Patent Application
20130169226
This invention relates generally to an electricity transfer system, and relates more particularly to an electricity transfer system for modifying an electric vehicle charging station and methods of providing, using, and supporting the same.
A “smart” electric vehicle charging station can offer functionality that is not available from a “dumb” electric vehicle charging station. Meanwhile, one smart electric vehicle charging station may offer more functionality than another smart electric vehicle charging station. Nonetheless, whether upgrading an existing electric vehicle charging station or originally providing an electric vehicle charging station, components for implementing the functionality of a smart electric vehicle charging station can be expensive, and integrating and/or installing those components of the electric vehicle charging station can be complicated, time consuming, and/or expensive, as well. Accordingly, a need or potential for benefit exists for an electricity transfer system for easily, efficiently, and/or inexpensively modifying, upgrading, and/or adapting an electric vehicle charging station to provide smart electric vehicle charging station functionality.
To facilitate further description of the embodiments, the following drawings are provided in which:
For simplicity and clarity of illustration, the drawing figures illustrate the general manner of construction, and descriptions and details of well-known features and techniques may be omitted to avoid unnecessarily obscuring the invention. Additionally, elements in the drawing figures are not necessarily drawn to scale. For example, the dimensions of some of the elements in the figures may be exaggerated relative to other elements to help improve understanding of embodiments of the present invention. The same reference numerals in different figures denote the same elements.
The terms “first,” “second,” “third,” “fourth,” and the like in the description and in the claims, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms “include,” and “have,” and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, device, or apparatus that comprises a list of elements is not necessarily limited to those elements, but may include other elements not expressly listed or inherent to such process, method, system, article, device, or apparatus.
The terms “left,” “right,” “front,” “back,” “top,” “bottom,” “over,” “under,” and the like in the description and in the claims, if any, are used for descriptive purposes and not necessarily for describing permanent relative positions. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the invention described herein are, for example, capable of operation in other orientations than those illustrated or otherwise described herein.
The terms “couple,” “coupled,” “couples,” “coupling,” and the like should be broadly understood and refer to connecting two or more elements or signals, electrically, mechanically and/or otherwise. Two or more electrical elements may be electrically coupled together, but not be mechanically or otherwise coupled together; two or more mechanical elements may be mechanically coupled together, but not be electrically or otherwise coupled together; two or more electrical elements may be mechanically coupled together, but not be electrically or otherwise coupled together. Coupling may be for any length of time, e.g., permanent or semi-permanent or only for an instant.
“Electrical coupling” and the like should be broadly understood and include coupling involving any electrical signal, whether a power signal, a data signal, and/or other types or combinations of electrical signals. “Mechanical coupling” and the like should be broadly understood and include mechanical coupling of all types.
The absence of the word “removably,” “removable,” and the like near the word “coupled,” and the like does not mean that the coupling, etc. in question is or is not removable.
The term “real time” is defined with respect to operations carried out as soon as practically possible upon occurrence of a triggering event. A triggering event can comprise receipt of data necessary to execute a task or to otherwise process information. Because of delays inherent in transmission and/or in computing speeds, the term “real time” encompasses operations that occur in “near” real time or somewhat delayed from a triggering event.
The terms “discrete” and “separate” can each be understood to describe the physical relationship of two or more elements with respect to one another. Specifically, although these terms are sometimes used synonymously, for the purposes of this disclosure, the term “discrete” can refer to two or more elements that remain independent of one another when mechanically coupled together (i.e., making physical contact at the physical boundaries of those elements) while the term “separate” can refer to two or more elements that are not mechanically coupled together (i.e., making neither direct nor indirect physical contact) at that time. The term “discrete” can also describe distinguishable relationships from that of the terms “integral” and “integrated,” which can be construed according to their ordinary meanings. Accordingly, discrete elements can generally, and often intentionally, be more readily decoupled from one another than integrated and/or integral elements, which may not be able to be or at least may not be intended to be decoupled from one another at all.
Some embodiments include an electricity transfer system (ETS) for modifying an electric vehicle charging station (EVCS). The EVCS is configured to be coupled to an electric grid to receive electricity from the electric grid, and the EVCS is configured to be coupled to an electric vehicle rechargeable energy storage system (EVRESS) of an electric vehicle to make the electricity available to the EVRESS. The ETS comprises an adapter and an intelligence module. The adapter is configured (a) to be coupled to the EVCS to receive the electricity from the EVCS and (b) to be coupled to the EVRESS to make the electricity available to the EVRESS. The intelligence module is configured to control the adapter. The EVCS is configured to operate as a dumb EVCS when the adapter is uncoupled from the EVCS. Meanwhile, when the adapter is coupled to the EVCS, the EVCS, the adapter, and the intelligence module can operate as a smart EVCS.
Various embodiments include a method of providing an electricity transfer system (ETS) for modifying an EVCS. The EVCS is configured to be coupled to an electric grid to receive electricity from the electric grid, and the EVCS is configured to be coupled to an electric vehicle rechargeable energy storage system (EVRESS) of an electric vehicle to make the electricity available to the EVRESS. The method comprises: providing an adapter configured (a) to be coupled to the EVCS to receive the electricity from the EVCS and (b) to be coupled to the EVRESS to make the electricity available to the EVRESS; and providing an intelligence module configured to control the adapter. The EVCS is configured to operate as a dumb EVCS when the adapter is uncoupled from the EVCS. Meanwhile, when the adapter is coupled to the EVCS, the EVCS, the adapter, and the intelligence module can operate as a smart EVCS.
Further embodiments include a method for modifying a dumb electric vehicle charging station (EVCS). The dumb EVCS is configured to be coupled to an electric grid to receive electricity from the electric grid, and the EVCS is configured to be coupled to an electric vehicle rechargeable energy storage system (EVRESS) of an electric vehicle to make the electricity available to the EVRESS. The method comprises: coupling an adapter to the dumb EVCS to receive the electricity from the dumb EVCS; coupling the adapter to the EVRESS to make the electricity available to the EVRESS; and after coupling the adapter to the dumb EVCS and after coupling the adapter to the EVRESS, controlling the adapter such that the dumb EVCS and the adapter operate as a smart EVCS.
Other embodiments include a method of supporting an adapter for modifying a dumb electric vehicle charging station (EVCS) such that the dumb EVCS and the adapter can operate as a smart EVCS. The dumb EVCS is configured to be coupled to an electric grid to receive electricity from the electric grid, and the dumb EVCS is configured to be coupled to an electric vehicle rechargeable energy storage system (EVRESS) of an electric vehicle to make the electricity available to the EVRESS. The method comprises: maintaining an electricity transfer system network (ETSN) computer system of an electricity transfer system network (ETSN); and communicating with the adapter, where the adapter is configured to control (a) when the adapter receives the electricity from the dumb EVCS and/or (b) when the adapter makes the electricity available to the EVRESS, in order to determine (a) when the adapter receives the electricity from the dumb EVCS and/or (b) when the adapter makes the electricity available to the EVRESS.
