US20110153131A1 - Metering system and method of operation - Google Patents

Abstract

A metering system for measuring the electrical power used to charge a vehicle is provided. The metering system includes an electrical meter operably coupled to a conductor connected to the vehicle and an electrical outlet. A controller receives signals from the meter to record the measured electrical consumption. The controller includes a plurality of communications devices for communicating with different communications carriers. In one embodiment, the controller selects one of the communications devices based on availability and a desired criterion. The selected communications device then transmits the measured electrical power consumption to a utility provider. In one embodiment, the metering system is mobile.

Description

CROSS REFERENCE TO RELATED APPLICATIONS
• This application is a Continuation-In-Part of U.S. patent application Ser. No. 11/850,113 entitled “HYBRID VEHICLE RECHARGING SYSTEM AND METHOD OF OPERATION” filed on Sep. 5, 2007, which is incorporated by reference in its entirety.
BACKGROUND OF THE INVENTION
• The present invention relates generally to a system for utility metering electrical usage by plug-in electric vehicles during recharging and more particularly to a mobile system for plug-in electric vehicles that allows utility metering of electricity independent of location.
• Due to rising cost of petroleum and the fuels derived from it, the desire to improve efficiency to reduce air pollutants and increasingly more restrictive regulatory requirements, the automotive industry has developed new types of vehicles that utilize a combination of power sources to provide the necessary energy for the propulsion of vehicles. Rather than rely solely on an internal combustion engine, these new vehicles, referred to as hybrid vehicles, utilize an internal combustion engine in combination with an electric motor. Another version called a plug-in electric vehicle may also supplement the charging of the batteries from the electric grid or other sources. Depending on the mode of operation, the vehicle will use the combustion engine, the electric motor, or a combination thereof. By using the electric motor at various times, the combustion engine could be shut off, reducing the amount of gasoline or other fuel consumed using electricity to power the motor instead. The electric motor is powered by batteries that are periodically recharged through a combination of a generator coupled to the combustion engine, regenerative breaking technology and from the local utility grid or other external source of electricity. Regenerative breaking allows the capture of energy that would otherwise be dissipated through heat when the vehicle is slowed down or brought to a stop.
• Plug-in electric vehicles provided many advantages over internal combustion engine vehicles and previous generations of all-electric vehicles. The plug-in electric vehicle provides greater range and more flexibility for the operator. Since the all-electric vehicle needed to be charged periodically, and required several hours at a minimum to recharge, the operator needed to remain aware of the level of charge remaining in the batteries to ensure they were able to return to their charging station. Plug-in electric vehicles, in contrast, by having two different sources of propulsion do not carry the same risks due to the wide availability of fuels such as gasoline.
• A typical plug-in electric vehicle uses a nickel metal hydride battery or the like to store electrical charge. When run in pure electric mode, the plug-in electric vehicle can only operate for short distances, 2 km-32 km for example, before requiring the use of the gasoline engine. Since the gasoline engine recharges the batteries, at least in part, the vehicle manufacturers need to balance the amount of battery storage against fuel efficiency to provide a vehicle that meets the consumer's performance expectations.
• The plug-in electric vehicles include a receptacle that connects the batteries to a standard 110V or 220V household electrical outlet and allows the consumer to recharge the batteries using utility electric power rather than by burning gasoline or other fuel in a combustion engine. This allows the plug-in electric vehicles to have a longer range in electric mode of operation since larger capacity batteries may be used, resulting in vehicle that uses less gasoline and thus lower emissions.
• Incentives, such as lower electrical tariff rates for example, exist to encourage greater usage of utility electrical power over gasoline combustion. However, it is difficult to provide these benefits to the operator when the vehicle is charged away from their home or place of business since the operator's meter and utility account is associated with a physical location.
• Thus, while existing metering systems are suitable for their intended purpose, there remains a need for improvements, particularly regarding the metering of plug-in electric vehicles and the interfacing with a utility.
BRIEF DESCRIPTION OF THE INVENTION
• According to one aspect of the invention, an electrical metering device is provided. The metering device includes an electrical power input. An electrical power output is electrically coupled to the input, the output being adapted to operably couple with a vehicle. A meter is operably coupled between the input and the output. A controller is electrically coupled to the meter. A first communications device is electrically coupled to the controller, such that the first communications device is adapted to transmit data using a first wireless carrier. A memory device is electrically coupled to the meter. The controller also includes a processor responsive to executable computer instructions for storing data indicative of electrical power consumption by the vehicle in the memory device in response to a first signal from the meter.
