Abstract:
The embodiments described and claimed herein are apparatus, systems, and methods for charging an electric vehicle at a stationary service station. In one embodiment, the service station includes a power generation component including at least one fuel cell, a fuel supply component for supplying fuel to the power generation component, a charging component including at least one customer charging station, and a control component for controlling and monitoring the other components and for providing accounting and billing functions.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application is a CONTINUATION of U.S. patent application Ser. No. 13/898,055 filed on May 20, 2013, now allowed. This application also claims the benefit of U.S. Provisional Patent Application Ser. No. 61/737,260, filed on Dec. 14, 2012. Both applications are incorporated herein in their entirety by reference. 
     
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not Applicable. 
     
    
     THE NAMES OF PARTIES TO A JOINT RESEARCH AGREEMENT 
       [0003]    Not Applicable. 
       INCORPORATION-BY-REFERENCE OF MATERIAL SUBMITTED ON A COMPACT DISC 
       [0004]    Not Applicable. 
       BACKGROUND OF THE INVENTIONS 
     Technical Field 
       [0005]    The embodiments described and claimed herein relate generally to systems, apparatus, and methods for simultaneously charging the batteries of multiple Electric Vehicles. More specifically, at least some of the embodiments described herein relate to systems, apparatus, and methods for charging Electric Vehicles independent from the electric grid, using Liquid Natural Gas (referred to herein as “LNG”) or Natural Gas (“NG”) as an energy source. 
       Background Art 
       [0006]    Concern about global climate change and the increasing cost of gasoline has reinvigorated the public&#39;s interest in and demand for “green” technology. The use of electric drive systems in vehicles has the potential to be inexpensive and to greatly reduce the emission of greenhouse gases. However, it is believed that electric vehicles will never be successful until they are made to feel like ordinary, gasoline-powered vehicles. Manufacturers have begun to address this concern. For example, some electric cars will “creep” when you take your foot off the brake, just like an ordinary car. There is no reason to do this except to give it the feel of an ordinary vehicle. 
         [0007]    One area in which the electric vehicle industry is lacking is the time required to fully charge an electric vehicle. It is understood that existing charging systems which rely on the electric grid (even those dubbed “fast” charging systems) require thirty (30) minutes or longer to fully charge an electric vehicle. It is believed that electric vehicles will not gain wide acceptance by the public until it is possible to drive an electric vehicle up to a service station, plug it in for a charge, swipe a credit card, go inside to buy a cup of coffee, come out, disconnect the electric vehicle, and drive off, just like you can in an ordinary vehicle. It is also believed that existing charging systems cannot be widely implemented in a cost effective manner due to their heavy reliance on the electric grid. The existing electric power generation and distribution system is not capable of providing for the peak time charging of significant numbers of electric vehicles. Expansion of the power generation and distribution system will be required. Since a fast charge places a very heavy load on the grid, utilities will likely impose significant demand premiums on each charge. 
         [0008]    Thus, there are at least two drawbacks to existing charge systems that rely upon the electric grid: the time required for a charge and the ultimate cost of electricity from the grid. The Fast Charge System disclosed and claimed herein solves both of those problems. 
       BRIEF SUMMARY OF EXEMPLARY EMBODIMENTS 
       [0009]    The Fast Charging System provides a method for simultaneously charging the batteries of multiple electric vehicles, largely independent from the electric grid (the power that is used to charge the Electric Vehicle does not originate from the grid; however, certain components of the embodiments described and claimed herein may be powered by the grid), using LNG or NG as an energy source. It can efficiently provide DC charging power tailored to the requirements of the individual vehicles being charged. It is estimated that a vehicle with a battery capacity of 85 kWh can be fully charged in less than 10 minutes using the Fast Charging System. 
         [0010]    In a first embodiment, an electric vehicle charging facility is provided that includes a power generation component, a fuel component, and a charging component. The power generation component generates DC electric power and includes at least one fuel cell. The fuel component supplies fuel to the power generation component. The charging component is electrically connected to the power generation component for charging an electric vehicle using the DC electric power and includes at least one customer charging station. 
