U.S. patent application number 13/418296 was filed with the patent office on 2012-07-05 for network-controlled charging system for electric vehicles.
Invention is credited to Dave Baxter, Harjinder Bhade, Richard Lowenthal, Praveen Mandal.
Application Number | 20120169283 13/418296 |
Document ID | / |
Family ID | 40844035 |
Filed Date | 2012-07-05 |
United States Patent
Application |
20120169283 |
Kind Code |
A1 |
Lowenthal; Richard ; et
al. |
July 5, 2012 |
NETWORK-CONTROLLED CHARGING SYSTEM FOR ELECTRIC VEHICLES
Abstract
A network-controlled charge transfer device for electric
vehicles includes a control device to turn electric supply on and
off to enable and disable charge transfer for electric vehicles, a
transceiver to communicate requests for charge transfer with a
remote server and receive communications from the remote server,
and a controller, coupled with the control device and the
transceiver, to cause the control device to turn the electric
supply on based on communication from the remote server.
Inventors: |
Lowenthal; Richard;
(Cupertino, CA) ; Baxter; Dave; (Monte Sereno,
CA) ; Bhade; Harjinder; (San Jose, CA) ;
Mandal; Praveen; (Los Altos Hills, CA) |
Family ID: |
40844035 |
Appl. No.: |
13/418296 |
Filed: |
March 12, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13038336 |
Mar 1, 2011 |
8138715 |
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|
13418296 |
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|
12013296 |
Jan 11, 2008 |
7956570 |
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13038336 |
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61019474 |
Jan 7, 2008 |
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Current U.S.
Class: |
320/109 |
Current CPC
Class: |
B60L 53/64 20190201;
H04W 84/12 20130101; Y02T 10/70 20130101; B60L 2240/627 20130101;
H02J 7/0047 20130101; H02J 7/0027 20130101; Y04S 40/124 20130101;
H02J 7/00034 20200101; H04W 84/18 20130101; H02J 13/00022 20200101;
H02J 7/00045 20200101; B60L 53/665 20190201; G07C 5/085 20130101;
Y02T 10/7072 20130101; B60L 55/00 20190201; Y04S 20/221 20130101;
G07F 15/005 20130101; Y02B 90/20 20130101; Y02T 90/16 20130101;
H02J 13/00026 20200101; H02J 13/0075 20130101; H02J 13/00024
20200101; G07C 5/008 20130101; H04L 67/12 20130101; B60L 11/1848
20130101; H02J 13/00017 20200101; Y02T 10/72 20130101; B60L 53/67
20190201; B60L 53/305 20190201; Y02T 90/12 20130101; B60L 53/14
20190201; Y02B 70/30 20130101; H02J 7/0021 20130101; G06Q 20/401
20130101; H02J 7/0013 20130101; Y02T 90/14 20130101; B60L 53/68
20190201; H04L 12/28 20130101; Y04S 40/126 20130101 |
Class at
Publication: |
320/109 |
International
Class: |
H02J 7/00 20060101
H02J007/00 |
Claims
1-87. (canceled)
88. A method in a server for determining availability of
network-controlled charge transfer devices for charging electric
vehicles, comprising: storing availability information of a
plurality of network-controlled charge transfer devices for
charging electric vehicles; and providing the availability
information of the plurality of network-controlled charge transfer
devices to operators of electric vehicles.
89. The method of claim 88, wherein the availability information is
provided to operators of electric vehicles via the Internet.
90. The method of claim 89, wherein the availability information is
provided to operators of electric vehicles on a web page accessible
via the Internet.
91. The method of claim 88, wherein the availability information
indicates that a network-controlled charge transfer device is
unavailable when charging of an electric vehicle using that
network-controlled charge transfer device is ongoing.
92. The method of claim 88, wherein the availability information
indicates that a network-controlled charge transfer device is
unavailable when vehicle-to-grid charge transfer using that
network-controlled charge transfer device is ongoing.
93. The method of claim 88, wherein the availability information
indicates that a network-controlled charge transfer device is
unavailable during a time period when use of a parking space that
is associated with that network-controlled charge transfer device
has been paid for.
94. The method of claim 88, wherein the availability information
indicates that a network-controlled charge transfer device is
unavailable during a time period when an electric vehicle has been
detected as being parked in a parking space that is associated with
that network-controlled charge transfer device.
95. The method of claim 88, further comprising: collecting at least
some of the availability information from a payment station coupled
to at least some of the plurality of network-controlled charge
transfer devices.
96. The method of claim 88, further comprising: collecting at least
some of the availability information from a data control unit
coupled to at least some of the plurality of network-controlled
charge transfer devices.
97. An apparatus, comprising: a computer configured to: store
availability information of a plurality of network-controlled
charge transfer devices for charging electric vehicles, and provide
the availability information of the plurality of network-controlled
charge transfer devices to operators of electric vehicles.
98. The apparatus of claim 97, wherein the computer is configured
to provide the availability information to operators of electric
vehicles via the Internet.
99. The apparatus of claim 98, wherein the computer is configured
to provide the availability information to operators of electric
vehicles on a web page accessible via the Internet.