Turning to the drawings,
EVCS 101 is configured to be coupled to electric grid 102 so that EVCS 101 can receive electricity from electric grid 102 and/or so that EVCS 101 can make electricity available to electric grid 102. Meanwhile, EVCS 101 is also configured to be coupled to one or more electric vehicle rechargeable energy storage systems (EVRESS's) (e.g., EVRESS 103) of one or more electric vehicles (e.g., electric vehicle 120), respectively. As a result, EVCS 101 can make electricity available to the EVRESS('s) (e.g., the electricity received from electric grid 102), and/or EVCS 101 can receive electricity from the EVRESS('s) (e.g., to be made available to electric grid 102). Said another way, EVCS 101 can be configured to transfer electricity from electric grid 102 to the EVRESS('s) (i.e., grid-to-vehicle electricity transfer) to charge the EVRESS('s) and/or to transfer electricity from the EVRESS('s) to electric grid 102 (i.e., vehicle-to-grid electricity transfer) to provide ancillary services to electric grid 102. Still, in many embodiments, although EVCS 101 may be mechanically configured to provide both grid-to-vehicle and vehicle-to-grid electricity transfers, EVCS 101 may not be operationally configured to provide vehicle-to-grid electricity transfers. Accordingly, among various other additionally permitted functionalities ETS 100 can provide, ETS 100 can permit EVCS 101 to implement such vehicle-to-grid functionalities, as described in further detail below. For simplicity and clarity of illustration, the relationship of EVCS 101 with respect to the EVRESS('s) may, in various instances, be described and/or illustrated only with respect to EVRESS 103, but these concepts could apply equally to multiple EVRESS('s), when applicable.
As pertaining to vehicle-to-grid electricity transfers, exemplary ancillary services can comprise (1) reactive electric power/electric voltage control, (2) electric loss compensation, (3) electric load following, (4) electric grid protection, and/or (5) electric energy balancing, etc. Reactive electric power/electric voltage control can refer to providing electricity to and/or drawing electricity from electric grid 102 in an effort to maintain a balanced or steady-state electric power, electric voltage, and/or frequency of the electricity in electric grid 102. Meanwhile, electric loss compensation can refer to compensating for electric power losses in electricity as the electricity passes from electricity generation devices to electric loads. Electric load following can refer to quickly providing electricity to and/or drawing electricity from electric grid 102 (e.g., for approximately minute intervals) in response to approximately real time and/or near real time fluctuations (e.g., minute to minute) of electric load versus generated electricity. Electric energy balancing can be similar to electric load following, but can occur for longer intervals (e.g., multiple minutes to hours) and can be in response to fluctuations detected over longer time intervals (e.g., multiple minutes to hours). Finally, electric grid protection can refer to (a) compensating for large spikes in electricity in electric grid 102 to prevent those spikes from damaging electric grid 102, (b) improving the operational efficiency of electric grid 102, and/or (c) improving the stability of electric grid 102.
EVCS 101 can comprise electric vehicle supply equipment. The electric vehicle supply equipment can be any suitable alternating current and/or direct current electric vehicle supply equipment. For example, EVCS 101 can comprise electric vehicle supply equipment configured according to any one of the Society of Automotive Engineers (SAE) International electric vehicle supply equipment standards (e.g., Level 1, Level 2, and/or Level 3) and/or the International Electrotechnical Commission (IEC) standards (e.g., Mode 1, Mode 2, Mode 3, and/or Mode 4). In many embodiments, EVCS 101 can comprise electric vehicle charging station (EVCS) computer system 119, which can be configured to operate EVCS 101. EVCS computer system 119 can be similar or identical to computer system 1500 (
Meanwhile, EVCS 101 can comprise and/or can be configured to operate as a dumb electric vehicle charging station (EVCS). The term “dumb EVCS” can be understood in context with the related term “smart electric vehicle charging station (EVCS).” Generally speaking, the term “smart EVCS” can refer to any EVCS having the capability to leverage (e.g., in real time) resources external to the EVCS, such as, for example, (a) one or more electricity transfer system networks (ETSNs); (b) electricity transfer system network (ETSN) computer systems (e.g., ETSN computer system 109) associated therewith; (c) one or more electric grid computer systems (e.g., electric grid computer system 110), (d) one or more energy management systems (EMSs) (e.g., EMS 111), etc.), and/or (e) one or more original equipment manufacturer networks (OEM) networks to enhance the functionality of the EVCS. Meanwhile, in some examples, the term “dumb EVCS” can refer to any EVCS that lacks the capability to leverage such external resources and/or, in other examples, can be understood relative to the term “smart EVCS” to refer to any EVCS having the ability to leverage external resources to a lesser extent and/or to an alternative extent than a respective “smart EVCS.” Accordingly, as described below, ETS 100 is configured to modify, upgrade, and/or adapt EVCS 101 to comprise and/or to operate as a smart EVCS rather than a dumb EVCS. Various advantages provided to users of, operators of, and/or third parties to EVCS 101 by modifying, upgrading, and/or adapting EVCS 101 are described in further detail below.
With respect to the external resources, an ETSN can refer to a network configured to facilitate the operation (e.g., in real time) of multiple EVCS's by supporting (e.g., remotely and/or centrally) the EVCS's with external resources (e.g., computer processing, data storage and/or aggregation, administration and/or billing, etc.) to provide additional functionality to the EVCS's. In many examples, the operator of the ETSN can also own, operate, and/or support any or all of the EVCS's.
Accordingly, ETS 100 can permit EVCS 101 to leverage and, thereby, effectively become part of a new ETSN. As indicated previously, this situation can occur even where EVCS 101 is already part of a different ETSN, such as, for example, where the new ETSN offers functionality that is not available with the different ETSN. For example, if EVCS 101 is part of a first subscription network, ETS 100 can permit EVCS 101 to also operate within a second or different subscription network. Furthermore, in many examples, without ETS 100, EVCS 101 may otherwise be unable to leverage any ETSN. This scenario does not imply that an ETSN operator may not own and/or operate EVCS 101, but rather, indicates that the ETSN operator is unable to support EVCS 101 with (or support EVCS 101 to the same degree as) the ETSN in the absence of ETS 100. It follows that ETSN could comprise one or more dumb EVCS's (e.g., EVCS 101) as well as one or more smart EVCS's (e.g., having lesser, alternative, and/or identical functionality to EVCS 101 when modified by ETS 100). Likewise, in some examples, EVCS 101 could simultaneously leverage multiple ETSNs provided the operators of the ETSNs so permit.
Each ETSN can be administrated via an electricity transfer system network (ETSN) computer system (e.g., ETSN computer system 109) associated therewith by the operating entity using and/or managing the ETSN computer system. For example, users of an ETSN and/or ETS 100 can be customers of the operating entity, and in some embodiments, users of the ETSN and/or ETS 100 can establish user accounts with the operating entity after the operating entity permits such users to use the ETSN. Furthermore, users of the ETSN and/or ETS 100 can establish user profiles corresponding to their user accounts that permit such users to manage their user accounts (e.g., provide user data, make payments for using the ETSN, ETS 100, and/or EVCS 101, etc.), to review electric vehicle data and/or electric vehicle rechargeable energy storage system (EVRESS) data for their electric vehicles (as described below), to reserve any of the various electric vehicle charging stations of the electricity transfer system network, etc. Similarly, the operating entity can maintain manager profiles (e.g., via one or more computer databases of the ETSN computer system (e.g., ETSN computer system 109)) corresponding to the user accounts that aggregate user data (e.g., personal information, financial and/or accounting information, etc.), electric vehicle data, and/or EVRESS data relating to the users (the relevance of which is discussed in further detail below) and that make available the user data, the electric vehicle data, and/or the EVRESS data to the users (e.g., via the user profiles) and to the operating entity. Users can access and/or manage their user profiles via a user interface (e.g., user interface 115) of an intelligence module (e.g., intelligence module 105) of ETS 100, as described below, and/or remotely via their personal computing device (e.g., a desktop computer system, a laptop computer system, and/or any suitable mobile electronic computer system, such as, for example, a tablet computer system, and/or a smart phone, etc.).