• According to another aspect of the invention, a mobile metering device for vehicles is provided. The mobile metering device includes a current transformer. A meter electrically coupled to the current transformer. A controller having a memory device is electrically coupled to the meter. A plurality of communications devices is electrically coupled to the controller.
• According to yet another aspect of the invention, a method of charging a vehicle having batteries is provided. The method includes the step of coupling a meter between the vehicle and an electrical outlet. An amount of electrical power provided to the vehicle is measured. Data indicative of the measured amount of electrical power is stored. An availability of a first wireless communications carrier is determined. The stored data is transmitted on the first wireless communications carrier.
• These and other advantages and features will become more apparent from the following description taken in conjunction with the drawings.
BRIEF DESCRIPTION OF THE DRAWING
• The subject matter, which is regarded as the invention, is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features, and advantages of the invention, are apparent from the following detailed description taken in conjunction with the accompanying drawings. Referring now to the drawings, which are meant to be exemplary and not limiting, and wherein like elements are numbered alike:
• FIG. 1 is a schematic illustration of a utility electrical distribution system;
• FIG. 2 is an illustration of an average electrical demand profile for electrical usage of a large metropolitan city having the electrical distribution network ofFIG. 1;
• FIG. 3 is a schematic illustration of a plug-in electric vehicle charging system in accordance with an embodiment;
• FIG. 4 is a schematic illustration of an exemplary metering system for use with the plug-in electric vehicle ofFIG. 3;
• FIG. 5 is another schematic illustration of the exemplary metering system for the plug-in electric vehicle ofFIG. 3;
• FIG. 6 is a schematic illustration of an alternate embodiment metering system for the plug-in electric vehicle ofFIG. 3;
• FIG. 7 is a schematic illustration of a vehicle communications system for the plug-in electric vehicle ofFIG. 3; and,
• FIG. 8 is flow chart illustration of a method of metering and communicating electrical power consumption by a vehicle.
• The detailed description explains embodiments of the invention, together with advantages and features, by way of example with reference to the drawings.
DETAILED DESCRIPTION OF THE INVENTION
• FIG. 1 illustrates an exemplary embodiment of a utilityelectrical distribution network20. Theutility network20 includes one ormore power plants22 connected in parallel to amain distribution network24. Thepower plants22 may include, but are not limited to: coal, nuclear, natural gas, or incineration power plants. Additionally, thepower plants22 may include one or more hydroelectric, solar, or wind turbine power plants. It should be appreciated that additional components such as transformers, switchgear, fuses and the like (not shown) may be incorporated into theutility network22, as needed, to ensure the safe and efficient operation of the system. Theutility network20 may be interconnected with one or more other utility networks to allow the transfer of electrical power into or out of theelectrical network20.
• Themain distribution network24 typically consists of medium voltage power lines, less than 50 kV for example, and associated distribution equipment which carry the electrical power from the point of production at thepower plants22 to the end users located on localelectrical distribution networks26,28. Thelocal distribution networks26,28 are connected to the main distribution network bysubstations30 which adapt the electrical characteristics of the electrical power to those needed by the end users.Substations30 typically contain one or more transformers, switching, protection and control equipment. Larger substations may also include circuit breakers to interrupt faults, such as short circuits or over-load currents for example.Substations30 may also include equipment such as fuses, protective relays, surge protection, controls, meters, capacitors and voltage regulators.
• Thesubstations30 connect to one or more local electrical distribution networks, such aslocal distribution network26 for example, that provides electrical power to a commercial area having end users such as anoffice building32 or amanufacturing facility34.Local distribution network26 may also include one ormore transformers36 which further adapt the electrical characteristics of the delivered electricity to the needs of the end users.Substation30 may also connect with other types of local distribution networks such asresidential distribution network28. Theresidential distribution network28 may include one or moreresidential buildings46 and also light industrial or commercial operations.
• The electrical power available to an end user on one of thelocal distribution networks26,28 will depend on the characteristics of local distribution network and where on the local network the end user is located. For example,local distribution network28 may include one ormore transformers40 that further dividelocal distribution network28 into twosub-networks42,44. One such electrical characteristic is the maximum power that may be delivered to a local distribution network. While theutility network20 may havepower plants22 capable of generating many megawatts of electrical power, this power may not be completely available to an end user in aresidential building46 on alocal distribution network28 since the intervening equipment and cabling restricts, or limits the delivery of electrical power.