100. The apparatus of claim 97, wherein the availability
information indicates that a network-controlled charge transfer
device is unavailable when charging of an electric vehicle using
that network-controlled charge transfer device is ongoing.
101. The apparatus of claim 97, wherein the availability
information indicates that a network-controlled charge transfer
device is unavailable when vehicle-to-grid charge transfer using
that network-controlled charge transfer device is ongoing.
102. The apparatus of claim 97, wherein the availability
information indicates that a network-controlled charge transfer
device is unavailable during a time period when use of a parking
space that is associated with that network-controlled charge
transfer device has been paid for.
103. The apparatus of claim 97, wherein the availability
information indicates that a network-controlled charge transfer
device is unavailable during a time period when an electric vehicle
has been detected as being parked in a parking space that is
associated with that network-controlled charge transfer device.
104. The apparatus of claim 97, wherein the computer is further
configured to collect at least some of the availability information
from a payment station coupled to at least some of the plurality of
network-controlled charge transfer devices.
105. The apparatus of claim 97, wherein the computer is further
configured to collect at least some of the availability information
from a data control unit coupled to at least some of the plurality
of network-controlled charge transfer devices.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of application Ser. No.
13/038,336, filed Mar. 1, 2011, which is a continuation of
application Ser. No. 12/013,296, filed Jan. 11, 2008, which claims
the benefit of U.S. Provisional Application No. 61/019,474 filed
Jan. 7, 2008, all of which are incorporated by reference
herein.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] This invention relates to the field of systems and methods
for recharging electric vehicles and to network-controlled
electrical outlets used in such systems.
[0004] 2. Description of the Related Art
[0005] The electric car, electric vehicle (EV) and battery electric
vehicle are all used to describe automobiles powered by one or more
electric motors utilizing energy stored in rechargeable batteries.
The batteries are recharged by connecting to an electrical outlet.
Efficient recharging of the batteries typically requires hours and
is often done overnight or while the electric vehicle is parked for
a significant time. The use of electric vehicles is limited by the
sparse availability of recharging facilities. There is a need for
more widespread recharging facilities. Furthermore, there is a need
for more recharging facilities available where vehicles are parked
for longer periods of time.
[0006] An important part of any consumer experience is the ease of
acquiring a product--to recharge an electric vehicle this entails
finding an available recharging facility, controlling the facility,
and paying for the electricity consumed. There is a need for a
communication network which facilitates finding the recharging
facility, controlling the facility, and paying for the electricity
consumed.
[0007] Electricity grids have periods of high demand from customers
where the demand may approach or even exceed the electricity
supply. Conversely, there are periods of low demand which coincide
with high electricity production. Demand Response is a mechanism
for reducing consumption of electricity during periods of high
demand. For example, consumer services such as air conditioning and
lighting may be reduced during periods of high demand according to
a preplanned load prioritization scheme. Demand Response may also
be used to increase demand at times of high electricity production.
For example, the cost of electricity may be reduced during periods
of low demand. Furthermore, some Demand Response systems encourage
energy storage during periods of low demand, for release back into
the electricity grid during periods of high demand. For example,
battery electric vehicles may be charged during periods of low
power demand and then release power back to the grid during periods
of high demand.
[0008] Electric vehicles can be recharged from a local electricity
grid. These vehicles can also be a source of electric power to be
transferred to the local electricity grid. The transfer of
electricity stored in electric vehicles to the local electric grid
is referred to as vehicle-to-grid (V2G). V2G is particularly
attractive for electric vehicles which have their own charging
devices, such as battery electric vehicles with regenerative
braking and plug-in hybrid vehicles. V2G is desirable for peak load
leveling--helping to meet the demand for electricity when demand is
at its highest. V2G is not widely available--it is principally
being used in small pilot schemes. There is a need for more widely
available Demand Response and V2G to assist with peak load
leveling.
[0009] For Demand Response and V2G to be implemented effectively,
real time communication of a need for power input into the local
electricity grid is required. This communication from electric
utility companies needs to reach recharging facility managers and
electric vehicle owners and users. There is a need for an efficient
communication network for managing peak load leveling using Demand
Response and V2G.
[0010] Currently, a major source of revenue for building and
maintaining highways for vehicular traffic is the gasoline tax.
Should electric vehicles start to replace significant numbers of
gasoline burning vehicles there will be a drop in tax revenues. To
compensate for this loss in revenue, a tax on electricity
consumption by electric vehicles may be imposed. Such a tax would
require accurate measurement and reporting of electricity consumed
by electric vehicles. Consequently, there will be a need for a
system for collection of taxes and consumption information.
[0011] As is clear from the above discussion, communication
networks are an essential part of electric vehicle recharging
systems that will meet the needs of electric vehicle operators,
recharging facility operators, utility companies and tax
authorities. A survey of communication networks, ranging from local
area networks to wide area networks, is provided below. There is a
focus on wireless networks which would be accessible to mobile
communication devices. A variety of mobile communication devices
are also described.
[0012] A radio frequency identification transmitter, commonly
referred to as an RFID transmitter, is used for short range
communication with an RFID receiver. Typical ranges are of the
order of one meter to tens of meters. An example of an RFID
transmitter is a remote keyless entry device.