         [0011]    In a second embodiment, an electric vehicle charging facility is provided that includes a power generation component, a fuel component, a charging component, and a control system component. The power generation component generates DC electric power and includes a plurality of polymer electrolyte membrane fuel cells each having a capacity of 100 kW or less. The fuel component supplies natural gas to the power generation component. The charging component is electrically connected to the power generation component for simultaneously charging a plurality of electric vehicles using the DC electric power and includes a plurality of customer charging stations. The control system component comprises a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate the plurality of fuel cells sequentially to meet an energy demand of the charging component. 
         [0012]    In a third embodiment, an electric vehicle charging facility is provided that includes a power generation component, a fuel component and a charging component. The power generation component generates DC electric power and includes at least one fuel cell having a capacity of between approximately 400 kW and approximately 500 kW. The fuel component supplies natural gas to the power generation component. The charging component is electrically connected to the power generation component for charging an electric vehicle using the DC electric power and includes at least one customer charging station. The power generation component also includes a converter for converting at least a portion of the DC electric power to an AC electric power. 
         [0013]    Other embodiments, which include some combination of the features discussed above and below and other features which are known in the art, are contemplated as falling within the claims even if such embodiments are not specifically identified and discussed herein. 
     
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
         [0014]    These and other features, aspects, objects, and advantages of the embodiments described and claimed herein will become better understood upon consideration of the following detailed description, appended claims, and accompanying drawings where: 
           [0015]      FIG. 1  is a block diagram depicting the several components of a Fast Charge System; 
           [0016]      FIG. 1A  is an exploded view of the Fuel Component  200  of a Fast Charge System; 
           [0017]      FIG. 1A-1  is an exploded view of the Fuel Component  200  and the Power Generation Component  300  of a Fast Charge System; 
           [0018]      FIG. 1A-2  is an exploded view of the Charging Component  400  of a Fast Charge System; 
           [0019]      FIG. 2  is a flow chart depicting the transaction start up process of the first embodiment; 
           [0020]      FIG. 3  is a flow chart depicting the gas flow buffering process of the first embodiment.; 
           [0021]      FIG. 4  is a flow chart depicting the pressure monitoring process for the Gas Buffering Tank of the first embodiment; and, 
           [0022]      FIG. 5  is a flow chart depicting the transaction monitoring and shut down process. 
       
    
    
       [0023]    It should be understood that the drawings are not necessarily to scale and that the embodiments are sometimes illustrated by graphic symbols, phantom lines, diagrammatic representations and fragmentary views. In certain instances, details which are not necessary for an understanding of the embodiments described and claimed herein or which render other details difficult to perceive may have been omitted. It should be understood, of course, that the inventions described herein are not necessarily limited to the particular embodiments illustrated. Indeed, it is expected that persons of ordinary skill in the art may devise a number of alternative configurations that are similar and equivalent to the embodiments shown and described herein without departing from the spirit and scope of the claims. 
         [0024]    Like reference numerals will be used to refer to like or similar parts from Figure to Figure in the following detailed description of the drawings. 
       DETAILED DESCRIPTION 
       [0025]    Referring first to  FIG. 1 , a block diagram depicts a first embodiment of a Fast Charge System  1 . The Fast Charge System  1  includes four main components, the Automated Control System Component  100 , the Fuel Component  200 , the Power Generation Component  300 , and the Charging Component  400 . The Automated Control System Component  100  controls the system. The Fuel Component  200  stores LNG and converts it, at a controlled and varying rate, into Natural Gas that will be used to produce DC Power to charge Electric Vehicles. In an alternative embodiment, the Fuel Component  200  can provide low pressure, piped NG instead of storing and converting LNG. The Power Generation Component  300 , using the Natural Gas from the Fuel Component  200 , produces, at a controlled and varying rate, DC Power  302  for the Charging Component  400  and Hot Water  502  that is used by the Fuel Component  200 , and may optionally produce AC Power  304  that can be sold back to the grid or used for other purposes at the facility. The Charging Component  400  is the element used to dispense the DC Power  302  to the customer through separate Customer Charging Stations  410 A,  410 B (shown in  FIG. 1A-2 ). 
