the observational monitoring system and/or additional observational monitoring systems which may be within a proximity range of the location of the user and/pr the parking event.

The method may comprise providing the user with an incentive, the offer of an incentive, the notification of an incentive or an offer of an incentive, based on the user-specific output.

The method may comprise one or more of the following:

- crediting the user account with redeemable points and/or money;

- enabling a feature relating to the user account (for example, where the user accesses the user account via a smartphone app, the method may comprise enabling a feature of the smartphone app);

- sending a notification to the user when the user-specific output is determined;

- sending a notification to the user after the user-specific output is determined (for example this may include sending a weekly e-mail or notification to the user to inform them of incentives awarded or offered to them during the past week).

The method may comprise sending data, a signal and/or a notification to a user interface device to alert the user of the user-specific output. The user interface device may be the same device as the tracking device and/or as the device on which a user accesses their user account.

According to a second aspect of the invention there is provided a system for optimising the utilisation of EV charging spaces, the system comprising: a tracking device associated with a user; an observational monitoring system; and a processing means; wherein the processing means is configured to: receive parking event data including information relating to the time and location of a vehicle parking event derived from the tracking device; receive utilisation data representative of the utilisation of a set of EV charging spaces at a known location in the vicinity of the vehicle parking event at a time or in a period of time derived from the observational monitoring system; receive user data including an address associated with the user; receive vehicle classification data relating to a vehicle associated with the user; and

- determine a user-specific output based on the parking event data, the utilisation data, the user data and the vehicle classification data; and wherein the processing means is further configured to link the user-specific output to a user account associated with the user for influencing the behaviour of the user to improve the utilisation of the set of EV charging spaces.

The system may comprise one or more charging points which may be located adjacent to or in the set of EV charging spaces.

The processing means may be configured to communicate with and/or send control signals to the one or more charging points.

Embodiments of the second aspect of the invention may include one or more features of the first aspect of the invention, or vice versa.

Brief Description of Drawings

There will now be described, by way of example only, an embodiment of the invention with reference to the following drawings, of which: Figure 1 A is a schematic physical representation of a street containing charging spaces which is a subject of an EV charge space optimisation system according to a first embodiment of the invention;

Figure 1 B is a schematic physical representation of the components of the EV charge space optimisation system of Figure 1A; and

Figure 2 is a block diagram schematic representation of the data streams of an EV charge space optimisation system according to an embodiment of the invention; and

Figure 3 is a schematic representation of a method of a method of optimising the use of EV charging spaces in accordance with an embodiment of the invention.

Detailed Description

A primary objective of the invention is to provide a method and system for optimising the use of EV charging spaces, which provides drivers and/or passengers with incentives and rewards to encourage them to avoid parking their vehicles in the EV charging parking spaces when they do not require the use of EV charging facilities. This may be because they do not drive an EV but instead drive an ICE vehicle or a non-PHEV, or that they do drive an EV but charging is low priority for them (for example because they have sufficient charge levels, they have a charging point at their home or they do not require urgent use of their EV). By rewarding users of the system in this way, the invention aims to change the behaviours and habits of both plug-in chargeable vehicle drivers (i.e. EV drivers) and non-plug-in chargeable vehicle drivers (i.e. ICE vehicle and non-PHEV drivers) to make EV charging spaces available to more drivers who need them, enabling overall better utilisation of the charging spaces.

Moreover, embodiments of the invention aim to increase efficiency of the optimisation by determining when to offer incentives to users, which users to offer them to and/or which incentives to offer (for example, how persuasive/valuable the rewards should be). This can be based on various factors including the location of the driver relative to the charging spaces and/or the current or future demand for the EV charging spaces. Embodiments of the invention also aim to offer incentives tailored to specific users . Advantageously, by offering tailored incentives - rather than blanket incentives to all - the system can be more persuasive to individual users and therefore result in better utilisation of EV charging spaces.

As it is desirable to avoid the installation of exclusive EV only parking bays, embodiments of the invention can enable charging facilities to be deployed in charging spaces which are available for universal use. By optimising use of the charging spaces negates the need to locate the charging facilities in or next to specially designated EV only parking bays, which makes them more attractive to councils and local authorities. Where better use is made of charging spaces, this enables less charging spaces to be deployed, ultimately reducing the cost and disruption associated with the installation of EV charging facilities.

Referring to Figure 1A, there is shown, generally at 10, a street lined with a set of charging spaces 12a-h. On the pavement 13 adjacent to each parking space 12a-h an EV charge point access connector 14a-h is installed (the access connectors 14a-h have been enlarged for clarity). The access connectors 14a-h allow EV drivers to connect their EVs to an electrical network for charging. However, anyone (including ICE vehicle drivers) is able to park in the charging spaces 12a-h, as they are not exclusive EV only parking bays and there is no penalty for doing so. An EV 16 is shown parked in the charging space 12a and is connected to the access connector 14a for charging.