[0013] A radio frequency identification transceiver, commonly
referred to as an RFID transceiver, is used for short range
communication with an RFID transponder. (A transceiver is a device
that has both a transmitter and a receiver.) Typical ranges are of
the order of one meter for communication with passive transponders
and hundreds of meters for communication with active transponders.
The longer range of the active transponders is due to a power
supply integrated into the transponder. RFID transponders store
information which is broadcast over radio frequencies when prompted
by a specific radio frequency signal from an RFID transceiver. An
example of an RFID transponder is a FasTrak.RTM. card, primarily
used for payment of automotive tolls in California. Each
FasTrak.RTM. card has a unique code which is associated with a
debit account. Each time a FasTrak.RTM. card passes through a toll
collection point, the unique code is transmitted by the card in
response to being interrogated by an RFID transceiver. The code is
detected by the RFID transceiver and the toll is debited from the
user's account.
[0014] A wireless personal area network (WPAN) radio frequency
transceiver is used for radio frequency short range (typically
within 1-100 meters) communication between devices. An example of
such a device is a Bluetooth.RTM. transceiver, where Bluetooth.RTM.
refers to a particular standard and protocol primarily designed for
short range radio frequency communications. Another example is a
ZigBee.RTM. transceiver, where ZigBee.RTM. refers to a standard and
protocol designed for short range radio frequency communications.
ZigBee.RTM. transceivers form mesh networks.
[0015] A wireless local area network transceiver is used for radio
frequency communication over tens of meters or more between
devices. An example of such a device is a Wi-Fi.RTM. device, where
a Wi-Fi.RTM. device is one that is based on the IEEE 802.11
standard. Another example is a ZigBee.RTM. device--see discussion
above. Wireless local area networks (WLANs) are typically
configured to provide higher throughput and cover greater distances
than wireless personal area networks (WPANs); a WLAN typically
requires more expensive hardware to set up than a WPAN.
[0016] Power line communication (PLC) technology can be used to
network computers over electrical power lines. This technology is
restricted to short distances for high-speed transmission of large
amounts of data. An alternating current line transceiver is used to
enable PLC. A PLC network is another example of a LAN.
[0017] Wired local area networks (wired LANs), which include both
wire and optical fiber, are also used to connect computers. A wired
LAN is distinguished from a PLC LAN by the use of dedicated wires,
used only for carrying communication signals and not used as a
power lines. The Ethernet is the most widespread wired LAN
technology.
[0018] Wide area networks (WANs) are computer networks that cover a
broad geographical area--a network that crosses city, regional or
national boundaries. The best known example of a WAN is the
Internet. The Internet is a worldwide, publicly accessible
plurality of interconnected computer networks that use a standard
protocol--Transmission Control Protocol (TCP)/Internet Protocol
(IP). Many local area networks are part of the Internet. There are
also privately owned WANs. The World Wide Web (WWW), often referred
to as the Web, is a collection of interconnected web pages. The Web
is accessible via the Internet.
[0019] There is a need to effectively integrate these wide area
networks, local area networks and short range communication devices
into systems used for recharging electric vehicles.
SUMMARY OF THE INVENTION
[0020] A system for network-controlled charging of electric
vehicles and the network-controlled electrical outlets used in this
system are described herein. The system comprises electrical
outlets, called Smartlets.TM., networked as follows: Smartlets.TM.
and electric vehicle operators communicate via wireless
communication links; Smartlets.TM. are connected by a LAN to a data
control unit; and the data control unit is connected to a server
via a WAN. The server stores: consumer profiles (including account
information for payment); utility company power grid load data
(updated in real time by the utility company); and electricity
consumption data that may be required for government tax purposes.
The system may be vehicle-to-grid enabled.
[0021] Vehicle operators may use a variety of mobile communication
devices to communicate with the Smartlets.TM., including: one-way
RFID, two-way RFID, WPAN and WLAN devices. Communication between
the Smartlets.TM. and the data control unit may be either via a PLC
LAN or a WLAN. The WAN may be a private WAN, or the Internet.
[0022] Some systems also include a payment station, remote from the
Smartlets.TM., which can be set up to allow vehicle operators to
pay for both parking and recharging of their vehicles. When payment
stations are included in the system, the data control units may
conveniently be incorporated into the payment stations. Some system
may be enhanced with a device for detecting the presence of a
vehicle occupying the parking space in front of the Smartlet.TM..
Such devices may include sonar, TV camera and induction coil
devices. Furthermore, parking meter display units may be attached
to the Smartlets.TM. to provide parking information, including: (1)
paid parking time remaining; and (2) parking violation.
[0023] A Smartlet.TM. comprises an electrical receptacle configured
to receive an electrical connector for recharging an electric
vehicle; an electric power line connecting the receptacle to a
local power grid; a control device on the electric power line, for
switching the receptacle on and off; a current measuring device on
the electric power line, for measuring current flowing through the
receptacle; a controller configured to operate the control device
and to monitor the output from the current measuring device; a
local area network transceiver connected to the controller, the
local area network transceiver being configured to connect the
controller to the data control unit; and a communication device
connected to the controller, the communication device being
configured to connect the controller to a mobile wireless
communication device, for communication between the operator of the
electric vehicle and the controller.