Each ETSN can comprise a use structure dictating whether and to what extent users can use that ETSN. For example, users of an ETSN can become members of the ETSN by, for example, paying an incremental (e.g., monthly, annually, etc.), one-off, and/or pay-per-use membership fee(s) to that ETSN operator. In some embodiments, users of the ETSN can also use ETSN as guests. Generally, members of the ETSN can have more privileges and access to more services than guests of the ETSN. Meanwhile, in various embodiments, membership in an ETSN can be tiered such that some members have more privileges and access to more services than other members. However, premium memberships can cost more in membership fees than other memberships.
Meanwhile, electric grid 102 can comprise one or more commercial electric grids and/or one or more personal electric grids. A commercial electric grid can refer to any conventional electric network operated by one or more utility companies, and a personal electric grid can refer to a personal electricity generation/distribution system owned and/or operated by one or more users of ETS 100 and/or one or more third parties other than utility companies. For example, a personal electric grid can comprise one or more photovoltaic panels, one or more wind turbines, one or more gas-powered generators, etc. and any electrical circuitry associated therewith. The commercial electric grid(s) and/or personal electric grid(s) can be administered via electric grid computer system 110 by one or more operators of electric grid 102. In many examples, a commercial electric grid can comprise one or more electrical networks of varying scale. Accordingly, a commercial electric grid can be defined by a geographical area (e.g., one or more continents, countries, states, municipalities, ZIP codes, regions, etc.) and/or defined via some other context, such as, for example, by the utility company or companies that operate the commercial electric grid. Meanwhile, the commercial electric grids can be administrated via electric grid computer system 110 by the one or more utility companies managing and/or operating the commercial electric grids.
Likewise, each EVRESS (e.g., EVRESS 103) can be configured to provide electricity to its associated electric vehicle (e.g., electric vehicle 120) to provide motive (e.g., traction) electrical power to that electric vehicle and/or to provide electricity to any electrically operated components of that electric vehicle. In some embodiments, each EVRESS (e.g., EVRESS 103) can be configured with and/or can comprise an electricity transfer rating of greater than or equal to approximately (⅛) C (e.g., approximately (¼) C, approximately (⅓) C, approximately (½) C, approximately 1 C, approximately 2 C, approximately 3 C, etc.), where the electricity transfer rating refers to an electricity charge and/or discharge rating of that EVRESS in terms of the electric current capacity of the EVRESS in ampere-hours. Furthermore, each EVRESS (e.g., EVRESS 103) can also be configured with and/or can comprise an electric energy storage capacity of greater than or equal to approximately 1 kiloWatt-hour (kW-hr). For example, each EVRESS (e.g., EVRESS 103) can be configured with and/or can comprise an electric energy storage capacity of greater than or equal to approximately 20 kW-hrs and less than or equal to approximately 50 kW-hrs. In further examples, each EVRESS (e.g., EVRESS 103) can be configured with and/or can comprise an electric energy storage capacity of greater than or equal to approximately 5 kW-hrs and less than or equal to approximately 100 kW-hrs.
In specific examples, each EVRESS (e.g., EVRESS 103) can comprise (a) one or more batteries and/or one or more fuel cells, (b) one or more capacitive energy storage systems (e.g., super capacitors such as electric double-layer capacitors), and/or (c) one or more inertial energy storage systems (e.g., one or more flywheels). In many embodiments, the one or more batteries can comprise one or more rechargeable and/or non-rechargeable batteries. For example, the one or more batteries can comprise one or more lead-acid batteries, valve regulated lead acid (VRLA) batteries such as gel batteries and/or absorbed glass mat (AGM) batteries, nickel-cadmium (NiCd) batteries, nickel-zinc (NiZn) batteries, nickel metal hydride (NiMH) batteries, zebra (e.g., molten chloroaluminate (NaAlCl4)) batteries, and/or lithium (e.g., lithium-ion (Li-ion)) batteries.
Meanwhile, each electric vehicle (e.g., electric vehicle 120) can comprise any full electric vehicle, any hybrid vehicle, and/or any other grid-connected vehicle. In the same or different embodiments, each electric vehicle (e.g., electric vehicle 120) can comprise any one of a car, a truck, motorcycle, a bicycle, a scooter, a boat, a train, an aircraft, an airport ground support equipment, and/or a material handling equipment (e.g., a fork-lift), etc.
Referring again to the external resources able to be leveraged by EVCS 101 when modified by ETS 100, each EVRESS (e.g., EVRESS 103) and/or each electric vehicle (e.g., electric vehicle 120) can comprise an energy management system (EMS) (e.g., EMS 111). For example, where the EVRESS (e.g., EVRESS 103) comprises one or more batteries, the EMS (e.g., EMS 111) can comprise a battery EMS. The EMS can comprise varying levels of sophistication. For example, in some embodiments, the EMS can be configured to use charging algorithms to calculate dynamic charging conditions of the EVRESS (e.g., EVRESS 103), which are described in greater detail below. Meanwhile, the EMS can also be configured to utilize other charging algorithms to calculate and/or can store static charging conditions of the EVRESS (e.g., EVRESS 103), which are also described in greater detail below. In other embodiments, where the EMS (e.g., EMS 111) comprises less sophistication, functionality permitting the EMS to calculate dynamic charging conditions and/or to calculate static charging conditions can be omitted. For example, in these embodiments, the EMS (e.g., EMS 111) can be programmed to merely store static charging conditions of the EVRESS (e.g., EVRESS 103).
EVCS 101 can comprise and/or can be configured to be coupled with one or more electrical connectors (e.g., electrical connector 112). The electrical connector(s) can be coupled to EVCS 101 to receive electricity from EVCS 101. Each of the one or more electrical connectors can be coupled to EVCS 101 by a corresponding electrical cable. Accordingly, EVCS 101 and/or each of the one or more electrical connectors, respectively, can comprise the electrical cable(s). Meanwhile, each of the electrical connector(s) can be coupled to one EVRESS of the EVRESS('s) (e.g., EVRESS 103) to make electricity available to that EVRESS (e.g., EVRESS 103).
The electrical connector(s) can comprise any suitable electrical connector(s) for coupling EVCS 101 to the EVRESS('s) (e.g., EVRESS 103). In many embodiments, the electrical connector(s) can comprise one or more IEC 62196 approved electrical connector(s). For example, the electrical connector(s) can comprise one or more SAE J1772 electrical connectors, one or more VDE-AR-E 2623-2-2 (Mennekes) electrical connectors, one or more JARI (CHAdeMO) electrical connectors, etc., and/or any suitable combination thereof.