• Existinglocal distribution networks26,28 are designed to provide the electrical power demanded during peak usage periods. Referring toFIG. 2, it can be seen that the demand for electrical power does not remain constant during the day, but rather peaks in the late afternoon/early evening. The demand curve illustrated inFIG. 2 is an average electrical demand for a large metropolitan city. The actual demands on the local distribution network will change from one day to the next and will also differ depending on the season. The actual demand will be the function of many parameters, including the weather, time of day, season of the year and the like. Further if alocal distribution network26,28 experiences an increase in electrical demand due to other factors, such as new construction for example, changes may need to be made to the local distribution network to allow sufficient power to flow to the local distribution network, even though theutility network20 has sufficient electrical production capacity to meet the needs of the new demand.
• Plug-in electric vehicles represent one such type of increase in electrical power demand on theutility network20. It has been estimated that the existing utility networks have sufficient generation capacity such that plug-in electric vehicles would need to achieve a market penetration of 30%-40% before additional capacity would need to be added. However, a lower market penetration as well as the higher market penetrations may result in power constraints on individual local distribution networks depending on a number of factors including the local distribution network power delivery capacity, the existing base load and the number of plug-in electric vehicles on the local distribution network. The power constraints on a local distribution network, such asresidential network28 for example, may be further complicated by the demographics of the network. In a residential network, the owners of plug-in electric vehicles will be tend to arrive home from work in the late afternoon or early evening. When the owners arrive home, they will tend to connect their plug-in electric vehicle to an electrical outlet during the same time frame. Without some type of control, the additional electrical demands from many plug-in electric vehicles could be placed on the local distribution network at the time of day also corresponds to the peak demand period.
• Different incentives have been proposed to encourage customers to shift recharging of their vehicles to off peak time periods. These proposals, which include reduced off-peak electrical tariff rates for the vehicle and prepaid accounts for example, may need the electrical power consumption for the vehicle to be separately metered from the customers physical location account (e.g. residential building46).
• Referring now toFIG. 3, an exemplary embodiment of a system for metering the charging of a plug-in electric vehicle will be described. A plug-inelectric vehicle48 typically includes aninternal combustion engine50 coupled to amotor52 through atransmission54 that transfers the power from theengine50 andmotor52 to thewheels56. Abattery58 is electrically coupled to provide electricity to power themotor52. Alternatively, themotor52 may be arranged to act as a generator driven by theengine50 to provide recharging of thebattery58. It should be appreciated that thebattery58 is referred to as a single component, however, thebattery58 may be comprised of a number of electrochemical cells or discrete individual batteries that are coupled together in series or parallel, depending on the voltage and power needs. Thebattery58 is electrically coupled, such as through an inverter (not shown) for example, to themonitoring device60, which provides an external connection to a power source. Amonitoring device60 is electrically connected between theconnector71 and thebattery58 to measure the flow of electrical power to thebattery58. Asensor61 coupled to the plug-in electric vehicle to measure the charge remaining in thebattery58. As will be discussed in more detail herein, it should be appreciated that thesensor61 may be accessible to themonitoring device60 via the plug-in electric vehicle's48 on-board diagnostic system (e.g. OBD II).
• Acable69 couples theconnector71 to anoutlet67 inresidence46. Thecable69 is appropriately sized to support the flow of electrical power between the plug-inelectric vehicle48 and theresidence46. In the exemplary embodiment, the residential household circuit the cable will support 1.5 kilowatts at 110 volts up to 10.0 kilowatts at 240 volts. It should be appreciated that in commercial facilities, additional electrical power may be available and at higher voltages. Theoutlet67 is connected to aresidential meter65 that connects theresidence46 to thelocal distribution network28. Theresidential meter65 measures the amount of electrical power supplied from thelocal distribution network28 to theresidence46.
• It should be appreciated that while the embodiment illustrated inFIG. 3 shows themonitoring device60, thecommunications device64 and theconnector71 as being positioned within thevehicle48, this is for exemplary purposes and not intended to be limiting. Themonitoring device60, thecommunications device64 and theconnector71 may also be positioned outside the vehicle, such as in a stand-alone housing, mounted to the wall of a garage, mounted to a utility pole or the like for example.
• Referring now toFIG. 4, themonitoring device60 is shown. Themonitoring device60 includes a utility-gradeelectrical metering device66 that is coupled to a sensor, such ascurrent transformer68 for example, to monitor the flow of electrical power through acable70. A pair ofconnectors71,73 are arranged on either end of thecable70 to provide an interface with the plug-inelectric vehicle48 and theresidence power outlet67. It should be appreciated that themonitoring device60 may be coupled in between the power source (e.g. outlet67) and the plug-inelectric vehicle48 in a number of different configurations, such as the elimination ofconnectors71,73 and the routing of asingle cable70 between theoutlet67 and the plug-inelectric vehicle48 for example, without deviating from the intended scope of the claimed invention. In the exemplary embodiment, theconnectors71,73 are standard electrical outlet plugs, such as NEMA 5-15/Canadian standard CS22.2,n^o42 for example. In other embodiments, larger outlet plugs or OEM specific outlet plugs may be used.
