US20080312782A1 - Electric vehicle communication interface - Google Patents

Abstract

A method of communicating with an electric vehicle wherein the method includes a step of installing a communication device in the electric vehicle. The method also includes establishing a connection from the vehicle to a network. The methodology also includes controlling and monitoring a battery in the electric vehicle.

Description

BACKGROUND OF THE INVENTION
• 1. Field of the Invention
• This subject invention generally relates to a communication interface, and more particularly relates to an electric vehicle communication interface that will allow for communication between the electric vehicle and a user via either a user interface or networks connected to the vehicle.
• 2. Description of Related Art
• The communication to and from internal combustion engine vehicles has been known for years. These internal combustion vehicles include systems that use GPS and/or satellite technology to guide vehicles and send information regarding possible vehicle crashes to a remote location for contacting emergency services and the like. Many modern day vehicles also have internal local area wireless networks, such that cell phones may be used in a hands free by the vehicle user. Many of these other systems rely on cellular communication devices and/or satellite devices to communicate from the vehicle to an external service center or from the vehicle to existing cellular networks or hard line telephones.
• However, there is a need in the art for a communication interface for an all electric vehicle (EV) or plug-in hybrid electric vehicle (PHEV), wherein the vehicle operates solely on battery power and does not use an internal combustion engine alone or in combination with a battery to form a hybrid system. Therefore, a communication interface system for a complete plug in electric vehicle that relies exclusively on battery power to propel the vehicle is needed. There also is a need in the art for a communication interface for an electric vehicle or PHEV that will be able to control remotely the charging of the battery and the discharging of the battery to an electric grid if need be. There also is a need in the art for a communication interface for an electric vehicle or PHEV that will notify the user of any potential problems during the charging of the vehicle and potential problems throughout the vehicle environment that will hinder the performance of the battery and hence, the ability of the electric vehicle to travel a predetermined distance of miles. There also is the need in the art for a communication interface for an all electric vehicle wherein the manufacturer of the electric vehicle can contact the user of the vehicle if battery problems arise and if routine maintenance is needed to ensure proper functioning of the systems within the electric vehicle.
SUMMARY OF THE INVENTION
• One object of the present invention may be to provide an improved communication interface for an electric vehicle, plug in electric vehicle or plug in hybrid electric vehicle.
• Another object of the present invention may be to provide an improved electric vehicle communication interface that is capable of communicating with a first network and then communicating with a second network or a user of the electric vehicle, a utility company, or the manufacturer's server or other communication device.
• Still another object of the present invention may be to provide an electric vehicle communication interface that is capable of communicating predetermined instructions from the user to the electric vehicle regarding the battery and charging thereof.
• Still another object of the present invention may be to provide an electric vehicle communication interface where the user can be notified by the vehicle of problems with the battery during charging or when the battery is fully charged and ready for use.
• Yet another object of the present invention may be to provide an electric vehicle communication interface that will allow the user to pre-register with local utility companies and energy providers to control the timing of charging of the vehicle such that charging occurs during low power consumption times at a lower cost to the vehicle user.
• Still another object of the present invention may be to provide an electric vehicle communication interface that will prompt the user after driving and turning off of the electric motor to choose a predetermined charging option prior to using the vehicle again for driving.
• Still another object of the present invention may be to provide an electric vehicle communication interface capable of transferring predetermined data from an electric vehicle to the manufacturer's server to create a database of user data to ensure proper operation of the electric vehicle and associated batteries.
• To achieve the foregoing objects, an electric vehicle communication interface for providing a methodology of communicating with an electric vehicle is disclosed. The methodology includes installing a communication device in the electric vehicle and establishing a connection from the vehicle to a network. The methodology also includes contacting a user interface device via the network and controlling and monitoring a battery in the electric vehicle.
• One advantage of the present invention may be that it provides a novel and improved electric vehicle communication interface.
• Still a further advantage of the present invention may be that it provides an electric vehicle communication interface that is capable of communicating between a first network and then a second network, user, utility or server of a manufacturer of the electric vehicle.