The electrical connector(s) can be configured to communicate with the electric vehicle(s) (e.g., electric vehicle 120), the EVRESS('s) (e.g., EVRESS 103), and/or the EMS('s) (e.g., EMS 111) using an electric vehicle bus standard, such as, for example, the controller-area network (CAN) bus standard to permit communication between EVCS 101 and with the electric vehicle(s) (e.g., electric vehicle 120), the EVRESS('s) (e.g., EVRESS 103), and/or the EMS('s) (e.g., EMS 111). The electrical connector(s) (e.g., electrical connector 112) can also be configured to transmit a pilot signal between EVCS 101 and the electric vehicle(s) (e.g., electric vehicle 120), the EVRESS('s) (e.g., EVRESS 103), and/or the EMS('s) (e.g., EMS 111) when the electrical connector(s) are coupled with and/or ready to make electricity available to the EVRESS('s) (e.g., EVRESS 103).
With still further respect to the external resources, an OEM network can refer to a network configured to facilitate the operation (e.g., in real time) of EVRESS 103, EMS 111 and/or electric vehicle 120 by supporting (e.g., remotely and/or centrally) EVRESS 103, EMS 111 and/or electric vehicle 120 with external resources (e.g., computer processing, data storage and/or aggregation, vehicle telematics, etc.) to provide additional functionality to EVRESS 103, EMS 111, and/or electric vehicle 120. In many examples, the operator of the OEM network can be one or more original equipment manufacturers of EVRESS 103, EMS 111, and/or electric vehicle 120. Similar to each ETSN as described above, each OEM network can be administrated via an original equipment manufacturer (OEM) network computer system associated therewith by the operating entity using and/or managing the OEM network computer system.
In implementation, ETS 100 comprises adapter 104, intelligence module 105, and communication module 108. Adapter 104 comprises operation module 106 and can comprise first locking mechanism 113 and/or second locking mechanism 114. Meanwhile, operation module 106 can comprise interruption mechanism 107, and intelligence module 105 can comprise communication module 108 and user interface 115.
In some embodiments, adapter 104 comprises intelligence module 105. Accordingly, in these embodiments, adapter 104 can also comprise user interface 115, and user interface 115 can be integral with adapter 104. Meanwhile, in other embodiments, adapter 104 and intelligence module 105 can be discrete and/or separate from each other. Accordingly, in these embodiments, adapter 104 can be configured such that intelligence module 105 can be removably coupled with adapter 104.
ETS 100 can comprise EVCS 101, ETSN computer system 109, electric grid computer system 110, EMS 111, and/or the OEM network computer system. Likewise, in many embodiments, intelligence module 105 can comprise intelligence module computer system 116. In implementation, ETSN computer system 109, electric grid computer system 110, EMS 111, intelligence module computer system 116, and/or the OEM network computer system can each be similar or identical to computer system 1500 (
Adapter 104 can comprise adapter input 117 and adapter output 118. Adapter input 117 and adapter output 118 are so named for convenience of illustration and should not necessarily be construed as limiting adapter 104 to mono-directional transfer of electricity. For example, in many embodiments, adapter 104 is also configured to permit bi-directional transfer of electricity.
Moving onward, adapter 104 and/or adapter input 117 are configured to be coupled to EVCS 101 (e.g., via adapter input 117) so that adapter 104 can receive electricity from EVCS 101. In some embodiments, adapter 104 and/or adapter input 117 can be removably, directly coupled to EVCS 101. For example, in these embodiments, adapter 104 and/or adapter input 117 can be removably, directly coupled to EVCS 101 where electrical connector 112 and the electrical cable corresponding to electrical connector 112 are part of EVCS 101. Accordingly, in these same embodiments, electrical connector 112 can be removably coupled directly (e.g., where adapter 104 comprises the electrical cable for electrical connector 112, and vice versa) or indirectly (e.g., where adapter 104 and the electrical cable for electrical connector 112 are discrete from each other) to adapter 104. Meanwhile, in other embodiments where adapter 104 and/or adapter input 117 are removably, directly coupled to EVCS 101, adapter 104 and/or adapter input 117 can comprise electrical connector 112 and/or its electrical cable.
Meanwhile, in other embodiments, adapter 104 and/or adapter input 117 can be removably, indirectly coupled to EVCS 101. For example, in these embodiments, adapter 104 and/or adapter input 117 can be removably coupled directly to electrical connector 112, which in turn is removably coupled to EVCS 101 (e.g., by the electrical cable). In other examples, adapter 104 and/or adapter input 117 can be removably, directly coupled to the electrical cable configured to couple electrical connector 112 to EVCS 101.
Likewise, adapter 104 and/or adapter output 118 are also configured to be coupled to EVRESS 103 so that adapter 104 can make electricity available to EVRESS 103. Adapter 104 and/or adapter output 118 can be removably coupled to EVRESS 103 directly or indirectly, corresponding to the various examples provided above with respect to adapter 104 and adapter input 117. Accordingly, to summarize generally, adapter 104 can be interposed in any suitable coupling configuration permitting coupling of adapter 104 between EVCS 101 and EVRESS 103.
In many embodiments, adapter input 117 and/or adapter output 118 can be configured to be universal and/or adaptable to permit adapter 104 and/or ETS 100 to operate with multiple configurations of electrical connectors (e.g., electrical connector 112). Accordingly, adapter 104, intelligence module 105, and/or operations module 106 can also be configured to permit adapter 104 and/or ETS 100 to operate with multiple configurations of EVCS's (e.g., EVCS 101), electrical connectors (e.g., electrical connector 112), and/or EVRESS's (e.g., EVRESS 103) such that ETS 100 can be substantially and/or completely universal.
Adapter 104 can be portable such that users of ETS 110 can transport adapter 104 in electric vehicle 120 and in some examples, on their person. Accordingly, although adapter 104 can be any suitable size, shape, and/or weight, in many embodiments, adapter 104 is configured to comprise a size, shape, and/or weight conducive to portability.
For example, in some embodiments, adapter 104 can be generally tubular in shape with a circular cross section (e.g., a cylinder) or a polygonal cross section, although the shape can vary and/or be altered somewhat when adapter 104 comprises and/or is coupled with intelligence module 105. For example, adapter 104 can approximately resemble a 355 milliliter aluminum can, such as, for example, for containing a soft-drink. In these embodiments, adapter 104 can comprise a length dimension of greater than or equal to approximately 10 centimeters and less than or equal to approximately 26 centimeters. Meanwhile, adapter 104 can comprise a lateral dimension (e.g., diameter and/or width) of greater than or equal to approximately 5 centimeters and less than or equal to approximately 13 centimeters. In many embodiments, the lateral dimension of adapter 104 can be sized according to the lateral dimensions of electrical connector 112 and/or its electrical cable (e.g., to approximately match or be slightly larger).
Likewise, adapter 104 can remain discrete from EVCS 101 when adapter 104 is coupled to EVCS 101, such as, for example, to increase the portability of adapter 104. Accordingly, in many embodiments, because adapter 104 is portable and/or discrete from EVCS 101, ETS 100 can be implemented and/or adapter 104 can be used with any suitable EVCS (e.g., EVCS 101, another EVCS, etc.). Thus, in some examples, adapter 104 can be referred to and/or can operate as a dongle.
As indicated above, adapter 104 can comprise electrical connector 112, and vice versa. In many examples, whether adapter 104 and electrical connector 112 are one and the same can be decided according to whether EVCS 101 comprises electrical connector 112 or not. In some examples, combining adapter 104 and electrical connector 112 can be undesirable due to the resulting decrease in portability of adapter 104. Still, combining adapter 104 and electrical connector 112 can have the effect of reducing costs for the operator of EVCS 101.