• Themeter66 is connected transmit and receive signals from acontroller72. In the exemplary embodiment, thecontroller72 includes aprocessor74, and acommunications device64. Thecontroller72 may also include additional circuits such as a global positioning satellite (GPS)device76 and aninterface78 for an on-boarddiagnostic system92 in plug-inelectric vehicle48. In the exemplary embodiment, theinterface78 complies with the ODB-II communications protocol for transmitting and receiving signals from the plug-inelectric vehicle48. Themonitoring device60 may also include abattery80 andpower electronics82 connected between themeter66 and thecontroller72 to provide electrical power needed for the operation of thecontroller72.
• Thecontroller72 may be embodied in the form of computer-implemented processes and apparatuses for practicing those processes. Thecontroller72 may also be embodied in the form of a computer program product having computer program code containing instructions embodied in tangible media, such as floppy diskettes, CD-ROMs, hard drives, USB (universal serial bus) drives,flash memory90 or any other computer readable storage medium, such as random access memory84 (RAM), read only memory86 (ROM), or erasable programmable read only memory88 (EPROM), for example, wherein, when the computer program code is loaded into and executed by a computer, the computer becomes part of themonitoring device60. Thecontroller72 may also be embodied in the form of computer program code, for example, whether stored in a storage medium, loaded into and/or executed by a computer, or transmitted over some transmission medium, such as over electrical wiring or cabling, through fiber optics, or via electromagnetic radiation, wherein when the computer program code is loaded into and executed by a computer, the computer becomes part of thecontroller72. When implemented on a general-purpose microprocessor, the computer program code segments configure the microprocessor to create specific logic circuits. As will be described in more detail below, one example of a technical effect of the executable instructions is to determine the amount of electrical power provided to the plug-inelectric vehicle48 for charging thebattery58 and to communicate a signal indicative of the measured electrical power using an available communications carrier.
• Thecommunications device64 provides a means for thecontroller72 to communicate signals embodying information on multiple communications carriers as will be described in more detail herein. Thecommunications device64 may incorporate any type of communications protocol capable of allowing thecontroller72 to receive, transmit and exchange information with one or more external devices. In the exemplary embodiment, thecommunications device64 includes multiple communications circuits or devices that allow for communications over different wireless carriers depending on their availability. This provides the advantage of increasing the robustness and reliability of the monitoring device's60 ability to communicate data on electrical usage.Communications device64 may use wireless communication systems, methodologies and protocols such as, but is not limited to, IEEE 802.11, IrDA, infrared, radio frequency, electromagnetic radiation, microwave, Bluetooth, and laser. Further,communications device64 may include one or more wired communications systems, methodologies and protocols such as but not limited to: TCP/IP, RS-232, RS-485, Modbus, power-line, telephone, local area networks, wide area networks, Ethernet, cellular, and fiber-optics.
• In the exemplary embodiment, thecommunications device64 includes a plurality of communications circuits or devices, such as IEEE 802.11device94 commonly referred to as Wifi, asatellite device96, a CDMA compliantcellular device98, a GSM compliantcellular device100, aradio frequency device102, a IEEE 802.15.4device104 commonly referred to as Zigbee, and a Bluetoothcompliant device106. In one embodiment, thesatellite device96 transmits data on a frequency range of 3 to 40 gigahertz. In another embodiment, theradio frequency device102 transmits on a frequency range of 30 kilohertz to 3000 megahertz. Thecontroller72 may further include anoptional antenna108 to assist in the transmission to the communication medium orcarrier110.
• Thecontroller72 may be any suitable control device capable of receiving multiple inputs and providing control functionality to multiple devices based on the inputs.Controller72 includes theprocessor74 that is a suitable electronic device capable of accepting data and instructions, executing the instructions to process the data, and presenting the results. Processor may accept instructions through a user interface, or through other means such as but not limited to electronic data card, voice activation means, manually operable selection and control means, radiated wavelength and electronic or electrical transfer. Therefore, the processor can be a microprocessor, microcomputer, a minicomputer, an optical computer, a board computer, a complex instruction set computer, an ASIC (application specific integrated circuit), a reduced instruction set computer, an analog computer, a digital computer, a molecular computer, a quantum computer, a cellular computer, a superconducting computer, a supercomputer, a solid-state computer, a single-board computer, a buffered computer, a computer network, a desktop computer, a laptop computer, or a hybrid of any of the foregoing.