         [0026]    Referring now to Figure A 1 - 1 , the Automated Control System Component  100  controls the system. At the individual customer charging station  410 A,  410 B, the customers will select the charging time, with the shorter the time the higher the price. More particularly, the customer inputs the time of charge and the amount of charge. For instance, the customer might select a charge time of 15 minutes and a total charge of 80% of the total capacity of the vehicle battery system. Alternatively, the customer can be presented with multiple charging options representing different charging times, different total charges, different rates of charge, and different prices, from which the customer can select. The connection plug from the vehicle to the charging station  410 A,  410 B will communicate the level of charge in the vehicle system before the charging begins as well as the vehicle battery system characteristics and capabilities. The Automated Control System  100  will register the customer payment information, the amount and rate of charge, and compute the volume of Natural Gas  273  required for the Power Generation Component  300  to generate the DC Power  302  required to charge all vehicles at the station and the amount of LNG necessary to produce that Natural Gas  273 . More particularly, the Automated Control System  100  computes the amount of power required to charge the customer&#39;s battery in the time selected. The volume of Natural Gas  273  required is based upon the efficiency and productivity of the Fuel Cell(s)  310 . The volume of LNG required is based upon the efficiency and productivity of the Liquid to Natural Gas Fast Transformer (referred to herein as “LNFT”)  230 . 
         [0027]    The Automated Control System  100  also controls and monitors other components in the system. The Automated Control System Component  100  also keeps track of LNG supply, provides an accounting and billing system and monitors the performance of various components. The Fast Charge System  1  can be monitored locally, remotely or both. 
         [0028]    In the shown embodiment in  FIG. 1A , the Fuel Component  200  stores LNG and converts it, at a controlled and varying rate, into Natural Gas  273  that will be used to produce DC Power  302  to charge Electric Vehicles. The Fuel Component  200  consists of three elements—the LNG Storage Tank  210 , the LNFT  230 , and the Gas Flow Buffering System  250 . 
         [0029]    The LNG Storage Tank  210  is a standard LNG cryogenic double-wall container able to keep the LNG  214  at the needed temperature. The LNG Storage Tank  210  is a conventional or standard tank. LNG  214  is stored at approximately −260 degrees F. Although at that temperature it exists at atmospheric pressure, LNG tanks are usually rated at 200 psig. The LNG  214  is usually stored at 40 psig. The size of the tank will depend upon the market at the location of the installation as well as the frequency of delivery of LNG  214  replacement. It is expected that in no case will the tank be larger than that with a capacity of about 3,000 gallons of LNG. 
         [0030]    The LNG Storage Tank  210  may include an internal submerged variable speed pump  212  to send LNG  214  to the LNFT  230 . The size of the variable speed pump  212  will depend upon the number of charging stations  410 A,  410 B, the capacity of the LNFT  230  and the expected market. To charge an 85 kWh battery in approximately five minutes will require the simultaneous operation of one 500 kW fuel cell stack or five 100 kW fuel cell stacks. In either case, the fuel stack(s) will require approximately ½ gallon of LNG per minute worth of energy. If the service station installation had ten 100 kW fuel cell stacks, then the maximum flow rate from the variable speed pump would be  1  gallon per minute. The pressure rating required for the pump will be specific to the piping design at the individual site. As an option, the pump  212  can be external or included within the LNFT  230 . 