When adapter 104 is coupled to EVCS 101, EVCS 101 and adapter 104, in combination, can operate as a smart EVCS that is able to leverage (e.g., in real time) one or more external resources (e.g., ETSN computer system 109, electric grid computer system 110, EMS 111, etc.). Intelligence module 105 is configured to control (e.g., in real time) adapter 104 and/or operations module 106, as described below. Using communication module 108, intelligence module 105 is able to communicate with and employ the one or more external resources (e.g., in real time) in determining the manner in which intelligence module 105 controls adapter 104 and/or operations module 106. Intelligence module 105 can comprise and/or can be implemented as intelligence module computer system 116. In many embodiments, intelligence module 105 can also use communication module 108 to communicate with EVCS computer system 119 when EVCS 101 comprises EVCS computer system 119. In these embodiments, intelligence module 105 can also control and/or operate cooperative with EVCS computer system 119 in order to permit EVCS 101 and adapter 104 to operate in combination as the smart EVCS. Still, in some embodiments, intelligence module 105 can ignore, disable, and/or override EVCS computer system 119.
Communication module 108 is configured to provide communication (e.g., in real time) between (a) intelligence module 105 and/or intelligence module computer system 116 and (b) one or more of EVCS 101, EVRESS 103, adapter 104, operations module 106, interruption mechanism 107, ETSN computer system 109, electric grid computer system 110, EMS 111, user interface 115, EVCS computer system 119, and/or electric vehicle 120. In some embodiments, communication module 108 can also be configured to provide communication (e.g., in real time) between (a) intelligence module 105 and/or intelligence module computer system 116 and (b) first locking mechanism 117 and/or second locking mechanism 118, such as, for example, where first locking mechanism 117 and/or second locking mechanism 118 are electronically operated, as described further below.
Accordingly, communication module 108 can comprise a communication network comprising (a) one or more components configured to provide wired communication (e.g., one or more data buses, such as, for example, universal serial bus(es); one or more networking cables, such as, for example, coaxial cable(s), optical fiber cable(s), twisted pair cable(s); any other suitable data cable, etc.) and/or (b) one or more components configured to provide wireless communication (e.g., one or more radio transceivers, one or more infrared transceivers, etc.) between (i) intelligence module 105 and/or intelligence module computer system 116 and (ii) one or more of EVCS 101, EVRESS 103, adapter 104, operations module 106, interruption mechanism 107, ETSN computer system 109, electric grid computer system 110, EMS 111, user interface 115, first locking mechanism 117, second locking mechanism 118, EVCS computer system 119, and/or electric vehicle 120. Communication module 108 can be configured to operate using any one or any combination of wired and/or wireless communication network topologies (e.g., ring, line, tree, bus, mesh, star, daisy chain, hybrid, etc.) and/or protocols (e.g., personal area network (PAN) protocol(s), local area network (LAN) protocol(s), wide area network (WAN) protocol(s), cellular network protocol(s), Powerline network protocol(s), etc.). Exemplary PAN protocol(s) can comprise Bluetooth, Zigbee, Wireless Universal Serial Bus (USB), Z-Wave, etc.; exemplary LAN and/or WAN protocol(s) can comprise Institute of Electrical and Electronic Engineers (IEEE) 802.3, IEEE 802.11, etc.; and exemplary wireless cellular network protocol(s) can comprise Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Evolution-Data Optimized (EV-DO), Enhanced Data Rates for GSM Evolution (EDGE), 3GSM, Digital Enhanced Cordless Telecommunications (DECT), Digital AMPS (IS-136/Time Division Multiple Access (TDMA)), Integrated Digital Enhanced Network (iDEN), etc. The components forming the communication network of communication module 108 can be dependent on the network topologies and/or protocols in use, and vice versa.
When controlling operations module 106, intelligence module 105 can determine when adapter 104 receives electricity from EVCS 101 and/or when adapter 104 makes electricity available to EVRESS 103 by controlling interruption mechanism 107. In further embodiments, intelligence module can also determine when adapter 104 receives electricity from EVRESS 103 and/or when adapter 104 makes electricity available to electric grid 102 by controlling interruption mechanism 107. To this end, interruption mechanism 107 can be configured to control when adapter 104 receives electricity from EVCS 101, when adapter 104 makes electricity available to EVRESS 103, when adapter 104 receives electricity from EVRESS 103, and/or when adapter 104 makes electricity available to electric grid 102, such as, for example, (1) by selectively interrupting (e.g., in real time) the electric vehicle bus standard communication (e.g., based on control by intelligence module 105) between (a) electrical connector 112 and/or EVCS 101 and (b) electric vehicle 120, EVRESS 103, and/or EMS 111, and/or (2) by manipulating (e.g., in real time) the pilot signal transmitted between EVCS 101 and electric vehicle 120, EVRESS 103, and/or EMS 111 (e.g., based on control by intelligence module 105). Accordingly, interruption mechanism 107 can comprise any suitable electronic circuitry and/or components (e.g., contactors) permitting control of when adapter 104 receives electricity from EVCS 101, when adapter 104 makes electricity available to EVRESS 103, when adapter 104 receives electricity from EVRESS 103, and/or when adapter 104 makes electricity available to electric grid 102, such as, for example, in the manner described above.
Meanwhile, in some embodiments, operations module 106 can also be configured to condition (e.g., in real time) the electricity that adapter 104 makes available to EVRESS 103 and/or electric grid 102, when applicable, as determined by intelligence module 105. Accordingly, operations module 106 can further comprise any suitable electronic circuitry and/or components permitting operations module 106 to condition electricity (e.g., via one or more devices configured to establish, maintain, and/or change electric voltage(s)/electric current(s) of the electricity) being transferred from electric grid 102 to EVRESS 103 (and/or vice versa). Intelligence module 105 can be configured to condition the electricity based on one or more static charging condition(s) and/or one or more dynamic charging condition(s), as described below.
Accordingly, communication module 108 can be configured to interrogate electric vehicle 120, EVRESS 103, and/or EMS 111 to identify static charging condition(s) of EVRESS 103. As part of interrogating electric vehicle 120, EVRESS 103, and/or EMS 111 to identify static charging condition(s) of EVRESS 103, communication module 108 can be configured to determine whether EVRESS 103 comprises EMS 111. Exemplary static charging condition(s) can comprise the nominal charging electric voltage of EVRESS 103, the maximum charging electric current of EVRESS 103, the optimal temperature range for charging EVRESS 103, etc. Meanwhile, communication module 108 can also be configured to interrogate (e.g., periodically) electric vehicle 120, EVRESS 103, and/or EMS 111 to identify one or more dynamic charging conditions of EVRESS 103 when communication module 108 communicates with electric vehicle 120, EVRESS 103, and/or EMS 111 and/or when adapter 104 is making electricity available to EVRESS 103. Exemplary dynamic charging conditions can comprise a measured and/or calculated internal temperature of EVRESS 103, a measured and/or calculated internal pressure of EVRESS 103, a measured and/or calculated internal resistance free electric voltage of EVRESS 103, a state of charge of EVRESS 103, a state of health of EVRESS 103, a measured and/or calculated electric current at EVRESS 103, a measured and/or calculated electric voltage at EVRESS 103, etc.