• Themonitoring device60 is disposed in communication with anintermediary device112 to exchange data viacommunication carrier110. Theintermediary device112 may be awireless router112 for example, such as when the plug-inelectric vehicle48 is located at the customer'sresidence46. In other embodiments, theintermediate device112 may be utility meter arranged to communicate with theutility118, such as through power line, telecommunications or wireless mediums for example. Thewireless router112 allows thecontroller72 to connect through anetwork114 to aservice provider116, such as an internet service provider for example, and to theutility118. This allows the measured electrical power usage for the plug-inelectric vehicle48 to be transmitted to theutility company118. As will be described in more detail below, thecontroller72 includes further functionality to determine which of thecommunications devices94,96,98,100,102,104,106 have communications service available. Thecontroller72 may then select which communications carrier to use. For example, the communications carrier may be based on cost, with the lower cost communication carrier being utilized before a higher cost service for example. In the exemplary embodiment, thecontroller72 is described as being single computer processing device, however, it is contemplated that thecontroller72 may also be a distributed or networked computing system comprised of a number of processing components.
• It should be appreciated that as used herein, the term “utility” may refer to an entity such as a public utility, or to any other entity, or service provider that delivers or tracks the delivery of electrical power to thevehicle48. For example, theutility118 may also be a corporation having a fleet ofvehicles48. The corporation may desire to track electrical consumption for the purposes of achieving improved rates as discussed above, or for obtaining carbon credits as will be discussed in more detail below.
• It should be appreciated that theutility118 may obtain information about the location of the plug-inelectric vehicle48. The location information may be determined in a number of ways. For example, theGPS device76 may record the coordinates of the plug-inelectric vehicle48 and thecontroller72 may transmit the location data with the electrical power usage data. Alternatively, the location information may be derived from theintermediary device112 that thecontroller72 connects to, for example, in the embodiment where thecontroller72 communicates through awireless router112, the internet protocol (IP) address for therouter112 may provide a location to the utility.
• One issue with metering a vehicle, which is not fixed to a physical location, is that the vehicle may be charged in multiple locations. For example, the operator may use the vehicle on a vacation, or the operator may desire to recharge thebattery58 during the day when they are at work. The ability to charge thebattery58 at different locations may provide advantages for both the operator/customer and the utility. By providing charging stations, such as at locations of major employers or in metropolitan centers for example, the electrical power may be delivered in locations where the utility infrastructure is better equipped to handle the load. Similarly, the customer may have an opportunity to lower costs by charging at a known tariff rate. As a result, themonitoring device60 needs to be able to reliably communicate with theutility118 from a variety of locations.
• In the embodiment shown inFIG. 5, the plug-inelectric vehicle48 is located away from the physical location associated with the utility account, such asresidence46 for example. The plug-inelectric vehicle48 is coupled to a chargingstation120. The chargingstation120 may be located at the operator's place of work, or may be in a parking/charging lot close to where they work for example. Themonitoring device60 is connected to the chargingstation120 by apower cable69. As described above, themeter66 measures the amount of electrical power flowing to the plug-inelectric vehicle48. Thecontroller72, with theprocessor74 stores the data in eithernonvolatile memory88, orflash memory90, to record the amount of electrical power measured bymeter66.
• When thebattery58 has been recharged, thecontroller72 queries thecommunications devices94,96,98,100,102,104,106 to determine what communications carriers are available to transmit data. Since the operator is away from theirresidence46, the IEEE 802.11 (Wifi)communications device94 may not be able to transmit the data. If this is the case, thecontroller72 then determines which of the other communications devices would be the most cost effective to transmit the electrical meter data. This determination may be performed automatically, such as from a prioritization order stored in memory, or thecontroller72 may negotiate a rate with the available communications carriers. In either case, the most cost effective communications carrier is selected and the data is transmitted and received by theutility118. The data may include either or both usage information or permission data allowing the charging of thebattery58.
• In the embodiment illustrated inFIG. 5, theintermediate communications device112 is acellular antenna112. As such, thecontroller72 uses one of the cellular communications devices, such as CDMAcompliant device98 or GSMcompliant device100 for example. The data is transmitted to thecellular antenna112, which transfers the information through thetelecommunications provider122 into thenetwork114 and to theutility118.
• In some embodiments, the chargingstation120 may need to authenticate the plug-in electric vehicle prior to allowing the charging process to begin. In this embodiment, the chargingstation120 may have atransponder126. Upon the connecting of thecable69 to the chargingstation120, thetransponder126 sends a signal to the plug-inelectric vehicle48. The transponder signal may be transmitted using a number of methods, such as via IEEE 802.11 (Wifi)device94,Bluetooth device106 or using powerline communications through thecable69 for example. Once the transponder signal is received by thecontroller72, thecontroller72 uses one of thecommunications devices94,96,98,100,102,104,106 to contact theutility118, such as through thecellular antenna112 as described above. The data transmitted to theutility118 may include such information as the location of the plug-inelectric vehicle48, the identification number of the chargingstation120, the identification data for the vehicle or meter, and the like.