[0024] A method of transferring charge between a local power grid
and an electric vehicle is disclosed herein. The method comprises
the following steps: (1) assembling a user profile, the user
profile containing payment information, the user profile being
stored on a server; (2) providing an electrical receptacle for
transferring charge, the receptacle being connected to the local
power grid by an electric power line, charge transfer along the
electric power line being controlled by a controller configured to
operate a control device on the electric power line; (3) receiving
a request to the controller for charge transfer, the request being
made from a mobile wireless communication device by an operator of
the electric vehicle, the controller being connected to a
communication device for communication with the mobile wireless
communication device; (4) relaying the request from the controller
to the server, the controller being connected to a local area
network for communication to the server via a wide area network;
(5) validating a payment source for the operator of the electric
vehicle based on the user profile corresponding to the operator;
(6) enabling charge transfer by communicating from the server to
the controller to activate the control device; (7) monitoring the
charge transfer using a current measuring device on the electric
power line, the controller being configured to monitor the output
from the current measuring device and to maintain a running total
of charge transferred; (8) detecting completion of the charge
transfer; and (9) on detecting completion, sending an invoice to
the payment source and disabling charge transfer.
[0025] The method of transferring charge between a local power grid
and an electric vehicle may also include the step of determining
charge transfer parameters. This determination may be based on
power grid load data, provided by the utility company and available
on the server. For example, the utility company's Demand Response
system may limit recharging of electric vehicles during periods of
high electricity demand. This determination may also be made based
on the user profile provided by the vehicle operator and available
on the server. The user profile may include information such as
whether the vehicle operator wants to: charge the electric vehicle
only during periods of lower power rates; not charge the vehicle
during periods of high power grid load; and sell power to the local
grid.
[0026] Furthermore, the method of transferring charge between a
local power grid and an electric vehicle may also include the steps
of: determining availability of parking spaces with Smartlets.TM.;
communicating availability to the server where the information is
accessible by vehicle operators on the Web. A vehicle detector, as
described above, may be used to determine whether a parking space
is available.
[0027] When a payment station is available to a vehicle operator, a
request to the Smartlet.TM.. controller for vehicle charging may be
made from the payment station instead of by a mobile communication
device. Furthermore, the payment station may be used to pay for
parking, independent of electric vehicle recharging.
BRIEF DESCRIPTION OF THE FIGURES
[0028] FIG. 1 is a schematic diagram of a network-connected
charging outlet system according to a first embodiment of the
invention.
[0029] FIG. 2 is a schematic diagram of a network-connected
charging outlet system according to a second embodiment of the
invention.
[0030] FIG. 3 is a schematic circuit diagram of a network-connected
charging outlet of the invention.
[0031] FIG. 4 is a schematic circuit diagram of a parking meter
display unit of the invention.
[0032] FIG. 5 is a schematic diagram of a server of the
invention.
[0033] FIG. 6 is a schematic diagram of a remote payment system of
the invention.
DETAILED DESCRIPTION
[0034] The present invention will now be described in detail with
reference to the drawings, which are provided as illustrative
examples of the invention so as to enable those skilled in the art
to practice the invention. Notably, the figures and examples below
are not meant to limit the scope of the present invention to a
single embodiment, but other embodiments are possible by way of
interchange of some or all of the described or illustrated
elements.
[0035] A first embodiment of the network-controlled charge transfer
system 100 for charging electric vehicles is shown in FIG. 1. The
system 100 comprises a network-controlled charge transfer device
110, a local power grid 120, a data control unit 130, and a server
140. The system 100 interfaces with an electric vehicle 150, with
an electrical connector 152, and an electric vehicle operator 160,
via a mobile communication device 162. The network-controlled
charge transfer device 110, referred to herein as a Smartlet.TM.,
is connected to the local power grid 120 by an electric power line
170, and to the electric vehicle 150 by the electrical connector
152. The flow of electrical power may be in either direction for
both of these electrical connections. In other words, the electric
vehicle 150 can be recharged from the local power grid 120, or the
local power grid 120 can receive power from the electric vehicle
150. The Smartlet.TM. 110 has a communication link to the data
control unit 130 over a local area network (LAN) 180. The LAN 180
may be either a wireless local area network (WLAN) or a power line
communication (PLC) network. The data control unit 130 has a
communication link to the server 140 over a wide area network (WAN)
185. The electric vehicle operator 160 uses the mobile
communication device 162 to establish a communication link to the
Smartlet.TM. 110 over a wireless network 190. This wireless network
may be a WLAN or a wireless personal area network (WPAN). The
communication link between the electric vehicle operator 160 and
the Smartlet.TM. 110 allows information to be shared which enables
recharging of the electric vehicle 150.