Internal resistance free electric voltage can refer to an electric voltage of EVRESS 103 when EVRESS 103 is neither receiving electricity from adapter 104 nor providing electricity to electric vehicle 120. Accordingly, interruption mechanism 107 can be configured to interrupt (e.g., periodically), as appropriate, when adapter 104 receives electricity from electric grid 102 and/or makes electricity available to EVRESS 103 (e.g., as controlled by intelligence module 105) so that EVRESS 103 is not receiving electricity from adapter 104. This interrupt can be configured to approximately coincide in time with when communication module 108 interrogates electric vehicle 120, EVRESS 103, and/or EMS 111 regarding the dynamic charging condition of the internal resistance free electric voltage of EVRESS 103. In these examples, EVRESS 103 can also not be providing electricity to electric vehicle 120.
The interval at which communication module 108 interrogates electric vehicle 120 and/or at which interruption mechanism 107 interrupts when adapter 104 receives electricity from electric grid 102 and/or makes electricity available to EVRESS 103 can occur at one or more predetermined time intervals. Thus, the static charging condition(s) can also comprise the predetermined time interval(s), and/or the predetermined time interval(s) can be established by intelligence module 105. Furthermore, in many embodiments, where one or more of the dynamic charging conditions require calculation, some or all of the dynamic charging conditions can be calculated by EMS 111, and/or some or all of the dynamic charging conditions can be calculated by intelligence module 105. In these embodiments, electric vehicle 120 and/or EMS 111 can measure one or more variables (e.g., electric voltage at EVRESS 103, electric current at EVRESS 103, internal temperature of EVRESS 103, internal pressure of EVRESS 103, internal resistance of EVRESS 103, etc.) by which EMS 111 and/or intelligence module 105 can calculate the dynamic charging condition(s).
Meanwhile, communication module 108 can also be configured to gather electric vehicle data and/or electric vehicle rechargeable energy storage system (EVRESS) data when communication module 108 communicates with electric vehicle 120, EVRESS 103, and/or EMS 111. Communication module 108 can be configured to provide the electric vehicle data and/or the EVRESS data to ETSN computer system 109, such as, for example, for aggregation and storage in one or more computer databases (e.g., XML (Extensible Markup Language) database(s), MySQL database(s), and/or Oracle® database(s)) of ETSN computer system 109, as mentioned previously with respect to the description of the electricity transfer system network. The electric vehicle data and/or the EVRESS data can further be indexed as a searchable group of individual data files stored in one or more memory storage modules of ETSN computer system 109 such that the electric vehicle data and/or the EVRESS data can be retrieved by users via their user profiles and/or by intelligence module 105. Exemplary electric vehicle data can comprise maintenance requirements for electric vehicle 120, locations of electric vehicle 120 (e.g., provided by a global positioning system of electric vehicle 120), etc. Meanwhile, exemplary EVRESS data can comprise any of the dynamic charging condition(s).
In many embodiments, intelligence module 105 can determine the manner in which to control adapter 104, operations module 106, and/or interruption mechanism 107 based solely on communication with electric vehicle 120, EVRESS 103, and/or EMS 111. However, in further embodiments, intelligence module 105 can further control the manner in which to control adapter 104, operations module 106, and/or interruption mechanism 107 based on communication with additional external resources (e.g., ETSN computer system 109, electric grid computer system 110, etc.).
For example, in determining the manner in which to control adapter 104, operations module 106, and/or interruption mechanism 107, intelligence module 105 can consider electric utility data provided by electric grid computer system 110. Electric utility data can comprise energy demand on electric grid 102, requests by the operator of electric grid 102 for ancillary services and/or electricity demand reduction on electric grid 102, availability of alternative energy resources of electric grid 102 (e.g., solar, wind, tidal, nuclear, etc.), etc. The energy demand on electric grid 102 can also permit intelligence module 105 to control adapter 104, operations module 106, and/or interruption mechanism 107 to provide energy shifting to off-peak times/days. Meanwhile, in determining the manner in which to control adapter 104, operations module 106, and/or interruption mechanism 107, intelligence module 105 can consider electric vehicle data and/or EVRESS data provided by ETSN computer system 109, as described above. ETSN computer system 109 can also provide the energy contract rates for users which intelligence module 105 can also factor in its control determination.
Furthermore, in determining the manner in which to control adapter 104, operations module 106, and/or interruption mechanism 107, intelligence module 105 can consider charge request data provided by users of ETS 100 via user interface 115 and/or their personal computing device (e.g., a desktop computer system, a laptop computer system, and/or any suitable mobile electronic computer system, such as, for example, a tablet computer system, and/or a smart phone, etc.). Exemplary charge request data can comprise a requested manner in which to charge EVRESS 103 and/or a requested time and day during which to charge EVRESS 103. In more specific examples, charge request data can comprise a requested state of charge up to which EVRESS 103 is to be charged, a quantity of electricity to provide to EVRESS 103 based on the quantity and/or a cost of the quantity, a distance a user needs to travel, a time by which to complete a charge of EVRESS 103, an energy cost ceiling above which not to charge EVRESS 103, one or more reservations for EVCS 101, etc.
Communication module 108 can also be configured to gather charge request data and to provide the electric grid data and/or charge request data to ETSN computer system 109, such as, for example, for aggregation and storage in the computer database(s) (e.g., XML (Extensible Markup Language) database(s), MySQL database(s), and/or Oracle® database(s)) of ETSN computer system 109.
Further still, (a) International Patent Application Serial No. PCT/US2011/034667, filed Apr. 29, 2011; (b) International Patent Application Serial No. PCT/US2011/037587, filed May 23, 2011; (c) International Patent Application Serial No. PCT/US2011/037588, filed May 23, 2011; and (d) International Patent Application Serial No. PCT/US2011/037590, filed May 23, 2011 each further detail manners in which intelligence module 105 can control adapter 104, operations module 106, and/or interruption mechanism 107 while leveraging external resources. Accordingly, the disclosures for each of (a) International Patent Application Serial No. PCT/US2011/034667, (b) International Patent Application Serial No. PCT/US2011/037587, (c) International Patent Application Serial No. PCT/US2011/037588, and (d) International Patent Application Serial No. PCT/US2011/037590 are incorporated herein by reference.
In many embodiments, adapter 104 and/or operations module 106 can be configured to operate as determined by intelligence module 105 even when intelligence module 105 is located remotely from adapter 104 and/or operations module 106. In these embodiments, adapter 104 and/or operations module 106 can (a) continue being controlled wirelessly (e.g., via communication module 108) by intelligence module 105 and/or (b) operate according to the last received commands provided by intelligence module 105.
In some embodiments, intelligence module 105 can comprise a personal computing device (e.g., a desktop computer system, a laptop computer system, and/or any suitable mobile electronic computer system, such as, for example, a tablet computer system, and/or a smart phone, etc.) of a user of ETS 100. In these embodiments, the user of ETS 100 can download and install application software on her personal computing device permitting the user to operate ETS 100 and/or to configured her personal computing device as intelligence module 105. Accordingly, in these embodiments, intelligence module 105 can be more likely to control adapter 104, operations module 106, and/or interruption mechanism 107 remotely for at least part of the time that adapter 104 makes electricity available to EVRESS 103.