         [0031]    The LNFT  230  produces the fuel (Natural Gas  243 ) needed for the Power Generation Component  300  by a fast and automated pressure and flow controlled transformation of the LNG  214  into Natural Gas  243 . The pumped LNG  214  is received by the LNFT  230  and then boosted internally by a high-pressure pump  232  and sent to the Vaporizer  234 . The size of the pump  232  will depend upon the specific piping pressure loss at the site as well as the specific pressure requirements of the Vaporizer  234 . The heating of the boosted LNG  233  in the Vaporizer  234  is done initially using electric resistance and later through hot water  502  from the heat recovery system in the Customized Fuel Cell  310 . The Vaporizer  234  is similar to the Electric Heated Water Bath LNG Vaporizer as manufactured by DenEB Solutions, or equal, modified to accept hot water  502  that is heated using reclaimed heat from the Power Generation Component  300 . From the Vaporizer  234 , the Natural Gas  235  is sent to the Gas Heater  236 . Rather than being released to the environment, the Boil Off Gas (referred to herein as “BOG”)  216  from the LNG Storage Tank  210  is recovered, received by the LNFT  230  and sent directly to the BOG Compressor  238 . Compressed BOG  239  is sent by the BOG Compressor  238  to the Gas Heater  236 . The heating of the gas  235 ,  239  in the Gas Heater  236  is also done initially with electric resistance heating and later with hot water  502  from the heat recovery system in the Fuel Cell(s). The purpose of the gas heater is to heat the combined gas from the vaporizer  234  and the BOG Compressor  238  to ambient air temperature, or within the input gas temperature requirements of the Fuel Cell Stack Assemblies. After the Gas Heater  236 , the flow and pressure of the Natural Gas  240  is controlled internally by the Flow and Pressure Control Unit  242 . The Flow and Pressure Control Unit  242  is a standard part of all standard vaporizer assemblies. 
         [0032]    The Gas Flow Buffering System  260  is intended to provide for instantaneous flow of Natural Gas  243  from the Fuel Component  200  to the Power Generation Component  300  upon system start up, and to allow quick adjustments in fuel flow by throttling in stored Compressed Natural Gas  267  from a Gas Buffering Tank  266 . Flow and pressure controlled Natural Gas  243  is received by the Gas Flow Buffering System  260  and can be sent to the Power Generation Component  300  either directly or indirectly. In the direct route, Natural Gas  243  passes through a gas pressure and flow sensor  263 , a gas temperature sensor  265 , an In Line Gas Heater  270 , and a Fuel Component Output Control Valve  272 . The purpose of the Gas Buffering System  260  is to buffer the flow of natural gas and to be able to alter the flow quicker, and not necessarily to increase the overall capacity. The flow of natural gas  273  exiting the Fuel Component  200  will depend upon the demand of the Power Generation Component  300 . If there were ten 100 kW Fuel Cell stacks operating simultaneously at peak output then the natural gas flow would be approximately 120 cubic feet per minute, as shown in the chart below. 
         [0000]                                                        Approximate Flow Rates            Number of Operating 100 kW fuel cells   5   10                    Assumed Gallons/min LNG   0.75   1.5       Gallons of LNG/Hr   45   90       Gallons per Cu. Ft.   7.48   7.48       Cu. Ft. of LNG per Hr   6.02   12.03       Cu. Ft. of CNG per Cu. Ft. of LNG   6   6       Cu. Ft. of CNG per Hr   36.09   72.19       Cu. Ft. of NG per Cu. Ft. of LNG   600   600       Cu. Ft. of NG per Hr.   3,609   7,219       Cu. Ft. of NG per Minute   60   120                    
The temperature of the Natural Gas  273  should be close to ambient temperature and within the operating parameters of the fuel cell system. The pressure should be close to atmospheric pressure.