[0036] The Smartlet.TM. 110 comprises an electrical receptacle 112
and indicator lights 114. The electrical receptor 112 and the
electrical connector 152 are configured to make an electrical
connection allowing safe flow of electrical power between the
Smartlet.TM. 110 and the electrical vehicle 150. Examples of
suitable receptacles are those conforming to the NEMA (National
Electrical Manufacturers Association) standards 5-15, 5-20 and
14-50. Although, other receptacles will be used for systems outside
the United States which operate at voltages other than 110V (for
example 220V) and which are required to meet different standards.
In preferred embodiments the electrical receptacle 112 has a cover.
The cover is lockable and is released by the Smartlet.TM. 110 upon
receipt of a request for charging of an electrical vehicle 150 by
the electric vehicle operator 160. This request may be made by the
mobile communication device 162, as described above.
[0037] The indicator lights 114 are used to show the operational
status of the Smartlet.TM. 110--for example, the status may be:
charging in progress, charging complete, vehicle-to-grid (V2G) in
progress and error warning. The indicator lights 114 may be LEDs
(light emitting diodes), may be capable of showing a number of
different colors and may be capable of continuous or flashing modes
of operation. Alternatively, the indicator lights 114 may be
replaced by an alphanumeric display.
[0038] The local power grid 120 is the electrical supply grid owned
and operated by local utility companies. Although, the local power
grid 120 does extend to parts of the electrical supply network that
are not owned by the utility company, such as electrical cables on
private premises.
[0039] The data control unit 130 acts as a bridge between the LAN
and the WAN, and enables communication between the Smartlet.TM. 110
and the server 140. The server 140 is generally remote from the
Smartlet.TM. 110.
[0040] The system 100 is shown in FIG. 1 with only one Smartlet.TM.
110; however, the system will be comprised of many Smartlet.TM.
110, all linked to the server 140 through one or more data control
units 130. There will be one data control unit 130 for each group
of geographically proximate (within the range of the same local
area network) Smartlets.TM. 110.
[0041] The electric vehicle 150 is any battery operated electric
vehicle, including EVs and plug in hybrids. Electric vehicles 150
that have the necessary V2G electronics are able to provide power
to the local power grid 120.
[0042] The mobile communication device 162, used by the electric
vehicle operator 160, can be any type of WLAN or WPAN compatible
device. Examples of compatible devices are: one way and two-way
RFID devices, an example of the latter being a FasTrac.RTM. card;
Wi-Fi.RTM. devices, such as a personal computer; BlueTooth.RTM.
devices, such as a mobile phone; and ZigBee.RTM. devices. In some
embodiments of the invention the vehicle user 160 can monitor
charging using the mobile communication device 162. This can be
implemented by allowing access to the vehicle user 160 of the power
consumed by the electric vehicle 150, which is monitored by the
Smartlet.TM. 110 and stored on the server 140. Access can either be
directly to the Smartlet.TM. 110 over a LAN or to the server 140
over the Internet.
[0043] A second embodiment of the network controlled charge
transfer system 200 for charging electric vehicles 150 is shown in
FIG. 2. The system 200 comprises a network-controlled charge
transfer device (Smartlet.TM. 110, a local power grid 120, a
payment station 135, and a server 140. The system 200 interfaces
with an electric vehicle 150, with an electrical connector 152, and
an electric vehicle operator 160, via a mobile communication device
162. The Smartlet.TM.. 110 is connected to the local power grid 120
by an electric power line 170, and to the electric vehicle 150 by
the electrical connector 152. The flow of electrical power may be
in either direction for both of these electrical connections. The
Smartlet.TM. 110 has a communication link to the payment station
135 over a LAN 180. The LAN 180 may be either a WLAN or a PLC
network. The payment station 135 has a communication link to the
server 140 over a WAN 185. (In this embodiment, the payment station
135 is taking the place of the data control unit 130 for acting as
a bridge between the LAN and the WAN.) The electric vehicle
operator 160 may use the mobile communication device 162 to
establish a communication link to the Smartlet.TM. 110 over a
wireless network 190. This wireless network may be a WLAN or a
WPAN. Instead of using a mobile communication device 162, the
electric vehicle operator 160 may manually interact with the
payment station 135, which then sends appropriate instructions to
the Smartlet.TM. 110 regarding charging of the electric vehicle
150. In preferred embodiments these instructions will include an
instruction to unlock a cover over the electrical receptacle 112,
thus allowing the vehicle operator 160 to connect the electric
vehicle 150 to the electrical receptacle 112 with the electrical
connector 152.
[0044] The payment station 135 can be several tens of meters remote
from the Smartlet.TM. 110. The payment station 135 is shown
comprising a currency reader, a credit card reader, a receipt
printer, a display and input buttons. However, the payment station
does not have to include all of these components. For example, some
payment stations may not include a currency reader and will only
allow payment by credit card using the credit card reader. The
electric vehicle operator 160 can use the payment station 135 to
pay for and schedule recharging of the electric vehicle 150, and
also for V2G transactions. The payment station 135 may also be used
to pay for parking. Further details of the payment station 135 are
provided in FIG. 6 and the related description.
[0045] A schematic of the Smartlet.TM. 110 is provided in FIG. 3.