• Still another advantage of the present invention may be that it provides an interface that will allow for communication between the user and the vehicle to enable the user to control certain aspects of charging of the battery, initiation of heating and cooling of the battery and discharging of the battery to an electric grid if necessary.
• Still another advantage of the present invention may be that it provides an electric vehicle communication interface that allows for the vehicle to notify the user when the battery is fully charged or if a problem has occurred during charging thus affecting the operability of the electric vehicle.
• Still another advantage of the present invention may be that it provides for a method of creating a database on the manufacturer's server to ensure proper maintenance and operation of the electric vehicle.
• Still another advantage of the present invention may be that it provides for the user to pre-register with a local utility company or energy provider to allow for charging of the vehicle at periods of low power consumption, thus reducing the overall cost of operating the electric vehicle.
• Still another advantage of the present invention may be that it provides the ability to pre-register with the local utility to allow for discharging of the vehicle at periods of high electrical demand, or charging at periods of low demand. It can also provide the necessary information about state of charge, battery aging, and user driving needs to allow the utility to compensate the user for wear on the battery, or collect payment from the user for charging the battery.
• Still another advantage of the present invention may be that it will allow for predetermined charging options to be chosen by the user of the vehicle when the user turns the motor off after each driving situation.
• Yet another advantage of the present invention may be that it has the ability to contact the manufacturer's network at predetermined intervals to allow for the user data to be analyzed for vehicle efficiency purposes.
• Other objects, features, and advantages of the present invention will become apparent from the subsequent description and the appended claims, taken in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
• FIG. 1 is a schematic view of an electric vehicle communication interface and associated methodology according to the present invention.
• FIG. 2 is a flow chart showing the electric vehicle communication interface according to the present invention.
DESCRIPTION OF THE EMBODIMENT(S)
• Referring to the drawings, an electricvehicle communication interface10 is disclosed. The electricvehicle communication interface10 is for use in any type of vehicle including an automobile, boat, train, plane, or any other transportation vehicle. However, it is specifically designed for use in an allelectric vehicle12. The allelectric vehicle12 will operate completely on battery power for all propulsion and other automotive related needs. Theelectric vehicle12 of the present invention uses a battery pack made of sheets of cells of lithium ion batteries arranged in a predetermined pattern. This battery pack will allow for propulsion of theelectric vehicle12 some distance before recharge is necessary. It should also be noted that the electricvehicle communication interface10 of the present invention may be used in any other type of automotive vehicle, such as internal combustion, hydrogen cell vehicle, hybrid vehicle, alternate fuel type vehicle, or any other type of compulsion system known for a vehicle. It should also be noted that the electric vehicle communication interface may be completely wireless or include hard wire portions for use in connecting components as described herein.
• FIGS. 1 and 2 show the electricvehicle communication interface10 according to one contemplated embodiment of the present invention. It should be noted that other contemplated embodiments for the connections necessary for the electricvehicle communication interface10 may be possible. The electricvehicle communication interface10 generally includes acommunication device14 arranged and installed within theelectric vehicle12. Thecommunication device14 may be installed in any predetermined position within theelectric vehicle12 and may also be incorporated into the computer controlling the vehicle internal network. However, thecommunication device14 may also be a stand alone device depending on the device requirements and environment in which theelectric vehicle12 will be used. Generally, thecommunication device14 is a communication chip which may use an 802.11 protocol, cellular or other standard protocol which are all well known in the art. In one specific embodiment acommunication chip14 developed by CircumNav Network may be used for thecommunication device14 of the present invention. Theelectric vehicle12 uses acommunication chip14 that is capable of communicating via any known protocol such as TCP/IP, GPRS, or any other standard protocol. Thecommunication chip14 allows for communication with anetwork16 that may be cellular, internet, satellite or any other type of network or with a wired orwireless access point28. After the initial communication withnetwork16 the methodology then sends a communication from thenetwork16 to asecond network18 or to the user ordriver20 of the vehicle, or to a utility company or the manufacturer of the electric vehicle communication hub orserver22. Thesecond network18 may include a manufacturer server or utility company server or any other known type of network while thefirst network16 may include any cell tower, computer network, satellite system or hard line such as a phone network or power line network. Theuser20 will be capable of communicating with either thefirst network16, thesecond network18 or directly with thevehicle12 via anyuser interface device24. Contemplateduser interface devices24 may include but are not limited to mobile devices, such as cell phones, PDA's, handheld