 
         [0033]    In the indirect route, Natural Gas  243  bypasses the Gas Pressure and Flow Sensor  263 , and is directed through a Gas Buffering System Supply Valve  264  on route to the Gas Buffering Tank  266  for later use by the Power Generation Component  300 . Pressure in the Gas Buffering Tank  266  is monitored using Pressure Sensing Device  261 . The Gas Buffering Tank  266  allows for instantaneous response when a customer calls for a DC charge. While there is nearly an instantaneous response from the Power Generation Component  300  (e.g., if a Polymer Electrolyte Membrane fuel cell is used), meaning that when gas is introduced to the Customized Fuel Cell  310 , power is generated almost instantaneously, such is not the case with the regasification process of the LNFT  230 . The Gas Buffering Tank  266 , on the other hand, can provide instantaneous Natural Gas  273  to the Power Generation Component  300 , allowing time for the LNFT  230  to spool up. In addition, during periods of instantaneous demand that exceeds the capacity of the LNFT  230 , or to stabilize the mass flow rate of Natural Gas  273  to the Power Generation Unit  300 , stored Natural Gas  267  can be throttled in via Gas Buffering Tank Relief Valve  268  at the outlet side of the Gas Pressure and Flow Sensor  263 . The Gas Buffering Tank  266  should be a Type 1 CNG Storage Tank capable of storing up to 10,000 cu. Ft. of natural gas under 5,000 psi, which is the industry standard. Natural Gas  246  may be stored in the Buffering Tank at approximately 3,600 psi. When the Natural Gas exits the tank  266 , it will be cold as it expands to atmospheric pressure and will need to be heated. The amount of heating required will depend upon the actual pressure in the Buffering Tank  266 . The in line gas heater  270  is a standard system for treating gas. From the Gas Flow Buffering System  260 , Natural Gas  273  is delivered to the Fuel Processing System  312  in the Power Generation Component  300 . 
         [0034]    In an alternative embodiment, the Fuel Component  200  omits LNG, the LNG Storage Tank  210 , the LNFT  230  and the Gas Buffering System  260 , and instead simply supplies low pressure, natural gas through appropriately sized piping with flow regulators and other necessary components known in the art to the Power Generation Component  300 . In this embodiment, the natural gas would be supplied to the Fuel Component, for example, by a local natural gas utility through high capacity pipelines. 
         [0035]    The Power Generation Component  300 , using the Natural Gas  273  from the Fuel Component  200 , produces, at a controlled and varying rate, DC Power  302  for the Charging Component  400 , hot water  323  that is used in the LNFT  230  to convert LNG  214  to Natural Gas  243 , and, optionally, AC current  304  , where appropriate, that can be sold back to the grid. The Power Generation Component  300 , shown in  FIG. 1A-1 , is comprised of a Fuel Processing System  312 , a Fuel Cell Assembly  314 , and a Thermal Management System  320 . The Fuel Processing System  312  extracts hydrogen from the natural gas using a catalytic reforming process, or other suitable method. The hydrogen  313  is sent to the Fuel Cell Assembly  314  at approximately atmospheric pressure for the production of DC power  301 . The Fuel Cell Assembly  314  consists of a stack of up to approximately ten individual Polymer Electrolyte Membrane (PEM) fuel cells, each one of which is capable of producing up to 100 kW. These fuel cells operate independently and are activated individually and sequentially, by the Automated Control System Component  100  to meet the energy demands of the Charging Component  400 . In this embodiment, it would not be necessary for the Power Generation Component  200  to produce AC current  304 , because the power output of the Fuel Cell Assembly  314  can be easily tailored to match the demand of the Charging Component  400 . The operation of each fuel cell of the Fuel Cell Assembly can be randomized to equalize wear and tear among the various units. Power  301  produced by the individual fuel cells in the Fuel Cell Assembly is sent to the central DC Electrical System monitor  316  of the Power Generation Component  300  and from there on to the Charging Component  400 . 
         [0036]    In the alternative, the Fuel Cell Assembly  314  can comprise one or more customized fuel cells, each one of which is capable of producing up to, e.g., approximately 400-500 kW of DC power, designed to work with other components of the Fast Charge System. In this case, it is contemplated that the fuel cell will be operating full time. Excess capacity not being used by the Charging Component  400  would be converted to AC power  304  and either used by the facility or sold to the grid. For this embodiment, a Gas Flow Buffering System  260  would not be necessary. 