Beyond controlling adapter 104, operations module 106, and/or interruption mechanism 107, intelligence module 105 can also (a) provide advertisements, public service announcements, etc. to users of ETS 100 (e.g., via user interface 115), (b) provide notifications (e.g., charge status, charge interruption, etc.) to users of ETS 100 at user interface 115, and/or (c) operate as a home energy management system for users of ETS 100, such as, for example, to control one or more home electronic appliances. When intelligence module 105 operates as a home energy management system, users can operate the home energy management system locally via user interface 115 of intelligence module 105 of ETS 100 and/or remotely via their personal computing device (e.g., wired and/or wireless communication network enabled television, a desktop computer system, a laptop computer system, and/or any suitable mobile electronic computer system, such as, for example, a tablet computer system, and/or a smart phone, etc.). In these embodiments, the home energy management system can operate cooperatively with and/or independently from EVCS 101. Meanwhile, intelligence module 105 can also provide users of ETS 100 with (a) internet browsing capability and (b) mapping and directions to EVCS('s) (e.g., EVCS 101), (c) reservation services for reserving those EVCS('s), and/or (d) availability of those EVCS('s). Further still, intelligence module 105 can also administrate payment for use of EVCS 101, such as, for example, through communication with ETSN computer system 110 (e.g., via communication module 108) and by referencing the electricity meter, as described below, of ETS 100. For many examples, communication module 108 can also provide communication with any additional devices (e.g., personal computing devices, third-party computer systems (e.g., bank computer systems, internet provider computer systems, etc.), as applicable, to provide these functionalities.
When adapter 104 is coupled to EVCS 101, first locking mechanism 113 can prevent adapter 104 from being decoupled from EVCS 101. First locking mechanism 113 can comprise any mechanical, electronic, or other suitable device for locking adapter 104 to EVCS 101, electrical connector 112, and/or the electrical cable coupling electrical connector 112 to EVCS 101, as applicable. First locking mechanism 113 can be configured to lock mechanically (e.g., by a key, by a combination, etc.) and/or electronically via intelligence module 105 and/or user interface 115 (e.g., by a code/password, etc.). In some embodiments, first locking mechanism 113 can be omitted.
When adapter 104 is coupled to EVRESS 103, second locking mechanism 114 can prevent adapter 104 from being decoupled from EVRESS 103. Second locking mechanism 114 can comprise any mechanical, electronic, or other suitable device for locking adapter 104 to EVRESS 103. Second locking mechanism 114 can be similar or identical to first locking mechanism 113. In some embodiments, second locking mechanism 114 can be omitted. First locking mechanism 113 and/or second locking mechanism 114 can prevent adapter 104 and/or electricity from being stolen. In some embodiments, first locking mechanism 113 and second locking mechanism 114 operate independently of each other while in other embodiments, first locking mechanism 113 and second locking mechanism 114 operate reciprocally with each other.
User interface 115 can be configured to operate adapter 104, intelligence module 105, operations module 106, and/or communications module 108. Likewise, user interface 115 can permit users of ETS 100 to access their user profiles, manage their user accounts, and/or permit users to use ETS 100 to charge the EVRESS (e.g., EVRESS 103) of their electric vehicle (e.g., electric vehicle 120). Likewise, users of ETS 100 can provide payment (e.g., via charge card, credit card, debit card, cash, an e-commerce provider such as PayPal of San Jose, Calif., etc.) for using ETS 100 via user interface 115 and/or via their personal computing device (e.g., a desktop computer system, a laptop computer system, and/or any suitable mobile electronic computer system, such as, for example, a tablet computer system, and/or a smart phone, etc.). Users of ETS 100 can also manually enter static charging condition(s) of EVRESS 103, such as, for example, where EVRESS 103 does not comprise EMS 111 or where EMS 111 is not configured to calculate and/or store static charging condition(s). Users of ETS 100 can also manually enter charge request data via user interface 115.
User interface 115 can comprise any suitable combination of interactive and/or passive input/output mechanisms (e.g., one or more electronic displays, such as, for example, (color and/or black and white) touch screen electronic display(s), one or more keyboards, one or more keypads, one or more speakers, one or more magnetic stripe card readers, one or more radio frequency identification (RFID) transceivers, etc.) configured to permit users to access their user profiles, manage their user accounts, and/or to operate ETS 100. Accordingly, in applicable embodiments, users can manually enter static charging condition(s) passively, such as, for example, by interfacing a magnetic stripe card with the magnetic stripe reader or interfacing a RFID device (e.g., a fob) with the RFID transceiver where the magnetic stripe card and/or the RFID device are programmed with the static charging condition(s). In other embodiments, users can manually enter static charging condition(s) interactively, such as, for example, via touch screen electronic display(s), the keyboard(s), the keypad(s), etc.
In many embodiments, the interactive and/or passive input/output mechanisms can comprise one or more dedicated buttons configured to display the state of charge of EVRESS 103, configured to engage communication module 108, and/or configured to cause adapter 104 to undergo an emergency shutoff Likewise, the interactive and/or passive input/output mechanisms can comprise one or more dedicated buttons for activating first locking mechanism 113 and/or second locking mechanism 114.
ETS 100 (and EVCS 103) can comprise an electricity meter to meter electricity provided to EVRESS 103 by EVCS 102 and/or adapter 104 as well as to electric grid 102 by adapter 104. Meanwhile, ETS 100 (and EVCS 103) can comprise interlock provisions to prevent theft of electricity, etc. The interlock provisions can comprise first locking mechanism 113 and/or second locking mechanism 114.
Adapter 104 and/or intelligence module 105 can be internally (e.g., by one or more single-use and/or rechargeable energy storage systems (e.g., one or more batteries)) and/or externally electrically powered (e.g., through coupling with an external energy source, such as, for example, electric grid 102, EVCS 101, EVRESS 103, and/or any electrical receptacle (e.g., any National Electrical Manufacturers Association (NEMA) electrical receptacle). When integrated and/or coupled together, adapter 104 and/or intelligence module 105 can be electrically powered by the same energy source while, when separate, adapter 104 and intelligence module 105 can be electrically powered by separate energy sources. For example, adapter 104 can be configured to siphon a portion of electricity from EVCS 101 to electrically power adapter 104 and/or intelligence module 105 while making available a remainder of the electricity to EVRESS 103; meanwhile, intelligence module 105 can comprise an internal intelligence module rechargeable energy storage system configured to electrically power intelligence module 105, at least when adapter 104 is decoupled from EVCS 101.
ETS 100 can be configured so as to require minimal or no installation beyond coupling adapter 104 to EVCS 101 and EVRESS 103. In this manner, ETS 100 can be referred to as a “plug-and-play” system. Meanwhile, because ETSNs frequently require users to authenticate their identity (e.g., via RFID, via credit card, via entry of user name and password, etc.), ETS 100 can simplify this process by permitting authentication merely by using one's personal adapter 104. Accordingly, ETS 100 can be configured to be associable with its user to permit such identification and authentication.
Some or all of ETS 100 can be sold as an after market product and/or electric vehicle accessory by electric vehicle dealerships. Selling ETS 100 (e.g., adapter 104, intelligence module 105, and communication module 108) can be substantially less expensive than selling a fully integrated EVCS having smart EVCS functionality.