devices, desktop computers, laptop computers or any other communication device that is capable of producing email, IM, or any other communication device that is well known in the art. Some of these communications between theuser interface devices24 and either the first andsecond network16,18 or thevehicle12 may be performed via the code division multiple access standards (CDMA), the time division multiple access standards (TDMA), the global system for mobile communication standards (GSM), 802.11, BlueTooth, ZigBee, powerline communications including but not limited to HomePlug or Lonworks, a proprietary or standard communications protocol overlaid on existing charging communications equipment, a standard protocol such as CAN implemented on a custom physical layer, or any other standard protocol that is known in both wireless and hardwired configurations, for communication between any of the knownuser interface devices24 and the first andsecond network16,18 or theelectric vehicle12 directly.
• If the 802.11 standard is chosen for use in theelectric vehicle12, theuser20 of the vehicle may then need to install and use a wireless router or any other knownwireless access point28 to enable the router to accept login from theelectric vehicle12 to allow for communication between theuser interface device24 and the electricvehicle communication chip14 which operates on the 802.11 standard. It should be noted that with the other standards or protocols contemplated for use, other specific needs such as wireless router, hardwired connections, or the like may be needed and are all contemplated for use if necessary depending on the design requirement of the electricvehicle communication interface10 as used in theelectric vehicle12.
• The use of thecommunication chip14 as described above in theelectric vehicle12 may allow for communication to thefirst network16 to allow for thevehicle12 to contact theuser20 via theuser interface device24 by any known mobile device or desktop, laptop, etc., via either email, instant messaging or any other known communication protocol. Also, it should be noted that the user ordriver20 of the vehicle is also capable of communicating with theelectric vehicle12 from their portable device such as a cell phone, PDA, laptop, personal computer, server, any known text messaging device, or any other communication device either directly with thevehicle12 or through the first andsecond networks16,18 to the vehicle to program and send specific instructions to theelectric vehicle12 for controlling and monitoring thebattery system26 arranged within theelectric vehicle12. This communication between theelectric vehicle12 anduser20 oruser20 andelectric vehicle12 enables a plurality of scenarios through which the communication will have specific functions with respect to the propulsion system and other internal components of theelectric vehicle12. In one contemplated controlling methodology for thecommunication interface10, theuser20 may be capable of querying or monitoring the electric vehicle's battery pack andcells26 for its state of charge (SOC). This will allow theuser20 to determine if thebattery26 is capable of driving the distance theuser20 must travel, if thebattery26 has not been charging or if thebattery26 is charged to the level set by the user and capable of a maximum mileage trip based on the battery installed therein. Another contemplated methodology will have theelectric vehicle12 notifying the user ordriver20 that thebattery26 is fully charged and is ready for driving. Yet another methodology contemplated will have thevehicle12 notifying the user ordriver20 that a problem occurred during charging of thebattery20 and that the maximum distance for travel for theelectric vehicle12 has been reduced or that theelectric vehicle12 needs immediate servicing and is not available for driving at the present time. Still yet another methodology contemplated for the electricvehicle communication interface10 for the present invention will have the user ordriver20 of the electric vehicle requesting theelectric vehicle12 to initiate heating or cooling of thevehicle12 along with initiate heating or cooling of the battery cells and associatedbattery pack26 to prepare for driving of theelectric vehicle12. This preparation may include adjusting the battery temperature based on the distance of the expected drive, the external temperature that theelectric vehicle12 will be used in, the weather in which the electric vehicle will be driven and/or any other parameters that effect the performance and durability of thebattery26 and hence theelectric vehicle12 in the driving environment. Still yet another methodology contemplated for use in thecommunication interface10 of the present invention may have theuser20 capable of powering on and off in predetermined cycles and at predetermined times the charging of thebattery26 from auser interface device24. Furthermore, theuser20 may be capable of discharging thebattery26 into the electricity or electric grid of the locale in which theelectric vehicle12 is either charged or stored via a vehicle to grid application that will allow for communication between a local utility company server and theelectric vehicle12, thus allowing for certain operations to be performed by the utility company and theuser20 on theelectric vehicle12. Yet another use would be to alert the user or manufacturer that thebattery26 is falling below the minimum accepted storage levels (3.0V for example). Such discharge of thebattery26 may allow the user to plug in the vehicle or recharge thebattery26 by other means to preserve thebattery26.