         [0037]    PEM fuel cells typically operate at 50 to 100 degrees centigrade. The Thermal Management System  320  recovers excess heat generated by the fuel cells for use in the LNG vaporization process. A closed loop water cooling system  500 , shown in  FIG. 1A-1 , is used with the Heat Exchanger  322  to cool the fuel cells of the Fuel Cell Assembly  314  and to provide hot water to the LNFT  230  for the conversion of LNG into Natural Gas. Hot Water Pump  504  pulls Hi-Temperature Outlet Water  502  from Heat Exchanger  322 . Pump Outlet Water is directed to the vaporizer  234  and Gas Heater  236 , which are aligned in parallel. Lo-Temperature Outlet Water  505  from the LNFT  230  is treated in the Water Treatment System  506  before being directed back to the Heat Exchanger  322  of the Customized fuel Cell  310 . The purpose of the treatment is to basically filter the water of any particles or impurities it may have acquired in the flow through the vaporizer process. 
         [0038]    The Charging Component  400  is the element used to dispense the DC Power  302  to the customer through separate Customer Charging Stations  410 A,  410 B. Two Customer Charging Stations  410 A,  410 B are shown, although any number can be provided. Customer Charging Station  410 A,  410 B may be any type of appropriate device for communicating with the Automated Control System Component  100 . The Customer Charging Station may include one or more processors, storage devices, and communication interfaces, all communicatively interconnected. Each processor may include, for example, one or more integrated circuit microprocessors, and each storage may be a ROM, flash memory, non-volatile memory, optical memory, magnetic medium, combinations of the above, or any other suitable memory. Each storage may include more than one physical element, and may also include a number of software routines, program steps, or modules that are executable by a processor to carry out the various functions and processes described herein. 
         [0039]    A typical site will include from four to eight Customer Charging Stations  410 A,  410 B. Since the voltage of the DC Power  302  generated by the Power Generation Component  300  varies in magnitude, it has to be converted by an Isolated DC/DC Converter  402  within the Charging Component  400 . Each Customer Charging Station will have its own Constant Voltage Regulator  412 A,  412 B, Power Control Management Module  414 A,  414 B, and Customer Input Data and Metering Device  416 A,  416 B. 
         [0040]    The Automated Control System Component  100  provides an Accounting and Billing Interface  110 , a System Control  140 , and a System Monitor  170 . The Automated Control System Component  100  may include one or more processors, storage devices, and communication interfaces, all communicatively interconnected. Each processor may include, for example, one or more integrated circuit microprocessors, and each storage may be a ROM, flash memory, non-volatile memory, optical memory, magnetic medium, combinations of the above, or any other suitable memory. Each storage may include more than one physical element, and may also include a number of software routines, program steps, or modules that are executable by a processor to carry out the various functions and processes described herein. 
         [0041]    The System Control  140  communicates with and/or controls the Internal Submerged 
         [0042]    Variable Speed Pump  212 , the Gas Pressure and Flow Sensor  263 , the Gas Temperature Sensor  265 , the Gas Buffering system Supply Valve  262 , the Gas Buffering Tank Relief Valve  268 , the Gas Compressor  264 , the Pressure Sensing Device  261 , the DC/AC Converter  318 , and the Customer&#39;s Input Data and Metering Device  416 A,  416 B. The System Monitor  170  communicates with and/or monitors the LNG level in the LNG Storage Tank  210 , the Gas Pressure and Flow Sensor  263 , the Gas Temperature Sensor  265 , the Pressure Sensing Device  261 , the DC Electrical System  316 , and the Customer&#39;s Input Data and Metering Device  416 A,  416 B. The network interconnections between the Automated Control System Component  100  and the other components of the Fast Charge System can be implemented through a shared, public, or private network and encompass a wide are or local area. The network may be implemented through any suitable combination of wired and/or wireless communication networks. By way of example, the network may be implemented through a wide area network (WAN), local area network (LAN), an intranet, or the Internet. 