The Smartlet.TM. 110 comprises an electrical receptacle 112, a
lockable cover 1125 over the electrical receptacle 112, a control
device 171, a current measuring device 172, an electric power line
170, a controller 111, a display unit 113, a vehicle detector 115,
a WLAN transceiver 181, an alternating current line transceiver
182, a WPAN transceiver 191 and an RFID transceiver 192.
[0046] Electric power is delivered to receptacle 112 along power
line 170. Controller 111 is used to lock and unlock the cover 1125;
the lock mechanism is electromechanical. When unlocked, the cover
1125 may be lifted by the vehicle operator 160 in order to connect
the electric vehicle 150 to the electrical receptacle 112 using the
electrical connector 152. Control device 171 is used to turn the
electric supply at the receptacle 112 on and off. The control
device 171 is preferably a solid state device and is controlled by
controller 111. The current flowing along the power line 170 is
measured by current measuring device 172. An example of a suitable
measuring device 172 is an induction coil. The controller 111 is
programmed to monitor the signal from the current measuring device
172 and to calculate the total power either: consumed (in
recharging the electric vehicle); or transferred to the local power
grid 120 from the electric vehicle 150 (V2G). It is also envisaged
that power may be both consumed and transferred to the grid during
the time an electric vehicle is connected to the Smartlet.TM. 110,
in which case the controller 111 will calculate both the power
consumed and the power transferred to the local power grid 120.
[0047] The indicators 114 and display 113 are controlled by the
controller 111 and are used to provide information to the
Smartlet.TM. 110 user. The indicators 114 are discussed in more
detail above, with reference to FIG. 1, and the display 113 is
discussed in more detail below with reference to FIG. 4.
[0048] Vehicle detector 115 is used to detect the presence of a
vehicle in the parking space corresponding to the Smartlet.TM. 110.
The vehicle detector 115 is controlled by the controller 111. The
vehicle detector 115 is a detector such as a sonar sensor array, a
camera, or an induction coil. The sonar array is an array as used
on the rear bumper of automobiles to detect close proximity to an
object; this array can be attached to the Smartlet.TM. 110 or will
be mounted to a support structure in close proximity to the
Smartlet.TM. 110. The camera is a digital camera providing a video
signal to the Smartlet.TM. 110; the video signal is processed by an
object recognition program to detect the presence of a vehicle or
other obstruction. The induction coil is either embedded in the
pavement of the parking space or is protected by a roadworthy
casing attached to the surface of the pavement. The induction coil
is connected to the Smartlet.TM. 110 and detects the presence of
large metal objects in close proximity to the coil (such as an
engine block, electric motor or rear differential of a
vehicle).
[0049] The controller 111 is shown with four transceivers--a WLAN
transceiver 181, an alternating current line transceiver 182, a
WPAN transceiver 191 and an RFID transceiver 192. A transceiver is
a device that both sends and receives signals, allowing for two-way
communication. The WLAN transceiver 181 allows for the controller
to communicate with mobile communication devices which are carried
by a vehicle operator 160 (see communication link 190 in FIGS. 1
& 2) and with a data control unit 130 or payment station 135
(see communication link 180 in FIGS. 1 & 2). WLAN transceiver
181 could be a Wi-Fi.RTM. transceiver. The alternating current line
transceiver allows the controller to communicate on a PLC network
with a control data unit 130 or payment station 135 (see
communication link 180 in FIGS. 1 & 2). The WPAN transceiver
191 allows the controller 111 to communicate with mobile
communication devices 162 which are carried by the vehicle operator
160. WPAN transceiver 191 could be a BlueTooth.RTM. or ZigBee.RTM.
transceiver. The RFID transceiver 192 allows the controller to
communicate with a compatible RFID device carried by the vehicle
operator 160. An example of an RFID device that could be carried by
the vehicle operator 160 is a FasTrak.RTM. card. A FasTrak.RTM.
device is an example of a two-way RFID communication device.
Although, a one-way RFID communication device from vehicle operator
160 to controller 111 can be utilized. Not all embodiments of the
Smartlet.TM. 110 have all four types of transceiver; however, all
Smartlet.TM. 110 will have at least one wireless transceiver for
communication with compatible mobile wireless communication devices
162 available to vehicle operators 160, and one transceiver for
communication with the data control unit 130. See FIGS. 1 &
2.
[0050] A more detailed view of the display unit 113 is shown in
FIG. 4. An example of parking information is shown on the display
unit 113--an indicator 1131 shows the paid parking time remaining
in minutes 1132 or a parking violation 1133. This parking
information may be displayed in many other ways than that shown in
FIG. 4. The display unit 113 may be an LCD (liquid crystal
display); although other passive flat panel displays such as OLEDs
(organic light emitting displays) and other emissive flat panel
displays such as FEDs (field emission displays) may be used. When a
passive display unit 113 is used it is preferred that it be
backlit, so as to be readily viewed in low ambient light
conditions. The display unit 113 is attached to the Smartlet.TM.
110 so that it is readily observable by the vehicle operator 160.
For example, the display 113 may be mounted on a pole at a height
of approximately 125 cm above the pavement, and the Smartlet.TM.