• The vehicle to electricity grid applications and methodology may allow for theuser20 to either pre-register or associate with a local utility company or energy provider which will allow for the utility company to control the timing of charging or discharging of theelectric vehicle12. This will allow the utility company during periods of high power consumption to have the option of turning off the charging of theelectric vehicle12 to help reduce the load on the electric grid controlled by the utility company and to avoid the sometimes necessary rolling blackouts. This also may allow for charging thevehicle12 during periods of low power consumption by having the utility company to turn the charging of theelectric vehicle12 back on thus reducing the overall cost of operating theelectric vehicle12 by allowing for charging of the vehicle during periods of low power consumption which may result in lower kilowatts charges to the user of theelectric vehicle12. It should be noted that theuser20 through the electricvehicle communication interface10 and associated methodologies may be capable of having a preset operating command to automatically reject or accept such charging control or request for such from the utility company. This methodology would allow for theuser20 to override the utility company instruction of stopping charging because of high power consumption if theuser20 of theelectric vehicle12 needs thebattery26 charged at the current time in order to use the vehicle in the near future. It is contemplated that this type of mutual control between the utility company and theelectric vehicle12 may be executed via the internet using the 802.11 communication protocol or cell phone communication with theelectric vehicle12 by theuser20 or the utility company. It should also be noted that it is contemplated within this methodology that the utility company may also be capable of remotely querying and sampling the electric vehicles state of charge for the associatedbattery pack26 and then send predetermined and specific instructions or requests to the electric vehicle and/or user to discharge electricity back into the grid via the vehicle to grid applications stored within the electricvehicle communication interface10. This will allow theuser20 to further reduce its cost by discharging electricity back into the electric grid of the utility company and hence receiving credits and the like.
• The electricvehicle communication interface10 also may include an invehicle display30 which may be any known display touch screen, screen, TV, tube or any other type of display device known. Thedashboard display30 may be arranged in any part of thevehicle12 including but not limited to sun visors, heads up displays, anywhere in the instrument panel, anywhere in the seats, or any other position within the vehicle and it is even contemplated to have a touch screen on the outer surface of the vehicle. When the user ordriver20 of theelectric vehicle12 turns off the motor of theelectric vehicle12, theuser20 may be prompted via thedisplay device30 in thevehicle12 to choose or select one of a plurality of predetermined charging options for the electricvehicle battery pack26. It should be noted that theuser20 may also use a menu or voice controlled device that allows for selection of a next charge state at any time during use of the vehicle. In one contemplated embodiment there will be three separate charging options which will be displayed on thetouch screen30 display located in the vehicle's interior compartment. These charging options may include a boost charge which in theory is a full charge to thebattery26 of theelectric vehicle12. By selecting the boost charge, theuser20 will be able to have maximum driving range such that the next time the user drives theelectric vehicle12 they can travel the maximum distance capable from the electric vehicle, however the boost charge may affect the durability and battery life of thebattery pack26 in theelectric vehicle12 over time. The second charging option displayed to the user ordriver20 of theelectric vehicle12 will be the regular charge option. The regular charge option generally will deliver a constant current charge up to a predetermined set voltage. The predetermined set voltage will be determined based on thebattery pack system26 and the configuration of the battery pack therein. It should be noted that a taper charge will not be used during the regular charge, which will result in thebattery26 not being completely charged after the regular charge option is chosen by the user. However, the regular charge will benefit the driver/user20 of thevehicle12 by allowing a quicker charge of thebattery26 and prolong battery life of thebattery pack26 in theelectric vehicle12. However, the driving range will be reduced by a predetermined amount when selecting the regular charge option. In one contemplated embodiment the driving range will be reduced by about 4 to 10%. However, the reductions may generally be anywhere from 2% to 30% depending on the design requirements and batteries therein. The third option for one contemplated embodiment for charging of thebattery pack26 of theelectric vehicle12 will be a storage charge. This will allow theuser20 of the vehicle that does not plan to use the vehicle on a regular basis to maximize the life of thebattery pack26. Generally, the storage charge is approximately a 30 to 50% charge. However, it should be noted that a range of 10 to 70% charge may also be used depending on the design requirements and environment in which the electric vehicle will be used. The storage charge will allow for the maximum life and durability of thebattery pack system26 in theelectric vehicle12.