         [0043]    Referring now to  FIG. 2 , a flow chart depicts the transaction start up process of the first embodiment. The transaction start up process begins after the customer has selected the charging time and makes payment (e.g., cash) or inputs payment information (e.g., debit or credit card number) at the Customer Charging Station  410 A,  410 B. At the initial step  602 , the Charging Station  410 A,  410 B sends information to the Accounting and Billing Interface  110  of the Automated Control System Component  100  regarding credit and billing, amount of charge, and rate of charge. In the next steps  604 ,  606 ,  608 , the Accounting and Billing Interface  110  computes the DC power required for the transaction, computes the value of the transaction based upon pre-established power rates, and verifies credits and limits. In the next step  610 , the Accounting and Billing Interface  110  determines whether credit is sufficient. If not, in the next step  612 , the Accounting and Billing Interface  110  rejects the sale for insufficient credit. If credit is sufficient, in the next step  614 , the Accounting and Billing Interface  110  computes the amount of fuel required and transmits that information to the System Control  140 . In the next step  616 , the System Control  140  activates and adjusts the Pump  212  in the LNG Storage Tank  210  to add LNG flow to the LNFT  230 . In step  618 , the System Control  140  supplements Natural Gas Flow  243  from the LNFT  230 , if required, by adding Natural Gas  267  from the Gas Buffering Tank  266  through the gas flow buffering process shown in  FIG. 3  and described below. In step  620 , the System Control  140  adjusts the mass flow rate of Natural Gas  270  from the Fuel Component  200  to the Power Generation Component  300  by adjusting the Fuel Component Output Control Valve  272 . In step  622 , the System Monitor  170  monitors the DC Power  302 . Steps  616 ,  618 ,  620 , and  622  are contemplated as occurring concurrently, but can be initiated in any order. In the final step DC Power  302  is delivered to the Customer Charging Station  410 A,  410 B. 
         [0044]    Referring now to  FIG. 3 , a flow chart depicts the gas flow buffering process of the first embodiment. In step  632 , the System Control  140  of the Automated Control System  100  continuously verifies that Natural Gas  273  is required for the Power Generation Component  300  to supply DC Power  302  for an ongoing transaction. The gas flow buffering process terminates when DC Power  302  is no longer required for an ongoing transaction. In step  634 , the System Monitor  170  of the Automated Control System  100  continuously monitors the flow rate and pressure of the Natural Gas  243  via Gas Pressure and Flow Sensor  263 . In step  636 , the System Control  140  continuously determines whether pressure and flow is sufficient. In not, in steps  638  and  640 , the System Control  140  opens the Gas Buffering Tank Relief Valve  268  and the System Monitor  170  measures gas temperature via Gas Temperature Sensor  265 . In step  642 , the System Control  140  continuously determines when the gas temperature is acceptable for the Power Generation Component  300 . Generally this will be ambient temperature, although it will depend upon the specifications of the fuel cell manufacturer. If not, in step  644 , the System Control  140  activates the In Line Gas Heater  270 . If the gas temperature is determined to be acceptable in step  642 , the System Control  140  opens the Fuel Component Output Control Valve  272  in step  646 . In step  648 , Natural Gas  273  is sent to the Power Generation Component. If in step  636  it is determined that pressure and flow is sufficient, step  646  is initiated. 