110 would also be mounted on the pole at a convenient height for
the vehicle operator. The indicator lights 114 may be positioned
next to the display 113, or may be positioned on the Smartlet.TM.
110 itself, as shown in FIGS. 1 & 2. The display 113 is
controlled by the controller 111. The display 113 may also be used
to display information regarding the vehicle charging process, such
as: time charging, power consumed, estimated time to completion of
charging, vehicle-to-grid (V2G) power transferred, general status
indications and error warnings.
[0051] A schematic diagram of the server 140 is shown in FIG. 5.
The server 140 comprises a computer 141, report generator 142, and
database 143. The server 140 is configured to communicate with the
following: Smartlet.TM. network 195; World Wide Web 197; utility
companies 144, for receiving power load management data; credit
card companies 145, for credit authorization and charging;
FasTrak.RTM. database 146, for debiting FasTrak.RTM. accounts; and
banks 146, for debiting bank accounts. The database 143 is used to
store consumer profiles and other data required for report
generation, as described below.
[0052] The report generator 142 creates reports such as: utility
company reports 1421, detailing power consumed and V2G power sold
to local power grid 120; subscriber reports 1422, detailing power
consumed and V2G power sold to the local power grid 120, account
balance, payments and invoices, and subscriber profile data; and
tax authority reports 1423, providing details of taxable
transactions.
[0053] The Smartlet.TM. network 195 comprises a multiplicity of
data control units 130 and/or payment stations 135, each data
control unit 130 and/or payment station 135 being connected by a
communication link 180 to a multiplicity of Smartlets.TM. 110. The
communication link 185 between the computer 141 and the
Smartlets.TM. network 195 is a WAN.
[0054] The server 140 is interfaced with the Web 197 to allow
subscribers (owners and operators 160 of electric vehicles 150) to
do the following: (1) set-up user/consumer profiles; and (2)
determine availability of Smartlets.TM. 110 for recharging their
electric vehicles 150. A user profile contains financial account
information--details required for payment--and may also include
information such as whether the vehicle operator wants to: charge
the electric vehicle only during periods of lower power rates; not
charge the vehicle during periods of high power grid load; and sell
power to the local grid. The availability of Smartlets.TM. 110 is
stored on the server and the information is collected from the
Smartlet.TM. network 195. There are two ways that the availability
of a Smartlet.TM. 110 can be determined: (1) using a vehicle
detector 115 (see FIG. 3 and related description) to determine
whether the parking space corresponding to the Smartlet.TM. 110 is
available; and (2) flagging a Smartlet.TM. 110 as being unavailable
whenever charging is ongoing, V2G is ongoing or parking has been
paid for.
[0055] A schematic diagram of the payment station 135 is shown in
FIG. 6. The payment station 135 comprises a controller 1351, a
display 1352, a set of buttons 1352, a credit card reader 1354, a
receipt printer 1355, a currency reader 1356, a wireless
transceiver 1357 and an alternating current line transceiver
1358.
[0056] The display 1352 provides a vehicle operator 160 with
information regarding recharging and/or parking their electric
vehicle 150. The display shares the same characteristics as the
display 113 discussed above with reference to FIG. 4. However, the
display 1352 may also be touch sensitive, allowing a vehicle user
to input information directly on the display screen 1352. The
buttons 1353 allow for input of information requested from the
display 1352.
[0057] The credit card reader 1354 is used for reading credit
cards, debit cards, smart cards, and other cards that are used for
identification purposes or for making payment. The printer 1355 is
used for printing receipts, when requested by the consumer. The
printer 1355 may also be used to print receipts for displaying in
the electric vehicle 150 to show that recharging and/or parking is
properly permitted. The currency reader 1356 is used for accepting
currency--notes and/or coins--for payment. The currency reader 1356
is able to authenticate and identify the value of currency
accepted.
[0058] The payment station 135 is networked to Smartlets.TM. 110
via either a WLAN or a PLC. The payment station controller 1351
takes the place of data control unit 130 in acting as a bridge
between the LAN 180 and the WAN 185. See FIGS. 1 & 2.
[0059] A vehicle user 160 can use the network-controlled charge
transfer systems 100 and 200 for charging their electric vehicle
150. A vehicle user 160 who has a user profile on the server 140 is
referred to as a subscriber. Some examples of how the systems 100
and 200 can be used are provided below.