ETS 100 can permit ETSN operators to remove themselves from or limit their involvement in manufacturing EVCS's (e.g., EVCS 101) because ETS 100 can permit smart EVCS functionality without those ETSN operators having to take active part in manufacturing the EVCS's (e.g., limiting those ETSN operators to manufacturing and/or commissioning manufacturing of ETS 100). As a result, ETSN operators can focus on developing and/or delivering services through their respective operating systems rather than having to also spend time, energy, and resources on developing and/or providing EVCS hardware.
Likewise, ETS 100 can shift costs of implementing ETS 100 from the ETSN operator(s) to the host(s) (e.g., owner, leasor, and/or leasee) of the EVCS('s) (e.g., EVCS 101) where the ETSN operator(s) are not hosting the EVCS('s). Accordingly, the ETSN operator(s) can derive revenue from membership fees, as described above, from annual services and maintenance fees for software updates, from advertising, from access fees to use the EVCS('s) (e.g., EVCS 101) where the ETSN operator(s) are also the host(s), from demand reduction for electric grid 102, from transaction fees for remote and/or credit card based payments, and when applicable, from administrating ancillary services to electric grid 102, etc. Meanwhile, the ETSN operator(s) can also share revenue with each other, with users of ETS 100, and/or with the host(s) of the EVCS('s) (e.g., EVCS 101), as applicable, and/or with original equipment manufacturers of the EVCS('s), such as, for example, to incentivize original equipment manufacturers to manufacture EVCS's compatible with ETS 100 and/or to sell ETS 100.
In
Method 600 comprises procedure 601 of providing an adapter. The adapter can be similar or identical to adapter 104 (
Referring to
Referring to
Process 701 can comprise activity 802 of configuring the operations module to condition the electricity that the adapter makes available to an electric vehicle rechargeable energy storage system (EVRESS) as determined by an intelligence module. The EVRESS can be similar or identical to EVRESS 103 (
Returning now to
Procedure 601 can comprise process 704 of configuring the adapter to be coupled to an electrical connector of the EVCS. The electrical connector can be similar or identical to electrical connector 112 (
Procedure 601 can comprise process 705 of providing a first locking mechanism of the adapter. The first locking mechanism can be similar or identical to first locking mechanism 113 (
Procedure 601 can comprise process 706 of providing a second locking mechanism of the adapter. The second locking mechanism can be similar or identical to second locking mechanism 114 (
Procedure 601 can comprise process 707 of providing the electrical connector. In some embodiments, process 707 can be omitted.
Returning now to
Referring to
Procedure 602 can comprise process 902 of configuring the intelligence module to communicate with the operations module, such as, for example, via a communication module. The communication module can be similar or identical to communication module 108 (
Procedure 602 can comprise process 903 of configuring the intelligence module to be removably coupled with the adapter. In some embodiments, process 903 can be omitted.
Procedure 602 can comprise process 904 of providing a user interface. The user interface can be similar or identical to user interface 115 (
Meanwhile, in many embodiments, procedure 602 (
Returning again to
Returning again to the drawings,
Method 1000 comprises procedure 1001 of coupling an adapter (e.g., directly and/or indirectly) to the EVCS to receive electricity from the EVCS. The adapter can be similar or identical to adapter 104 (
Referring to
Procedure 1002 can comprise process 1102 of coupling the electrical connector to the EVCS. In some embodiments, process 1101, process 1102, and/or procedure 1001 can be omitted.
Returning to
Method 1000 comprises procedure 1003 of controlling the adapter with an intelligence module such that the EVCS and the adapter can operate as a smart EVCS. In many embodiments, procedure 1003 is performed after performing procedure 1001 and/or procedure 1002.
Referring to
Referring to
Process 1201 can comprise activity 1302 of conditioning the electricity that the adapter makes available to the EVRESS. In many embodiments, performing activity 1302 can comprise conditioning the electricity that the adapter makes available to the EVRESS in a manner similar or identical to that described above with respect to ETS 100 (
Referring back to
Returning to
Method 1000 can comprise procedure 1005 of decoupling the adapter from the EVCS; and/or procedure 1006 of decoupling the adapter from the EVRESS.
Method 1000 can comprise procedure 1007 of preventing the adapter from being decoupled from the electric vehicle charging station with a first locking mechanism of the adapter. The first locking mechanism can be similar or identical to first locking mechanism 113 (
Method 1000 can comprise procedure 1008 of preventing the adapter from being decoupled from the electric vehicle rechargeable energy storage system with a second locking mechanism of the adapter. The second locking mechanism can be similar or identical to second locking mechanism 114 (
Returning again to the drawings,
Method 1400 comprises procedure 1401 of maintaining an electricity transfer system network (ETSN) computer system of an electricity transfer system network (ETSN). The ETSN computer system can be similar or identical to ETSN computer system 109 (
Method 1400 comprises procedure 1402 of communicating with a communications module in communication with an intelligence module of the adapter. The communications module can be similar or identical to communications module 108 (
Method 1400 can comprise procedure 1403 of facilitating use of the electric vehicle charging station. In these embodiments, the electricity transfer system network can comprise the electric vehicle charging station.
Turning again to the next drawing,
Turning to
As used herein, “processor” and/or “processing module” means any type of computational circuit, such as but not limited to a microprocessor, a microcontroller, a controller, a complex instruction set computing (CISC) microprocessor, a reduced instruction set computing (RISC) microprocessor, a very long instruction word (VLIW) microprocessor, a graphics processor, a digital signal processor, or any other type of processor or processing circuit capable of performing the desired functions. In some examples, the one or more processors of the various embodiments disclosed herein can comprise CPU 1610.
In the depicted embodiment of
In some embodiments, network adapter 1620 can comprise and/or be implemented as a WNIC (wireless network interface controller) card (not shown) plugged or coupled to an expansion port (not shown) in computer system 1500 (
Although many other components of computer system 1500 (
When computer system 1500 in
Although computer system 1500 is illustrated as a desktop computer in
Meanwhile, in some embodiments, EVCS computer system 119 (
Although the invention has been described with reference to specific embodiments, it will be understood by those skilled in the art that various changes may be made without departing from the spirit or scope of the invention. Accordingly, the disclosure of embodiments of the invention is intended to be illustrative of the scope of the invention and is not intended to be limiting. It is intended that the scope of the invention shall be limited only to the extent required by the appended claims. For example, to one of ordinary skill in the art, it will be readily apparent that procedures 601-606 of
All elements claimed in any particular claim are essential to the embodiment claimed in that particular claim. Consequently, replacement of one or more claimed elements constitutes reconstruction and not repair. Additionally, benefits, other advantages, and solutions to problems have been described with regard to specific embodiments. The benefits, advantages, solutions to problems, and any element or elements that may cause any benefit, advantage, or solution to occur or become more pronounced, however, are not to be construed as critical, required, or essential features or elements of any or all of the claims, unless such benefits, advantages, solutions, or elements are expressly stated in such claim.
Moreover, embodiments and limitations disclosed herein are not dedicated to the public under the doctrine of dedication if the embodiments and/or limitations: (1) are not expressly claimed in the claims; and (2) are or are potentially equivalents of express elements and/or limitations in the claims under the doctrine of equivalents.
This invention was made with U.S. Government support under Contract No. DE-EE00002194 awarded by the Department of Energy. The Government has certain rights in this invention.