         [0045]    Referring now to  FIG. 4 , a flow chart depicts the pressure monitoring process for the Gas Buffering Tank  266 , which ensures that the Gas Buffering Tank is maintained at an adequate pressure. It is contemplates that the Gas Buffering Tank  266  will be maintained at about 500 psi in order to avoid the need to heat Natural Gas  267  when it is throttled for use in the Power Generation Component  300 . However, Natural Gas  267  could be stored at a much higher pressure, e.g., 3000 psi, but in that case the In Line Gas Heater  270  would most likely be required to warm the Natural Gas  273  before sending it to the Power Generation Component  300 . In step  650 , the System Monitor  170  of the Automated Control System  100  continuously monitors gas pressure in the Gas Buffering Tank  266  via Pressure Sensing Device  261 . In step  652 , the System Control  140  of the Automated Control System  100  determines whether pressure is sufficient. If so, step  650  is reinitiated. If gas pressure is not sufficient, the System Control  140  opens the Gas Buffering System Supply Valve  262  in step  654  and activates the Gas Compressor in step  656 . In step  658 , the System Monitor  170  monitors gas pressure in the Gas Buffering Tank  266  during the fill process. In step  660 , the System Control  170  determines whether the Gas Buffering Tank  266  is full (i.e., whether the pressure has reached the predetermined threshold). If not, the process returns to step  658 . If the Gas Buffering Tank  266  is determined to be full, the System control  140  deactivates the Gas Compressor  264  and closes the Gas Buffering System Supply Valve  262  in steps  662  and  664 . At this point, the process returns to step  650 . 
         [0046]    Referring now to  FIG. 5 , a flow chart depicts the transaction monitoring and shut down process. In step  670 , the Customer Charging Station  410 A,  410 B sends information, including the completeness of the charge, regarding the status of charge to the System Monitor  170  of the Automated Control System Component  100 . For instance, if the customer has selected to have a 75% charge and the vehicle is now 60% charged, that information is communicated to the Automated Control System. In step  672 , the System Control  140  of the Automated Control System Component  100  determines whether the charge has reached 95% of the way to completion. If not, the System Control  140  continues charging in step  674  and the process returns to step  670 . If the charge reaches 95% complete, the System Control  140  determines whether the charge has reached 100% completion. If not, the System Control  140  in step  678  slows the charging process by reducing by 50% the LNG flow required for the transaction to the LNFT  230  by adjusting the speed of Pump  212  in the LNG Storage Tank  210  and in step  680  adjusts the Fuel Component Output Control Valve to account for a decrease in the flow of Natural Gas  273  to the Power Generation Component  300 . In step  682 , the Fast Charge System  1  continues to charge the customer&#39;s vehicle at a reduced rated. The process then continuously loops between steps  670 ,  672 ,  676 ,  680 , and  682  until it is determined in step  676  that the charge is 100% complete. When that occurs, the System Control  140  in step  684  reduces the output of DC Power  302  from the Power Generation Component  300  by the amount assigned to the transaction (if no other vehicles are being charged, the DC Power  302  will be reduced to zero; if other vehicles are being charged, the DC Power  302  will be reduced to the cumulative amount required for other transactions). In steps  686  and  688 , the System Control  140  adjusts the Fuel Component Output Control Valve  272  to eliminate the flow of Natural Gas  273  from the Fuel Component  200  to the Power Generation Component  300  and adjusts the speed of the Pump  212  to eliminate the flow rate of the LNG  214  required for the transaction (if no other vehicles are being charged, the Fuel Component Output Control Valve  272  will be fully closed and the Pump  212  will be turned off; if other vehicles are being charged, the Fuel Component Output Control Valve  272  will be throttled and the speed of the Pump  212  will be reduced to accommodate the cumulative amount of LNG  214  and Natural Gas  273  required for other transactions). In step  690 , the Accounting and Billing Interface  110  charges the customer&#39;s credit or debit card for the cost of the transaction. In step  692 , charging is terminated and the transaction is complete. 
         [0047]    Although the inventions described and claimed herein have been described in considerable detail with reference to certain embodiments, one skilled in the art will appreciate that the inventions described and claimed herein can be practiced by other than those embodiments, which have been presented for purposes of illustration and not of limitation. Therefore, the spirit and scope of the appended claims should not be limited to the description of the embodiments contained herein.