• It should also be noted that the charging options may also include within its methodology a follow up menu that will allow the user ordriver20 of thevehicle12 the choice of setting one of the predetermined charging options as the default such that every time the user exits the vehicle and begins charging of thebattery pack20 within theelectric vehicle12 such setting will be automatically used for charging thereof. It should also be noted that the methodology of charging options as discussed above may also be added to a keyfob such that the options are capable of being chosen via a keyfob that comes with theelectric vehicle12. Furthermore, the options may also be added to a cell phone connection or other mobile device to follow the network connections of the first andsecond network16,18 as described above to allow for choosing of one the charging options and setting any default via anyuser interface device24.
• Thecommunication chip14 using the GPRS, which is a general packet radio service protocol, 802.11 standard, TCP/IP or any other standard protocol may communicate with avehicle management system32 which is the onboard computer that monitors, controls and coordinates various systems in theelectric vehicle12 including thepower electronics module34, theenergy storage system26 and the HVAC system along with theuser interface30. Thecommunication chip14 may also communicate with thewireless access point28 or thepower electronics module34. Theenergy storage system26, which is controlled by thevehicle management system32 via a CAN BUS or any other known communication interface or path, includes the battery pack of theelectric vehicle12 which is used to provide the power necessary to propel theelectric vehicle12 without the need for an internal combustion engine. Thepower electronics module34 which is also controlled by thevehicle management system32, will house a DC to AC inverter for a traction motor, a AC to DC rectifier for charging and the control PCB's for drive and charge of the electric vehicle energy storage system. Thepower electronics module34 may also be in communication with an electric vehicleservice equipment module36 via power line communication, CAN BUS or any other known communication method, which also may be in communication with thedisplay device30 of theelectric vehicle12. This will allow for any messages to be communicated to the user of the vehicle via thedisplay device30 within the vehicle. These messages may include service, appointments, or other tips to improve the mileage and efficiency of thebattery pack26 within theelectric vehicle12.
• A further component of the methodology used in the electricvehicle communication interface10 will allow for theelectric vehicle12 every time it comes into contact with the home network of the manufacturer of theelectric vehicle12 or any other open network that it will send a message automatically through thecommunication chip14 and over any known protocol such as the 802.11 standard to themanufacturers server22 which may be networked to as described above. Theserver22 may also be in communication with thedisplay device30, the electricvehicle service equipment36, or thetext message gateway24. The manufacturer may then be capable of forming a database38 of the user data such that the data storage will be held separately on the manufacturers server and will allow for cycle count, temperature, and other necessary data to be stored and evaluated or monitored to ensure efficient operation of the battery pack system and energy storage system within theelectric vehicle12. The manufacturer'sserver22 also may be capable of data analysis regarding the charging cycles of the battery, miles driven per charge, temperature of the batteries, and any other data that is relevant to the efficient operation of theelectric vehicle12. Therefore, every time theelectric vehicle12 comes in contact with a home network or other open network as described above it will automatically send, via a network, data to the manufacturer'sserver22 from thevehicle12, battery pack andenergy storage system26. It should be noted that the communication protocol methodology will give the user ordriver20 of theelectric vehicle12 the option of disabling the automatic messaging to the manufacturer'sserver22 via the vehicle display touch screen or via programming by auser interface device24 on the internet or the like. It is also contemplated that upon initial programming of thevehicle12 theuser22 may be able to set a default for either enabling or disabling the automatic message function. It should also be noted that it is contemplated that the methodology will allow the user or driver of the vehicle to access this data from themanufacturers server22 via a portable hand held device or personal computer if necessary. It should also be noted that the manufacturer may use this data to broadcast specific messages to the user ordriver20 through theonboard communication chip14 or through a cellular connection which will allow for displaying on the dashboardtouch screen device30. These messages that may be shown on thedisplay30 may include servicing requirements or tips to increase the efficiency of thevehicle12, such as checking tire pressure, battery temperature and the like.
• Therefore, the above electricvehicle communication interface10 has been described in one contemplated embodiment, however it should be noted that other contemplated embodiments and other methodologies that will allow for communication between theelectric vehicle12 and theuser20 and the passing of commands and monitoring of systems between theuser20 and theelectric vehicle12 and the manufacturer of thevehicle12 are also contemplated and can be used in the scope of the electricvehicle communication interface10 invention as described herein.
• The present invention has been described in an illustrative manner. It is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation.
• Many modifications and variations of the present invention are possible in light of the above teachings. Therefore, within the scope of the appended claims, the present invention may be practiced otherwise than as specifically described.