Also located on the pavement 13 is a streetlight 18. A camera 20 is mounted on the streetlight which has a field of view which spans all of the charging spaces 12a-h and which captures images of the set of charging spaces 12a-h at regular time intervals. The camera 20 has a local image processing unit. The image processing unit can process the images captured by the camera 20 to determine whether a space 12a-h is available or occupied and, if occupied, whether the occupying vehicle is connected to an access connector 14a-h for charging. GPS coordinates are also assigned to the charging spaces 12a-h by the image processing unit.

There several apartment blocks on the street, two of which are shown at 22a and 22b. The street 10 is the subject of an EV charge space optimisation system according to a first embodiment of the invention. The system aims to ensure that the charging spaces 12a-h are efficiently utilised by EVs requiring use of the access connectors 14a-h for charging by offering rewards to users who do not require use of the access connectors 14a-h if they park somewhere else. The system can be programmed to place particular emphasis on influencing the behaviour of the residents of apartments blocks 22a and 22b, who are most likely to want to park in the spaces 12a-12b. This could be done by offering the residents more regular incentives and/or more desirable incentives. The EV charge space optimisation system might be programmed to offer rewards only at busy, high demand times.

It will be appreciated that although access connectors are described, the invention can be implemented for alternative charging points including conventional charging stations and/or a combination of charging facility types. It will also be appreciated that although a single street is described as being the subject of the EV charge space optimisation system, the system can span larger areas and can, for example, be countrywide or nationwide.

Figure 1 B shows the main components of the EV charge space optimisation system according to the first embodiment of the invention. These include: the streetlight camera 20, a cloud-based processing unit 24 and a smartphone 26 of a driver. The driver has downloaded an app on the smartphone 26 and created a user account to register for the system services and to gain access to the app content . When creating his or her user account, the driver is required to provide certain information about him or herself and the vehicle that they drive. The smartphone 26 is also enabled with GPS which shares the location of the driver with the cloud-based processing unit 24. From this information, the cloud-based processing unit can determine if a user has parked their vehicle (or is a passenger in a vehicle that has been parked), at what time the vehicle was parked and where it was parked.

The smartphone 26 and the streetlight camera 20 communicate wirelessly with the processing unit 24 to provide it with the information it needs to determine whether or not to offer or provide the driver with an incentive. If an incentive is offered or provided, the processing unit 24 sends a notification to the driver via his or her user account. As described above, this can be accessed via the app on the smartphone 26.

Although only one smartphone 26 is shown and one vehicle driver is described, the processing unit 24 communicates with multiple GPS enabled user tracking devices - including but not limited to smartphones, tablets and satellite navigation devices (sat navs) - of a number of users to build up a comprehensive picture of charging space demand and the relative location(s) of vehicle drivers participating in the system.

Figure 2 is a block diagram schematic representation of an EV charge space optimisation system 100 which shows, more clearly, the various inputs used in determining how to optimise charge space utilisation by offering vehicle drivers rewards for parking somewhere other than the charging spaces. The cloud-based data processing unit 124 receives information from various data streams to determine when and to whom to offer incentives, and what incentives to offer.

A first input stream comes from the streetlight camera 120 which is ideally positioned to monitor a cluster of parking spaces. The cluster can contain both ordinary parking spaces and charging spaces.

The streetlight camera 120 captures real-time images of the cluster of spaces and uses image processing software to determine the number of vacant and occupied spaces in the cluster. The software is also able to classify of the type of vehicle in a space (i.e. as an ICE vehicle, a non-PHEV or an EV) and thus determine whether a chargeable vehicle or a non-chargeable vehicle is parked in one of the spaces. It can additionally determine whether a vehicle is connected to the associated charging infrastructure. Using this information, the data processing unit 124 can ultimately determine whether a charging space is being blocked by a vehicle not making use of the charging facilities. This may result in an incentive offer being made to the driver of that vehicle.

A second input stream 128 to the processing unit 124 relates to the EV charging points associated with the cluster of charging spaces. The location of each of the EV charging points (or spaces) is known to the processing unit 124. This could be achieved by manually entering the co-ordinates for each charging point into the processing unit 124. Alternatively, the charging points or spaces could have inbuilt GPS or other location sensors.

Optionally, each charging point is operable to communicate with the data processing unit 124 to transmit data to the processing unit 124 relating to whether or not it is in use (i.e. whether it is actively connected to and charging an EV). Receiving this data directly from the charging points provides the data processing unit 124 with a certain indication of whether a charging point is in use. In contrast with the determination made from the image processing software which might incorrectly determine, or find it difficult to determine, whether a charging point is or is not in use when a vehicle is parked in a charging space.