• Upon receiving the signal from the plug-inelectric vehicle48, theutility118 may issue an authorization code to allow the plug-inelectric vehicle48 to be charged. The authorization code may be transmitted back through thenetwork114 to the plug-inelectric vehicle48, or alternatively, the signal may be sent to thecharging system120 such as through aninternet service provider116 for example.
• In another embodiment, the utility transmits an authorization code that is displayed on an in-vehicle computer system124 (FIG. 7). The operator may then enter the authorization code into thecharging system120 to initiate charging. Alternatively, the authorization code may be transmitted by theutility118 to the operators cell phone, such as through SMS messaging for example.
• In some embodiments, the authentication for charging may not require communication with theutility118. For example, the transponder signal may include identification data that the charging station recognizes as being acceptable for charging. The identification data may be in the form of a radio frequency identification device (“RFID”) or a media access control (“MAC”) address. In one embodiment, thecable69 includes a circuit having a MAC address that communicates with the charging station to provide authorization.
• It should be appreciated that while theintermediary device112 has been described in reference to a wireless router and a cellular tower, other intermediary devices may be used. For example, the intermediary device may be, but is not limited to: a satellite, a paging system, a radio antenna, or a microwave antenna for example. Theintermediate device112 may also be an electrical meter associated with the charging station or the operators home or facility.
• Referring now toFIG. 6 a mobile monitoring device130 is illustrated. The monitoring device130 includes ahousing132 containing themeter66,current transformer68,controller72,battery80 andpower electronics82 as described herein above. In this embodiment, the monitoring device130 is sized to fit in atrunk134 or the rear area of the plug-inelectric vehicle48. It is desirable for the mobile monitoring device130 to be transported by a single person. In the exemplary embodiment, the mobile metering device130 weighs less than 50 lbs.
• A firstelectrical cable136 couples to theconnector73 to connect the monitoring device130 to aport138 on the plug-inelectric vehicle48. Similarly, a secondelectrical cable140 connects theconnector71 to theoutlet67 such as in at theresidence46 for example. It should be appreciated that the embodiment illustrated inFIG. 6 provides a number of advantages. Where the manufacturer does not configure the plug-in electric vehicle with separate metering, the monitoring device130 allows the customer and the utility to provide the functionality with no modification of the plug-inelectric vehicle48. Further, if the customer has multiple vehicles, the monitoring device130 may be moved between the vehicles on an as-needed basis.
• Another embodiment of the monitoring device is illustrated inFIG. 7. In this embodiment, the plug-inelectric vehicle48 includes an in-vehicle computer system124 having adisplay142 located adjacent the drivers seat, such as indashboard144 for example. The in-vehicle computer system124 provides operational functionality and a user interface for the driver. For example, the in-vehicle computer system124 may provide operating information such as the amount of charge left inbattery58, the mode of propulsion (gasoline or battery), or the amount of miles left until more gasoline or a recharge will be required. The in-vehicle computer system may also provide other functionality such as a navigation system or an entertainment system for example. It may be desirable to provide the in-vehicle computer system access to thenetwork114, such as to provide traffic updates or the location of the nearest charging station for example.
• In the embodiment shown inFIG. 7, the in-vehicle computer system124 includes awireless device146, such as IEEE 802.11 (Wifi). Thewireless device146 is adapted to communicate with themonitoring device60. Themonitoring device60 acts as a gateway to provide communications for the in-vehicle computer system124 to thenetwork114. This provides an advantage to the operator since the operator will not need an additional service provider to gain access to the Internet. Further, since themonitoring device60 includes a plurality ofcommunications devices94,96,98,100,102,104,106, the ability of the operator to obtain reliable and the cost effective communications may be achieved.
• Referring now toFIG. 8, amethod150 for metering electrical consumption for an electric vehicle is shown. Themethod150 starts inblock152. Where pre-authorization is required, anoptional query block154 determines whether the plug-in electric vehicle is authorized to charge. For example, the customer's account is current or the electrical outlet usage is not restricted to particular vehicles. The authorization for charging may be received viacommunications devices94,96,98,100,102,104,106, for example. In one embodiment, the authorization may also be provided via components in themonitoring device60, such as a radio-frequency identification (“RFID”) circuit. In another embodiment, the communications circuit may have a unique media access control (“MAC”) address that is communicated to a charging station. Finally, in another embodiment, the operator may enable authorization using an identification/account card. Such as by inserting an identification/account card into a kiosk for example. Ifquery block154 returns a negative, themethod150 loops back to startblock152 and the vehicle is not charged. If thequery block154 returns a positive, or if authorization is not required, thenmethod150 proceeds to block156.