[0060] Vehicle Charging Utilizing a Mobile Wireless Communication
Device [0061] 1. a subscriber uses the Internet to establish a
profile, which includes setting-up payment by credit card, debiting
a bank account, a FasTrak.RTM. account, a Paypal.RTM. account, or
other financial service; [0062] 2. the subscriber uses a wireless
mobile communication device 162, such as a mobile phone or a
FasTrak.RTM. card, to request to the Smartlet.TM. 110 to charge the
electric vehicle 150; [0063] 3. the subscriber connects the
electric vehicle 150 to the Smartlet.TM. 110 using the connector
152 (see FIGS. 1 & 2); [0064] 4. the Smartlet.TM. 110 relays
this request over the communication network to the server 140;
[0065] 5. the server 140 accesses the subscriber profile from the
database 143, validates the payment source by contacting the credit
card company, FasTrak.RTM. database or bank, and via the
communication network enables the Smartlet.TM. 110 to charge the
vehicle 150; [0066] 6. based on the subscriber profile and load
management data from the utility company the server determines the
charging periods and communicates this information to the
Smartlet.TM. 110; [0067] 7. the Smartlet.TM. 110 monitors the
charging current, as described above with reference to FIG. 3;
[0068] 8. when the vehicle 150 is disconnected from the
Smartlet.TM. 110, charging is disabled and a bill is sent to the
payment source. Note that determining when the electric vehicle 150
is disconnected from the Smartlet.TM. 110 can be done by: detecting
when the current flow goes to zero; or using a sensor on the
receptacle 112 which detects the mechanical removal of the
connector 152. If a sensor is used, the sensor is monitored by
controller 111. See FIG. 3.
[0069] Note that the load management data from the utility company
may limit the ability to recharge the vehicle 150 or the recharge
rate for vehicle 150, according to a Demand Response system. For
example, the utility company could send a message to the
Smartlet.TM. server 140 requiring a reduction in load. The
Smartlet.TM. server 140 then turns off charging of some vehicles
150. Which vehicles have charging stopped will depend on the
subscriber profiles and the requirements of the Demand Response
system. The Demand Response system and subscriber profiles may also
allow for V2G.
[0070] The general procedure described above is also followed for
V2G or a combination of charging and V2G, except that V2G will
result in credits to the subscriber's account for sale of power to
the local power grid 120.
[0071] Vehicle Charging Utilizing a Payment Station [0072] 1.
vehicle user 160 uses the payment station 135 to request and pay
for charging the vehicle 150; [0073] 2. vehicle user 160 connects
the electric vehicle 150 to the Smartlet.TM. 110 using connector
152; [0074] 3. the payment station 135 communicates via WAN 185
with server 140 for payment authorization; [0075] 4. the payment
station 135 enables the Smartlet.TM. 110 for charging; [0076] 5.
when the vehicle is disconnected from the Smartlet.TM. 110,
charging is disabled, the payment station 135 is notified, the
payment station 135 notifies the server 140 and a bill is sent to
the payment source. Note that the load management data from the
utility company may limit the ability to recharge the vehicle 150
or the recharge rate for vehicle 150, according to a Demand
Response system.
[0077] The general procedure described above is also followed for
V2G or a combination of charging and V2G, except that V2G will
result in credits to the vehicle user's account for sale of power
to the local power grid 120.
[0078] Vehicle Parking Utilizing a Mobile Wireless Communication
Device [0079] 1. a subscriber uses the Internet to establish a
profile, which includes setting-up payment by credit card, debiting
a bank account, a FasTrak.RTM. account, a Paypal.RTM. account, or
other financial service; [0080] 2. the subscriber uses a wireless
mobile communication device 162, such as a mobile phone, to request
to the Smartlet.TM. 110 parking for the vehicle 150; [0081] 3. the
Smartlet.TM. 110 relays this request over the communication network
to the server 140; [0082] 4. the server 140 accesses the subscriber
profile from the database 143, validates the payment source by
contacting the credit card company, FasTrak.RTM. database or bank,
and via the communication network sends a message to the
Smartlet.TM. 110 to allow parking of the vehicle 150; [0083] 5. the
Smartlet.TM. 110 sets the parking meter shown on display 113 (see
FIGS. 3 & 4) and sets the indicators 114, if used; [0084] 6.
the server 140 sends a bill to the payment source. Optionally, if a
vehicle detector 115 is used to detect the presence of a vehicle,
then the amount of time a vehicle is parked without proper payment
may be monitored and communicated to the payment station 135 and
server 140.
[0085] Vehicle Parking Utilizing a Payment Station [0086] 1.
vehicle user 160 uses the payment station 135 to request and pay
for parking the vehicle 150; [0087] 2. the payment station 135
communicates via WAN 185 with server 140 for payment authorization;
[0088] 3. the payment station 135 communicates to the Smartlet.TM.
110 to allow parking; [0089] 4. the server 140 sends a bill to the
payment source.
[0090] The above methods for use of the Smartlet.TM. network for
electric vehicle charging, V2G and parking can be combined. For
example, a parking fee may be imposed in addition to a fee for
power consumed in recharging a vehicle. Also, a parking fee may be
imposed when a vehicle is parked for V2G.
[0091] The above embodiments of the present invention have been
given as examples, illustrative of the principles of the present
invention. Variations of the apparatus and method will be apparent
to those skilled in the art upon reading the present disclosure.
These variations are to be included in the spirit of the present
invention. For example, the Smartlet.TM. network may be used for
public and private garage and parking lot charging of electric
vehicles. Furthermore, the Smartlet.TM. network may be used for
home charging of electric vehicles, in which case a Smartlet.TM.
receptacle in the home is connected via a LAN and a WAN to the
Smartlet.TM. server 140. Those skilled in the art will appreciate
that the Smartlet.TM. network may also be used for non-vehicle
applications, including selling electricity to people in places
such as airports and coffee shops.
* * * * *