A third input stream to the processing unit 124 comes from a location tracking device 126a of each vehicle driver, to provide the unit 124 with the real-time location of users. This information is used by the processing unit 124 to identify whether a parking event has taken place and to determine more information about that parking event (which might include where and when the parking event has taken place). The processing unit 124 can therefore determine whether a vehicle has been parked in an EV space within the cluster. This determination may also rely on data provided by the streetlight camera.

The tracking data is provided by a GPS enabled smartphone (although can alternatively be provided by sat navs, tablets and other location service enabled devices or a combination of these devices). To allow a smartphone to wirelessly communicate with the data processing unit to provide it with the required location information, a vehicle driver can access a website or application of the system using their smartphone and enable this service.

Using location services, the tracking device 126a or the data processing unit 124 can further determine whether a vehicle driver is stationary or moving, at which speed they are moving at and in which direction they are moving to identify whether they are currently driving and/or approaching a cluster of charging spaces. This may impact whether or not an incentive is made available to them.

Other information that can be provided to the data processing unit 124 (or determined by it) from the location of a vehicle driver include the weather and the time at the vehicle driver’s location. This information can be incorporated into the determination of whether to offer or provide a vehicle driver with an incentive and the level of that incentive (for example, higher incentives might be offered to users if they are asked leave charging spaces near their home late at night or in bad weather) and/or can be used to predict the behaviour of users.

As described above, to participate in the system each driver must create a user account. A fourth input stream to the processing unit 124 comes from the user account data 126b. The user account is accessed and used via a website or an application, which a user can access using, for example, a computer, tablet or smartphone. Users can engage with the system using a user interface device such as a tablet, computer, and/or smartphone; however, users may also be able to engage with the system via roadside infrastructure such as charging stations. A dashed line is provided between the location tracking device input stream 126a and the user account input stream 126b to represent that both input streams can be facilitated by the smartphone of a vehicle driver.

The user account provides the data processing unit 124 with the identify and address of each user. In addition, the user account informs the data processing unit of the type of vehicle the user drives (EV, ICE vehicle or non-PHEV) and therefore whether they can make use of EV charge points. The user account also stores historical data relating to each drivers activity, including (if they drive an EV) their charging history (including when and where they have made use of charging, patterns in charging and durations of charging) and incentive history (including types of incentives chosen I most persuasive, responsiveness to incentives and incentive patterns).

If a driver drives an EV, the EV or a device operable to communicate with the EV may transmit data relating to battery the charge levels of the EV to the data processing unit 124.

The data processing unit 124 can use the information provided from the various input streams to deduce a number of factors which can be used to determine whether an incentive should to be offered to a driver, and what that incentive should be, to optimise the use of charging spaces. These can include, but are not limited to:

- The address of a vehicle driver relative to the location of charging points. If a vehicle driver lives nearby or directly beside a cluster of charging spaces they may be offered better incentives, as the likelihood of them parking in a charging space is higher.

- The location and/or availability of charging spaces relative to a vehicle drivers location (or relative to the location of their residence or workplace).

The location of other vehicle drivers relative to a vehicle drivers location and/or relative to other charging spaces.

The incentives most likely to result in successful avoidance of or movement from charging spaces for individual vehicle drivers.

The incentives available to vehicle drivers based on the type of vehicle they drive. - When a vehicle drivers is most likely to park in a charging space (for example, at night, in the rain, when it is not busy).

Patterns in the behaviour of a vehicle drivers, or of various vehicle drivers at a certain location or time.

Based on one or more factors determined from the multiple input streams, the data processing means 124 can generate a user-specific output, by determining whether or not to offer an incentive to a vehicle driver and what incentive to offer them. The data processing means 124 produces an output 126c to communicate the offer or availability of a reward to a user. A dashed line is shown between the output 126c, the location tracking device input stream 126a and the user account input stream 126b to show that the output 126c and both input streams 126a and 126c can be facilitated by the smartphone of a vehicle driver. In this case, a vehicle driver will receive an incentive offering via a notification on their smartphone which they will be rewarded if they avoid or move from a charging space or they will receive an incentive via a notification should they park somewhere other than in a charging space.

The incentives which are made available or offered may change depending on the parking situation on a street or in a locality at any one time. For example, if demand for charging spaces is high then drivers in the local area may be eligible for higher rewards than usual if they park somewhere other than the charging spaces. In another example, the system may not offer an incentive if the demand in the area for charging spaces is low or if a vehicle driver does not park in a charging space or does not have a history of parking in and blocking charging spaces.