Claims (31)

1. A method of communicating with an electric vehicle, said method including the steps of:

installing a communication device in the electric vehicle;

establishing a connection from the vehicle to a network;

communicating with a user interface via said network; and

controlling and monitoring a battery in the electric vehicle.

2. The method ofclaim 1 wherein said communication device is a chip using an 802.11, cellular, powerline communication, or other standard or custom protocol.

3. The method ofclaim 1 wherein said user interface includes a mobile device, desktop device, email device, instant messaging device, cell phones, telephones, text messaging device or other electric/wireless device.

4. The method ofclaim 1 wherein said step of controlling and monitoring includes determining the battery state of charge.

5. The method ofclaim 1 wherein said step of controlling and monitoring includes the vehicle notifying a user that the battery is fully charged.

6. The method ofclaim 1 wherein said step of controlling and monitoring includes the vehicle notifying a user if charging problems occurred.

7. The method ofclaim 1 wherein said step of controlling and monitoring further includes the step of a user initiating heating or cooling of the vehicle or the battery to prepare for driving of the vehicle.

8. The method ofclaim 1 wherein said step of controlling and monitoring includes a user powering on or off a charging of the battery.

9. The method ofclaim 1 wherein said step of controlling and monitoring includes a user discharging the battery into an electricity grid.

10. The method ofclaim 1 wherein said step of controlling and monitoring includes the step of communicating from a user or the vehicle that a battery problem has occurred by thermal runaway, sensed smoke, or other failure mechanisms and devices.

11. The method ofclaim 1 wherein said step of controlling and monitoring includes the step of controlling a timing for charging or discharging of the battery of the vehicle by a third party.

12. The method ofclaim 11 wherein said step of controlling the timing allows for charging during low power consumption periods, stopping charging during high power consumption periods and providing for a user override of charging commands from said third party.

13. The method ofclaim 11 further including the step of prompting a user of the vehicle to choose a predetermined charging option when the vehicle is turned off.

14. The method ofclaim 13 wherein said step of prompting includes predetermined charging options of a full charge, a constant current charge up to a predetermined voltage, and a storage or 30 to 50% charge.

15. The method ofclaim 11 further including the step of creating a database on a remote server of user data regarding charge cycles, miles driven per charge and other predetermined parameters.

16. The method ofclaim 15 further including the step of broadcasting messages to a user via said remote server.

17. A method of controlling a battery within an electrical vehicle by a user of the vehicle, said method of including the steps of:

installing a communication chip in the vehicle;

providing a connection between the vehicle and a network on a user interface device;

providing a connection between said network and a second network; and

providing data storage and data analysis for the vehicle via said second network.

18. The method ofclaim 17 wherein said second network includes the vehicle manufacturer's server or a utility company server.

19. The method ofclaim 17 wherein said connections are wireless or hardwired.

20. The method ofclaim 17 wherein said connections provide for communication between the vehicle and a user of the vehicle and vice versa.

21. The method ofclaim 20 further including the step of querying a battery for its state of charge in the electric vehicle.

22. The method ofclaim 20 further including the step of notifying the user when the battery is fully charged.

23. The method ofclaim 20 further including the step of notifying said user if a problem occurred during charging of the battery.

24. The method ofclaim 20 further including the step of requesting the vehicle to initiate a heating or cooling of the vehicle or battery to prepare for driving of the vehicle.

25. The method ofclaim 20 further including the step of powering on or off a charging of the battery at predetermined times and for predetermined lengths.

26. The method ofclaim 20 further including the step of discharging the battery into an electric grid via a vehicle to grid application.

27. The method ofclaim 20 further including the step of notifying said user that the battery has had a problem.

28. The method ofclaim 20 further including the step of notifying said user the battery has self discharged below a predetermined storage level.

29. The method ofclaim 28 wherein said predetermined storage level is approximately three volts.

30. An apparatus for connecting an electric vehicle, having a battery pack for solely propelling the electrical vehicle, with a user of the vehicle, the manufacturer of the vehicle or an utility company, said apparatus including:

a communication chip located in the vehicle;

a first network in communication with said chip;

a second network in communication with said first network;

a data storage and data analysis device in communication with said second network; and

a user interface device in communication with said chip, said first network or said second network.

31. The apparatus ofclaim 30 wherein said data storage and data analysis device will monitor and adjust predetermined settings and parameters of the battery pack.

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