• Query block156 determines whether the vehicle needs to be charged. Ifquery block156 returns a negative, themethod150 loops back to thestart block152. Ifquery block156 returns a positive, themethod150 proceeds to block158 where the flow of electricity is initiated to the plug-in electric vehicle. Themethod150 then proceeds to block160 where the consumption of electrical power by the plug-in electric vehicle is recorded. Once charging has been completed, either because the batteries are fully recharged, or because the operator interrupts the charging, themethod150 proceeds to queryblock162.
• With the electrical consumption recorded, themethod150 will attempt to communicate the consumption and/or authorization data to the utility or electrical provider.Query block162 determines whether there are any communications carriers available for the transmission of the data. If thequery block162 returns a negative, such as if the operator is in a rural area, for example, themethod150 proceeds to block164 where the data is stored. Themethod150 waits inblock166 until the vehicle is moved before looping back to query block162 to determine if any communications carriers are available. It should be appreciated that theblock166 may be based on time (e.g. periodically attempting transmission), or based on vehicle location such as by using a GPS device.
• It should further be appreciated that once the data is stored inblock164, themethod150 may loop back to startblock152 if the operator once again couples the vehicle for charging. In this embodiment, the additional electrical consumption charging will be recorded as described above.
• When thequery block162 determines that one or more communications carriers are available, themethod150 proceeds to query block168 where it is determined if there are multiple carriers available. Ifquery block168 returns a positive, themethod150 proceeds to block170 where the communications carrier is selected based on one or more predefined criteria. For example, the selection may be based on cost of communicating via the carrier, and the lower cost carrier would be selected. The criteria may also be based on other factors, such as the quality or strength of the carrier signal.
• Once the communications carrier has been selected, or if thequery block168 returns a negative, themethod150 proceeds to block172 where the data is transmitted to the utility or electrical service provider. Themethod150 then loops back to start block152 where the process begins again.
• The use of plug-in electric vehicles is expected to reduce the overall amount of carbon emissions from the driving of personal vehicles since the emissions associated with generating electricity are lower than the cumulative emissions from fossil fuel based automobiles. One method of tracking emissions is called a “carbon credit.” Under international treaties, such as the Kyoto Protocol, carbon emission quotas are imposed on countries to place a cap on emissions. Each nation in turn places quotas on industries within their country. A carbon credit is a tradable commodity that is created through “green” or low emission activities. Through the use of carbon credits, a high emission operator may offset their emissions by purchasing credits from the producers of the carbon credits. It should be appreciated that while the embodiments discussed herein have referred to accounts or “fund” transfers, these transfers may also be in the form of a carbon credit. Further, due to the increased electrical demand from plug-in electric vehicles, utilities may have increased emissions even though the over all combined emission levels are lower. It is contemplated that the utilities. Governmental entities, or third parties would be provided carbon credits or some other offset associated with providing of electrical power to plug-in electric vehicles.
• It should be appreciated that a system of authorized utility accounts may be advantageous to governmental tax authorities as well. As the availability and proliferation of plug-in electric vehicles expands, the tax base of what is known as “road use taxes” will decrease as well. Road use taxes are generated from the sale of fuel, such as gasoline for example, and used by governmental authorities to build and maintain the system of roadways used by society. By using less fuel the plug-in electric vehicle owner will continue to use the roadways while paying less in taxes for that use. While this may be desirable to the individual, in the long term this could be detrimental for society. By maintaining the utility accounts that segregate electrical consumption by plug-in electric vehicle from that of the normal residential electrical loads. While a new road-use tax could be imposed on the electricity consumed by the end users, this could unfairly penalize those utility customers who own conventional combustion engine vehicles. These end users would end up paying for road taxes twice, once on their gasoline purchase and then again with their electricity consumption. By implementation of the utility accounts and the segregating plug-in electric consumption from the other residential loads, the governmental tax authority is provided with an appropriate means for collecting road use taxes without penalizing other residences that do not have a plug-in electric vehicle.
• While the invention has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the invention is not limited to such disclosed embodiments. Rather, the invention can be modified to incorporate any number of variations, alterations, substitutions or equivalent arrangements not heretofore described, but which are commensurate with the spirit and scope of the invention. Additionally, while various embodiments of the invention have been described, it is to be understood that aspects of the invention may include only some of the described embodiments. Accordingly, the invention is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.