The rewards offered can include, but are not limited to: money off or credit towards future EV charging, money off or credit towards an EV charging component, money off or credit towards a parking permit for the street, redeemable points, the chance of winning a monetary reward by playing a game such as spin the wheel, product prizes, videos of recognition/celebration, parking availability notifications, having local charging facilities play a song or light up in various colours or patters, and environmental saving notifications (such as % reduction in CO2 emissions of the street or wider area). Drivers may also be ranked against other drivers participating in the system in the local area and/or in the country. If a driver performs well in comparison to other drivers, they could receive a larger reward. Drivers can be given the choice of an award from several options. In alternative embodiments, the drivers may be awarded with points or credits which they can redeem against certain rewards.

A vehicle driver may have to qualify for certain incentives. For example, the system may only offer charging space availability information as an incentive to a driver who has established a history (known by the system) of charging an EV (i.e. an EV driver). The reward of charging space availability notifications is particularly appealing to EV drivers because this information will allow EV drivers to receive a notification, in real time, informing them when and where a charging space becomes available. An EV driver may decide to move their EV into the charging space, when notified, to make use of the charging facilities. By offering the reward of parking availability notifications to EV drivers only - and withholding this information from ICE vehicle and non-PHEV drivers - the system gives EV drivers an advantage. The advance notice gives EV drivers a head-start to move into available charging spaces to support utilisation of the charging spaces by EV drivers who need or want to use the charging facilities.

Figure 3 is a schematic representation of a method of optimising the use of EV charging spaces, for drivers who EVs and require use of the EV charging facilities according to an embodiment of the invention. The method, generally shown at 200, is carried out by a cloud-based processing unit and includes receiving real-time tracking data from a users GPS enabled smartphone 230. Using this data, the processing unit can determine whether the user is in a vehicle which has parked and if the vehicle has been parked in an EV charging space. The processing unit continuously searches for known charging spaces within a fixed radius of the driver’s location 232 and receives availability information for those charging spaces 234 from a camera monitoring system. Each camera monitoring system oversees a cluster of charging spaces and may also monitor non-charging spaces and their availability.

The processing unit optionally accounts for other factors 236, including primarily the drivers residential address and the type of vehicle that they drive. This data is associated with the user account/profile with the driver and is shared with or stored in the processing unit. This information can be used to determine whether they can make use of EV charging facilities in the charging spaces. This information can also be used to determine if the driver is likely to have a preference for or tendency to use certain spaces because they are close to the drivers’ home. In addition to this information, the processing unit can receive and/or process further data and data trends.

By processing the data, which might include determining the current or projected future demand for charging spaces and/or the proportion of charging spaces in an area currently blocked by ICE vehicles, the processing means will determine whether it needs to implement optimisation of the charging spaces 238. To generate a user-specific output to support optimisation of the charging spaces, the method includes determining the status of the driver 240. Using the tracking data and the camera monitoring system (at least) the processing means will determine whether a driver is stationary (i.e. parked) in a charging space or in an ordinary parking space. If the driver has parked in an ordinary parking space on their own, without receiving a prompt to do so from the system, then they may optionally be notified that they have been provided access to a reward 242. This can help to encourage the driver’s good practice of avoiding the EV charging spaces. Alternatively, the system may not offer the driver anything. If the driver has parked in an EV charging space and they are not using the charging facilities - or even if they are using the charging facilities but are low priority for charging - the method includes offering them an incentive to move out of the charging space 244. After moving out of the space, the method may provide them with access to the reward or take steps to implement the reward. If the driver is moving around and is judged to be approaching the charging spaces, then the method might include offering the driver a reward if they do not enter the charging spaces 246. After parking elsewhere, the method may provide the driver with access to the reward or take steps to implement the reward.

In this way, the method aims to allow EV drivers to make efficient use of the charging spaces, however limited in quantity. The invention aims to influence the behaviour of drivers so that charging spaces can be better utilised by EV drivers who require access to charging facilities.

The invention provides a method and system for optimising the utilisation of EV charging spaces. The method comprises providing a processing means which receives: parking event data including information relating to the time and location of a vehicle parking event derived from a tracking device of a user; utilisation data representative of the utilisation of a set of EV charging spaces at a known location in the vicinity of the vehicle parking event at a time or in a period of time derived from an observational monitoring system; user data including an address associated with a user; and vehicle classification data relating to a vehicle associated with the user. The processing means determines a user-specific output based on the parking event data, the utilisation data, the user data and the vehicle classification data. The method further comprises linking the user-specific output to a user account associated with the user to influence the behaviour of the user to improve the utilisation of the set of EV charging spaces.

Various modifications to the above-described embodiment may be made within the scope of the invention, and the invention extends to combinations of features other than those expressly claimed therein.