Claims (24)

1-21. (canceled)

22. An electrical metering device, comprising:

an electrical power input;

an electrical power output electrically coupled to the input, the output being adapted to operably couple with a vehicle.

a meter operably coupled between the input and the output;

a controller electrically coupled to the meter;

a first communications device electrically coupled to the controller, the first communications device adapted to transmit data using a first wireless carrier; and

a memory device electrically coupled to the meter;

wherein the controller contains a processor responsive to executable computer instructions for storing data in the memory device indicative of electrical power consumption by the vehicle in response to a first signal from the meter.

23. The device ofclaim 22, wherein the processor is further responsive to executable computer instructions for determining if the first wireless carrier is available, negotiating a rate using the first wireless carrier, retrieving electrical consumption data from the memory device, and transmitting a second signal indicating the electrical consumption data.

24. The device ofclaim 22, further comprising a second communications device electrically coupled to the controller, the second communications device adapted to transmit data using a second wireless carrier.

25. The device ofclaim 24, wherein the processor is further responsive to executable computer instructions that determine if the first and second wireless carriers are available and select one of the first or second communications device in response to receiving a signal from the meter.

26. The device ofclaim 22, further comprising a display operably coupled to the controller, the controller being further responsive to executable computer instructions for receiving an authorization code signal from a first external source and displaying the authorization code on the display.

27. The device ofclaim 26, wherein the controller is further responsive to executable computer instructions for receiving a transponder signal from a second external source and transmitting a second signal on the selected carrier.

28. The device ofclaim 26, wherein the display is operably coupled to an in-vehicle computer system.

29. The device ofclaim 22, wherein the controller further comprises a GPS device that records the coordinates of the vehicle when electricity flows through the meter.

30. The device ofclaim 29, wherein the controller transmits the coordinates with the electrical power usage data.

31. An electrical metering device, comprising:

an electrical power input;

an electrical power output electrically coupled to said input;

a meter operably coupled between said input and said output;

a first communications device adapted to transmit data using a first wireless carrier;

a second communications device adapted to transmit data using a second wireless carrier; and

a controller electrically coupled to the meter, the first wireless device and the second wireless device, the controller having a processor electrically coupled to a memory device, and wherein the controller contains a processor responsive to executable computer instructions for selecting the first or second wireless carrier and transmitting a first signal indicating said electrical consumption data using the selected carrier.

32. The device ofclaim 31, wherein the processor is further responsive to executable computer instructions for negotiating a rate with the selected wireless carrier and retrieving electrical consumption data from the memory device.

33. The device ofclaim 31, wherein the first wireless carrier comprises a radio frequency carrier, satellite, CDMA cellular, or GSM cellular.

34. The device ofclaim 31, wherein the second wireless carrier comprises a cellular carrier.

35. The device ofclaim 31, further comprising a display operably coupled to the controller, the controller being further responsive to executable computer instructions for receiving an authorization code signal from a first external source and displaying the authorization code on the display.

36. The device ofclaim 35, wherein the display is operably coupled to an in-vehicle computer system.

37. The device ofclaim 31, wherein said electrical metering device may be transported by a single person.

38. A method of charging a vehicle containing batteries, comprising:

coupling a meter between a vehicle and an electrical outlet;

receiving an authorization code;

inputting the authorization code into a charging device;

measuring an amount of electrical power provided to the vehicle in response to receiving the authorization code;

storing data about the measured amount of electrical power;

determining whether a first wireless communications carrier is available; and

transmitting the stored data using the first wireless communications carrier.

39. The method ofclaim 38, further comprising:

determining whether a second wireless communications carrier is available; and,

transmitting the stored data using the second wireless communications carrier when the first wireless communications carrier is not available.

40. The method ofclaim 38, further comprising communicating with an onboard vehicle diagnostic system associated with the vehicle.

41. The method ofclaim 38, further comprising communicating with an in-vehicle computer system.

42. The method ofclaim 38, further comprising displaying the authorization code on an in-vehicle computer system.

43. The method ofclaim 42, further comprising:

receiving a first signal from an external transponder; and

transmitting a second signal on first wireless communications carrier in response to the first signal.

44. The method ofclaim 38, wherein the authorization code is received via an SMS message.

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